A method for using a lateral evacuation device, the lateral evacuation device and a railcar

Abstract

This invention belongs to the technical field of railcar safety emergency equipment, and provides a method for using a lateral evacuation device, the lateral evacuation device itself, and a railcar. The lateral evacuation device includes: an evacuation ladder; a first drive unit and a second drive unit disposed within an installation space; the first drive unit includes a first drive motor and a first transmission module, and the second drive unit includes a second drive motor and a second transmission module; the second drive motor is movably disposed within the installation space, and the second transmission module is connected between the second drive motor and the evacuation ladder. Compared with the prior art, this invention achieves the linear translational movement of the evacuation ladder through the first drive unit, and its rotational deployment through the second drive unit. The two work together to form a composite motion path of "translation first, then rotation." This design makes full use of the limited space at the bottom of the vehicle body, achieving compact storage and reliable deployment of a large-span evacuation ladder.

Description

Technical Field

[0001] This invention belongs to the technical field of railcar safety emergency equipment, specifically relating to a method of using a lateral evacuation device, the lateral evacuation device, and a railcar. Background Technology

[0002] As the most widely used passenger transport vehicle in modern urban public transportation systems, rail transit vehicles' operational safety and emergency evacuation capabilities are directly related to passenger safety. With the continuous expansion of rail transit networks and the increase in train operating density, higher requirements are placed on the emergency safety design of the vehicles themselves. Especially in emergencies, such as line failures, natural disasters, or sudden events that prevent trains from stopping at stations normally, traditional door-based evacuation methods become limited. In such situations, onboard emergency evacuation equipment becomes a crucial guarantee for the rapid and orderly evacuation of passengers.

[0003] Currently, the rail transit industry mainly employs two emergency evacuation methods: one is the evacuation device located at the front of the train, and the other is the lateral evacuation device. Comparatively, lateral evacuation devices can more effectively utilize the side space of the carriage, avoid layout conflicts with other equipment, and enable simultaneous evacuation from multiple points, significantly improving evacuation efficiency, alleviating congestion in evacuation routes, and accelerating passenger escape, demonstrating clear advantages. However, due to limited lateral installation space at the bottom of the carriage, existing lateral evacuation ladders have many shortcomings in structural design and space utilization, limiting their practical application. Many existing designs not only have low deployment efficiency but also often rely on manual operation by attendants to deploy and retract the ladders, resulting in slow response times, complex operation, and difficulty in rapid deployment in emergencies, posing significant safety hazards.

[0004] Therefore, there is an urgent need for a new type of emergency evacuation system for rail vehicles that can overcome the above-mentioned shortcomings. This system should possess characteristics such as rapid automatic deployment, efficient use of limited space, stable and reliable operation, and obstacle recognition and adaptive handling capabilities. It should be able to automatically deploy and retrieve evacuation ladders without human intervention, while ensuring the safety and reliability of the entire process, thereby truly achieving the emergency evacuation goal of "one-button start, automatic deployment, and safe passage." Summary of the Invention

[0005] The technical problem to be solved by the present invention is to provide a method for using a lateral evacuation device, the lateral evacuation device and the railcar, in light of the current state of the prior art.

[0006] The technical solution adopted by the present invention to solve the above-mentioned technical problem is as follows: A method for using a lateral evacuation device is proposed, comprising the following steps:

[0007] S1. Press the start button to control the first drive motor to drive the evacuation ladder to move outward from inside the vehicle through the first transmission module. After moving a certain distance, the main body of the evacuation ladder will be located outside the vehicle and push the vehicle skirt to open.

[0008] S2. If an obstacle is encountered during the movement of the evacuation ladder, causing the load on the first drive motor to exceed a set threshold, the control system controls the first drive motor to run in the opposite direction for a certain distance and then attempts to extend outward again. When extending outward again, the output power of the first drive motor increases as set. This action is repeated no more than a predetermined number of times. If the evacuation ladder successfully reaches the preset position within the predetermined number of times, step S3 is executed. If it still cannot extend after the predetermined number of times, an alarm signal is issued to prompt the operator to remove the obstacle. After the obstacle is removed, step S1 is executed again.

[0009] S3. The first drive motor is de-energized and self-locked. Then the second drive motor is energized and drives the evacuation ladder to rotate outward through the second transmission module. When the evacuation ladder rotates to the operating angle, the evacuation ladder is fully extended and contacts the support platform. The upper end of the evacuation ladder is pressed against the vehicle body. Then the second drive motor is de-energized and self-locked.

[0010] S4. When the retract button is pressed, the second drive motor is powered on and drives the evacuation ladder to rotate towards the vehicle body through the second transmission module. When the evacuation ladder rotates back to a certain angle, the second drive motor is powered off and self-locked.

[0011] S5. The first drive motor is energized and drives the evacuation ladder to move towards the inside of the vehicle body through the first transmission module. When the evacuation ladder moves to the initial position, the first drive motor is de-energized and self-locked.

[0012] S6. Drive the vehicle body skirt panel to reset and lock it with the vehicle body, so that the evacuation ladder is hidden inside the vehicle body again.

[0013] To address the aforementioned technical problems, this invention also proposes a lateral evacuation device, which is installed within a vehicle body, the vehicle body having an installation space located at the bottom of the passenger compartment. The lateral evacuation device includes:

[0014] An evacuation ladder includes a storage location, a lateral limit location, and a usable location.

[0015] A first drive unit and a second drive unit are disposed within the installation space. The first drive unit includes a first drive motor and a first transmission module, and the second drive unit includes a second drive motor and a second transmission module.

[0016] The first drive motor is fixed in the installation space, and the first transmission module is connected between the first drive motor and the second drive unit to drive the second drive unit and the evacuation ladder to move synchronously when the first drive motor is working.

[0017] The second drive motor is movably disposed within the installation space, and the second transmission module is connected between the second drive motor and the evacuation ladder to drive the evacuation ladder to rotate when the second drive motor is working;

[0018] The lateral evacuation device includes a horizontal deployment state and a rotating state; wherein,

[0019] When in the flat-out state, the first drive motor drives the evacuation ladder to move back and forth between the storage position and the translation limit position through the first transmission module;

[0020] When in the rotational state, the second drive motor drives the evacuation ladder to rotate back and forth between the translational limit position and the usage position through the second transmission module.

[0021] In one of the aforementioned lateral evacuation devices, the installation space includes an opening facing the outside of the vehicle body, and a vehicle body skirt is rotatably provided on the vehicle body to open and close the opening.

[0022] When the evacuation ladder moves to the outside of the vehicle body, it simultaneously pushes the vehicle body skirt to rotate outwards, allowing the opening to open;

[0023] When the vehicle body skirt is rotated toward the vehicle body to close the opening, the evacuation ladder is concealed within the installation space.

[0024] In one of the aforementioned lateral evacuation devices, a skirt lock is provided within the installation space. The skirt lock includes a lock body and a latch. The lock body is fixed within the installation space, and the latch is movably disposed within the lock body and movably inserted into the vehicle body skirt.

[0025] When the evacuation ladder moves to the outside of the vehicle body or before it moves to the outside of the vehicle body, the latch moves relative to the lock body, triggering unlocking and allowing the opening to be opened.

[0026] In one of the aforementioned lateral evacuation devices, a connecting part is fixedly connected to one end of the latch facing the inside of the vehicle body, a trigger boss is provided on the evacuation ladder, and the connecting part is located on the moving path of the trigger boss.

[0027] When the evacuation ladder moves toward the outside of the vehicle body, the trigger boss abuts against the connecting part and drives it to move along the height direction of the vehicle body, so that the locking tongue disengages from the vehicle body skirt.

[0028] In one of the aforementioned lateral evacuation devices, the skirt lock further includes an unlocking rope. The first end of the unlocking rope is fixed to the latch. A pull-down device is provided inside the vehicle compartment. The second end of the unlocking rope extends into the vehicle compartment and is fixed to the pull-down device. When the pull-down device is pulled, the latch is moved by the unlocking rope, thereby unlocking the vehicle skirt.

[0029] In one of the aforementioned lateral evacuation devices, the first transmission module includes a first lead screw and a sliding guide plate. One end of the first lead screw is connected to the output end of the first drive motor, and the other end is rotatably disposed within the installation space. The sliding guide plate is connected to the first lead screw via a first threaded sleeve, and the second drive motor is disposed on the sliding guide plate.

[0030] In one of the aforementioned lateral evacuation devices, the second transmission module includes a second lead screw, a second threaded sleeve, and a connecting rod;

[0031] One end of the second lead screw is connected to the output end of the second drive motor, and the other end is rotatably mounted on the sliding guide plate. The second threaded sleeve is connected to the second lead screw. One end of the connecting rod is hinged to the second threaded sleeve, and the other end is hinged to the evacuation ladder.

[0032] In the aforementioned lateral evacuation device, both the first drive motor and the second drive motor are electromagnetic brake motors, and the lateral evacuation device further includes:

[0033] Two fixed limiting frames are arranged opposite each other. The two fixed limiting frames are set in the installation space and form a limiting space between them. When the evacuation ladder is in the storage position, the two sides of the evacuation ladder abut against the corresponding fixed limiting frames to limit the evacuation ladder.

[0034] A skirt damping hinge is disposed between the vehicle skirt and the vehicle body to realize the rotational connection between the vehicle skirt and the vehicle body;

[0035] The skirt panel protective strip is installed on the vehicle body skirt panel and moves against the vehicle body to reduce the impact between the vehicle body skirt panel and the vehicle body.

[0036] In addition to solving the above-mentioned technical problems, the present invention also proposes a railcar, including the aforementioned lateral evacuation device.

[0037] Compared with the prior art, the present invention has the following beneficial effects:

[0038] (1) The first drive unit realizes the linear translation movement of the evacuation ladder, and the second drive unit realizes its rotation and unfolding action. The two work together to form a composite motion path of "translation first and then rotation". This design makes full use of the limited space at the bottom of the vehicle body to realize the compact storage and reliable unfolding of the large-span evacuation ladder.

[0039] (2) By setting a rotatable skirt on the vehicle body and mechanically linking its movement with the translational movement of the evacuation ladder, the neatness of the device’s appearance and the level of automation of its functions are effectively improved. During the deployment process, the evacuation ladder directly pushes the skirt to open when it moves outward, and the opening can be automatically exposed without the need for an additional drive device. The structure is simple, the cost is low, the reliability is high, and it helps to speed up the deployment of the evacuation ladder.

[0040] (3) When the rail vehicle is running normally, the skirt lock reliably fixes the skirt of the car body in the closed position to prevent it from being opened accidentally due to vehicle vibration or external airflow. During emergency evacuation, when the evacuation ladder begins to move outward to the designated position, or before the movement starts, the skirt lock is triggered to unlock automatically, so that the skirt of the car body can rotate relative to the car body, thereby opening the opening of the installation space and ensuring that the evacuation ladder can be smoothly moved from the storage position to the unfolding limit position to complete the unfolding action. Attached Figure Description

[0041] Figure 1 This is a cross-sectional view of a railcar according to the present invention.

[0042] Figure 2 yes Figure 1 Hide the view behind a fixed limiter.

[0043] Figure 3 yes Figure 2 A magnified view of a portion of point A in the middle.

[0044] Figure 4 yes Figure 2 View of the central evacuation ladder after it has been moved from its storage position to its translation limit position.

[0045] Figure 5 yes Figure 4 The view of the central evacuation ladder after rotating from its translational limit position to its usable position.

[0046] In the diagram, 100 is the vehicle body; 110 is the installation space; 120 is the vehicle skirt; 130 is the skirt lock; 131 is the lock body; 132 is the bolt; 133 is the connecting part; 134 is the unlocking rope; 140 is the pull-down device; 150 is the start button; 160 is the retract button; 170 is the car floor; 180 is the car body; 200 is the lateral evacuation device; 210 is the evacuation ladder; 211 is the trigger boss; 22 is the trigger boss. 0. First drive unit; 221. First drive motor; 222. First transmission module; 222a. First lead screw; 222b. Sliding guide plate; 230. Second drive unit; 231. Second drive motor; 232. Second transmission module; 232a. Second lead screw; 232b. Second threaded sleeve; 232c. Connecting rod; 240. Fixed limit frame; 241. Hanging lug; 250. Skirt damping hinge. Detailed Implementation

[0047] The following are specific embodiments of the present invention, which are described in conjunction with the accompanying drawings to further illustrate the technical solutions of the present invention. However, the present invention is not limited to these embodiments.

[0048] It should be noted that all directional indications (such as up, down, left, right, front, back, etc.) in the embodiments of the present invention are only used to explain the relative positional relationship and movement of each component in a certain specific posture (as shown in the figure). If the specific posture changes, the directional indication will also change accordingly.

[0049] like Figures 1 to 5 As shown, a lateral evacuation device of the present invention is provided. The lateral evacuation device 200 is disposed inside the vehicle body 100. The vehicle body 100 has an installation space 110 located at the bottom of the carriage 180. The lateral evacuation device 200 includes: an evacuation ladder 210, a first drive unit 220 and a second drive unit 230.

[0050] Specifically, the vehicle body 100 includes a cargo box 180 and an installation space 110. The area above the cargo box floor 170 is the cargo box 180 area used for loading drivers and passengers, and the area below the cargo box floor 170 is the equipment installation space 110.

[0051] In one embodiment, the installation space 110 extends laterally through the area below the entire floor 170 of the carriage; in another embodiment, the installation space 110 occupies only a portion of the space below the floor 170 of the carriage (e.g., the lower half).

[0052] The lateral evacuation device 200 can be installed on one side of each car 180; of course, if the structure of the car body 100 allows and the width is sufficient, the device can also be installed on both sides of each car 180 to improve evacuation capacity.

[0053] As a core functional component of the lateral evacuation device 200, the evacuation elevator 210 is the main passage for the safe evacuation of passengers from the carriage 180. It has three key working positions: the storage position, the translational limit position, and the usage position.

[0054] Among them, the storage location is referenced Figure 1 and Figure 2 As shown, this is the state where the vehicle is completely retracted into the vehicle body 100; the translational limit position is as follows. Figure 4 As shown, this is the state where the evacuation ladder 210 has completed its outward translation but has not yet rotated; its usage position is as follows. Figure 5 As shown, this is the final working state of the evacuation ladder 210, which is fully extended and tilted and supported on the ground or track platform.

[0055] In one embodiment, when the evacuation ladder 210 is in the storage position and translational limit position, it is in an approximately horizontal state, which facilitates compact arrangement in a limited space and effectively saves installation volume; when it enters the use position, the evacuation ladder 210 rotates around the fulcrum to a predetermined tilt angle and contacts the external support surface (such as the ground or track plane) to form a stable passage ramp for the safe evacuation of personnel.

[0056] The first drive unit 220 and the second drive unit 230 are disposed within the installation space 110, together forming a power system for driving the evacuation ladder 210. The first drive unit 220 includes a first drive motor 221 and a first transmission module 222, and the second drive unit 230 includes a second drive motor 231 and a second transmission module 232.

[0057] The first drive motor 221 is fixedly installed in the installation space 110. The first transmission module 222 is connected between the first drive motor 221 and the second drive unit 230. When the first drive motor 221 is running, it drives the second drive unit 230 and the evacuation ladder 210 it carries to move synchronously in the lateral direction.

[0058] The second drive motor 231 is movably installed in the installation space 110. The second transmission module 232 is connected between the second drive motor 231 and the evacuation ladder 210, and is used to drive the evacuation ladder 210 to expand or retract around the rotation axis when the second drive motor 231 is working.

[0059] The operation of the lateral evacuation device 200 is divided into two main stages: the horizontal exit state and the rotation state.

[0060] When in the horizontal position, the first drive motor 221 drives the evacuation ladder 210 to move back and forth between the storage position and the translation limit position through the first transmission module 222, so as to complete the outward translation or inward storage.

[0061] When in a rotating state, the second drive motor 231 drives the evacuation ladder 210 to rotate back and forth between the translational limit position and the use position through the second transmission module 232, so as to achieve full unfolding and storage.

[0062] The lateral evacuation device 200 provided in this solution adopts a modular dual-drive structure design. The first drive unit 220 realizes the linear translational movement of the evacuation ladder 210, while the second drive unit 230 realizes its rotational deployment. The two work together to form a composite motion path of "translation first, then rotation". This design makes full use of the limited space at the bottom of the vehicle body 100, achieving compact storage and reliable deployment of the large-span evacuation ladder 210.

[0063] The first drive motor 221 is fixedly installed, and the first transmission module 222 drives the entire second drive unit 230 to move synchronously. The structure is stable and the transmission efficiency is high. The second drive motor 231 is arranged to drive the evacuation ladder 210 to rotate through the second transmission module 232. The power transmission path is short, the response is fast, and the control is precise.

[0064] The entire system achieves fully automated control from storage to full deployment, featuring high integration, high reliability, and high safety. It is suitable for various types of rail vehicles, and in particular meets the technical requirements of modern rail transit for rapid response and high automation of emergency evacuation systems.

[0065] In this design, the installation space 110 has an opening facing the outside of the vehicle body 100, and a vehicle body skirt 120 is rotatably connected to the vehicle body 100 for opening and closing the opening.

[0066] When the evacuation ladder 210 moves outward to the side of the vehicle body 100, its front end simultaneously pushes the vehicle body skirt 120 to rotate outward, thereby opening the opening and providing a passage for the deployment of the evacuation ladder 210.

[0067] After the evacuation ladder 210 is used and retracts to its initial position, the driving body skirt 120 rotates towards the body 100 until the opening is closed, so that the evacuation ladder 210 is completely hidden in the installation space 110, achieving overall storage.

[0068] By setting a rotatable skirt 120 on the vehicle body 100 and mechanically linking its movement with the translational movement of the evacuation ladder 210, the neatness of the device's appearance and the level of automation of its functions are effectively improved.

[0069] During deployment, the evacuation ladder 210 moves outward and directly pushes the vehicle body skirt 120 to open, achieving automatic exposure of the opening without the need for an additional drive device. It has a simple structure, low cost, high reliability, and helps to speed up the deployment of the evacuation ladder 210.

[0070] During the recycling process, the drive body skirt 120 is closed and locked to ensure that the evacuation ladder 210 is completely stored inside the body 100. This effectively prevents foreign objects, dust or rainwater from entering the installation space 110 during vehicle operation, improving operational safety and equipment durability. At the same time, it keeps the outer appearance of the body 100 flat and beautiful, meeting the industrial design requirements of rail transit vehicles.

[0071] Furthermore, a skirt lock 130 is provided within the installation space 110. The skirt lock 130 includes a lock body 131 and a bolt 132. The lock body 131 is fixedly installed within the installation space 110, and the bolt 132 is movably disposed inside the lock body 131 and is detachably plugged into the vehicle skirt 120.

[0072] During normal operation of the rail vehicle, the body skirt 120 is provided with a socket for the locking tongue 132 to be inserted. The locking tongue 132 extends into the socket, and the body skirt 120 is reliably locked in the closed position by the skirt lock 130, effectively preventing it from being accidentally opened due to vehicle vibration or external airflow.

[0073] During emergency evacuation, before or during the initial movement of the evacuation ladder 210 to the outside of the vehicle body 100, the skirt lock 130 triggers an automatic unlocking action: the latch 132 is displaced relative to the lock body 131, disengaging from the socket on the vehicle body skirt 120, thereby releasing the lock on the skirt.

[0074] After unlocking, the vehicle skirt 120 can rotate relative to the vehicle body 100 around its rotation axis, thereby opening the installation space 110 and providing a passage for the deployment of the evacuation ladder 210. Subsequently, the evacuation ladder 210 can be smoothly moved from the storage position and deployed to its limit position, completing the deployment action and ensuring the safe and rapid evacuation of passengers.

[0075] In order to achieve automatic unlocking between the skirt lock 130 and the vehicle skirt 120, in one embodiment, the end of the lock tongue 132 facing the inside of the vehicle body 100 is fixedly connected to a connecting part 133, the evacuation ladder 210 is provided with a trigger boss 211, and the connecting part 133 is located on the moving path of the trigger boss 211.

[0076] When the evacuation ladder 210 moves to the outside of the vehicle body 100, the trigger boss 211 contacts the connecting part 133 and pushes it to move along the height direction of the vehicle body 100, thereby causing the locking tongue 132 to disengage from the plugging structure of the vehicle body skirt 120 and unlocking the door.

[0077] Preferably, the connecting part 133 is an L-shaped plate, including a first side plate and a second side plate. The first side plate and the locking tongue 132 can be integrally formed, or they can be designed separately and fixed by welding, threaded connection, or other methods. The second side plate is positioned facing the evacuation ladder 210, and its side facing the trigger boss 211 has a chamfer. The trigger boss 211 is preferably a hemispherical structure, or it can be composed of a guide ramp and a protruding post. The chamfer on the second side plate, in conjunction with the hemispherical shape of the trigger boss 211 or the guide ramp, can achieve a smooth transition during the contact between the two, avoid jamming, and ensure smooth transmission.

[0078] From the storage location (see evacuation staircase 210) Figure 2 Move to the position of complete translation limit (see Figure 4 During the process, the trigger boss 211 moves synchronously with the evacuation ladder 210 and is relatively displaced with the connecting part 133, thereby pushing the connecting part 133 and the locking tongue 132 to move towards the interior of the carriage 180, so that the locking tongue 132 gradually disengages from the insertion of the body skirt 120, and finally completes the unlocking action of the skirt.

[0079] By setting a trigger boss 211 on the evacuation ladder 210 and forming a mechanical linkage structure with the connecting part 133 of the locking tongue 132, a precise and reliable automatic unlocking mechanism is formed.

[0080] When the evacuation ladder 210 moves to the predetermined position, the trigger boss 211 contacts the connecting part 133 and drives the locking tongue 132 to move along the height direction of the vehicle body 100, thereby achieving stable and reliable unlocking of the vehicle body skirt 120.

[0081] The structure is accurately positioned and operates smoothly, with good resistance to vibration and dust. It can operate stably under complex working conditions, effectively ensuring the timing, reliability and safety of the unlocking action during emergency evacuation.

[0082] In order to achieve automatic unlocking between the skirt lock 130 and the vehicle skirt 120, in another embodiment, the skirt lock 130 also includes an unlocking pull rope 134.

[0083] The first end of the unlocking rope 134 is fixedly connected to the locking tongue 132. A pull-down device 140 is provided inside the carriage 180. The second end of the unlocking rope 134 extends into the carriage 180 and is fixed to the pull-down device 140. When the pull-down device 140 is operated, the locking tongue 132 is moved by the unlocking rope 134, thereby disengaging the vehicle body skirt 120 from the locked state and unlocking it.

[0084] The pull-down device 140 is preferably a handle structure (or "handle-type knife gate structure"), including a handle (or "knife gate") and a seat (or "knife gate seat"). The unlocking pull rope 134 is preferably a steel wire rope, the second end of which passes through the floor of the carriage 180 and is connected to the handle.

[0085] When the operator turns the lever to rotate it relative to the gate seat, the lever pulls the steel wire rope, causing its second end to move away from the skirt lock 130, thereby pulling the lock tongue 132 out of its insertion engagement with the vehicle skirt 120, and completing the unlocking action.

[0086] This solution provides a manual emergency unlocking function for the system by adding an unlocking rope 134 and a pull-down device 140 inside the carriage 180.

[0087] When the automatic unlocking mechanism fails due to a malfunction, the crew can operate the pull-down device 140 from inside the carriage 180 and remotely pull the locking tongue 132 via the unlocking rope 134 to manually open the body skirt 120, ensuring that the emergency evacuation procedure can be successfully initiated under any circumstances.

[0088] This design significantly enhances the system's redundancy and emergency reliability, meeting the high safety requirements of the rail transit sector.

[0089] Furthermore, the first transmission module 222 includes a first lead screw 222a and a sliding guide plate 222b. One end of the first lead screw 222a is connected to the output shaft of the first drive motor 221, and the other end is rotatably mounted in the mounting space 110; the sliding guide plate 222b is connected to the first lead screw 222a through a first threaded sleeve, and the second drive motor 231 is fixed on the sliding guide plate 222b.

[0090] The first transmission module 222 is composed of a first lead screw 222a and a sliding guide base plate 222b, which features high transmission accuracy, smooth operation and strong load-bearing capacity.

[0091] The first drive motor 221 rotates the lead screw, causing the sliding guide plate 222b to move smoothly along a straight line, thereby realizing the overall translation of the second drive unit 230 and ensuring the stability and synchronization of the evacuation ladder 210 during the translation process.

[0092] The compact design is suitable for space-constrained installation environments, and its low maintenance costs and long service life significantly improve the reliability and durability of the translation mechanism.

[0093] The second transmission module 232 includes a second lead screw 232a, a second threaded sleeve 232b, and a connecting rod 232c.

[0094] One end of the second lead screw 232a is connected to the output shaft of the second drive motor 231, and the other end is rotatably mounted on the sliding guide base plate 222b; the second threaded sleeve 232b is connected to the second lead screw 232a, and one end of the connecting rod 232c is hinged to the second threaded sleeve 232b, and the other end is hinged to the evacuation ladder 210.

[0095] The second transmission module 232 uses a linkage mechanism consisting of the second lead screw 232a, the second threaded sleeve 232b and the connecting rod 232c to convert the rotational motion of the second drive motor 231 into the swing of the connecting rod 232c, thereby driving the evacuation ladder 210 to rotate and unfold around its fulcrum.

[0096] This structure provides smooth transmission and high torque output, enabling precise control of the evacuation ladder 210 from its horizontal storage state to its tilted operating angle. The hinged connection of the connecting rod 232c is flexible and can adapt to different deployment angle requirements, while also possessing a certain overload buffering capacity, thus improving the safety and controllability of the evacuation ladder 210 during rotation.

[0097] It is worth noting that the translational limit position of the evacuation ladder 210 needs to be determined based on the rotation center of the evacuation ladder 210 when the second drive motor 231 drives it to rotate through the second lead screw 232a and connecting rod 232c. This translational limit position is the starting point of the rotational motion of the evacuation ladder 210. During the design process, it should be ensured that the end of the evacuation ladder 210 will not interfere with the structure of the vehicle body 100 during the process of translating to the limit position and starting to rotate.

[0098] In this scheme, both the first drive motor 221 and the second drive motor 231 are electromagnetic brake motors.

[0099] This type of motor can automatically lock the output shaft when the power is off, effectively preventing the evacuation ladder 210 from moving unexpectedly due to vibration, external impact or other unforeseen factors during storage or unfolding, thereby significantly improving the safety and reliability of the device in a stationary state.

[0100] In this scheme, the lateral evacuation device 200 also includes two oppositely arranged fixed limit frames 240, skirt damping hinges 250, and skirt protective strips.

[0101] Two opposing fixed limit frames 240 are installed in the installation space 110, forming a limit space between them.

[0102] When the evacuation ladder 210 is in the retracted position, its two sides are respectively pressed against the corresponding fixed limit frame 240 to achieve lateral limitation.

[0103] This structure can effectively suppress the swaying or displacement of the evacuation ladder 210 caused by vibration or airflow disturbance during vehicle operation, thereby enhancing the overall stability of the structure.

[0104] Preferably, the two fixed limiting brackets 240 are fixed to the inner wall of the installation space 110 by the hanging ears 241, which makes installation convenient, connection reliable, and easy to maintain and replace.

[0105] The skirt damping hinge 250 is disposed between the skirt 120 and the body 100 to realize the rotational connection between the skirt and the body 100.

[0106] The hinge has a built-in damping element that provides a buffer during the opening and closing of the skirt, reduces the impact of movement, avoids structural damage caused by rapid rotation, extends service life, and improves operational smoothness.

[0107] The skirt protection strip is installed on the edge of the vehicle skirt 120 and moves in close contact with the surface of the vehicle body 100. When the skirt is closed or subjected to vibration, the strip can absorb the impact energy between the skirt and the vehicle body 100, reduce impact noise, prevent wear or failure of the sealing surface, and further improve sealing performance and ride comfort.

[0108] The aforementioned multiple protective designs—including the self-locking function of the electromagnetic brake motor, the mechanical limiting of the fixed limit frame 240, the buffering effect of the damping hinge, and the vibration reduction and sealing of the protective rubber strip—work together to significantly improve the overall safety, operational stability, and environmental adaptability of the lateral evacuation device 200, meeting the high safety level and long service life requirements of rail transit.

[0109] This solution also proposes a method for using the lateral evacuation device 200, including the following steps:

[0110] S1. Press the start button 150 to control the first drive motor 221 to drive the evacuation ladder 210 to move outward from inside the vehicle body 100 through the first transmission module 222. After moving to a certain distance, the main body of the evacuation ladder 210 is located outside the vehicle body 100, and pushes the vehicle body skirt 120 to open.

[0111] S2. If the evacuation elevator 210 encounters an obstacle during its movement, causing the load on the first drive motor 221 to exceed a set threshold, the control system controls the first drive motor 221 to run in the opposite direction for a certain distance before attempting to extend outward again. When extending outward again, the output power of the first drive motor 221 increases as set. This action is repeated no more than a predetermined number of times. If the evacuation elevator 210 successfully reaches the preset position within the predetermined number of times, step S3 is executed. If it still cannot extend after the predetermined number of times, an alarm signal is issued to prompt the attendant to remove the obstacle. After the obstacle is removed, step S1 is executed again.

[0112] S3. The first drive motor 221 is de-energized and self-locks. Then the second drive motor 231 is energized and drives the evacuation ladder 210 to rotate outward through the second transmission module 232. When the evacuation ladder 210 rotates to the operating angle, the evacuation ladder 210 is fully extended and contacts the support platform. The upper end of the evacuation ladder 210 is pressed against the vehicle body 100. Then the second drive motor 231 is de-energized and self-locks.

[0113] S4. When the retract button 160 is pressed, the second drive motor 231 is powered on and drives the evacuation ladder 210 to rotate toward the vehicle body 100 through the second transmission module 232. When the evacuation ladder 210 rotates back to a certain angle, the second drive motor 231 is powered off and self-locks.

[0114] S5. The first drive motor 221 is energized and drives the evacuation ladder 210 to move towards the inside of the vehicle body 100 through the first transmission module 222. When the evacuation ladder 210 moves to the initial position, the first drive motor 221 is de-energized and self-locks.

[0115] S6. Drive the vehicle body skirt 120 to reset so that it locks with the vehicle body 100, so that the evacuation ladder 210 is hidden inside the vehicle body 100 again.

[0116] The lateral evacuation device 200 provided in this solution can be used to automatically deploy the evacuation ladder 210 by pressing the start button 150. The entire process requires no manual intervention, has a rapid response, and is easy to operate.

[0117] A load detection and adaptive retry mechanism is introduced during the translation phase of evacuation elevator 210: when an obstacle is encountered causing motor overload, the system can automatically reverse and retract, increasing output power before attempting to extend again. This demonstrates strong environmental adaptability and effectively avoids deployment failures caused by slight jamming. If the mechanism fails to complete the movement within a limited number of attempts, an alarm signal will be triggered, prompting staff to intervene, thus balancing the efficiency of automated operation with safety in emergency situations.

[0118] The entire control process adopts a phased sequential control with clear logic and orderly coordination among various actuators, ensuring that the evacuation ladder 210 can reliably reach the preset position and complete the unfolding or retracting action, which significantly improves the evacuation efficiency and system reliability of rail transit vehicles in emergency situations.

[0119] This proposal also suggests a rail vehicle, including the aforementioned lateral evacuation device 200.

[0120] In summary, this solution provides a lateral evacuation device 200 integrating automation, intelligence, and high safety, along with its usage method. Applying this device to rail vehicles effectively solves key technical problems in existing technologies, such as low space utilization, low deployment efficiency, reliance on manual operation, and insufficient emergency response capabilities of the lateral evacuation ladder 210. The rail vehicles may include urban light rail trains, subway trains, ordinary railway passenger cars, and high-speed trains.

[0121] Through the design of a "translation + rotation" composite motion mechanism, combined with the coordinated control of the first drive unit 220 and the second drive unit 230, the evacuation ladder 210 achieves fully automatic deployment and retraction within the limited installation space 110. The system adopts a mechanical linkage skirt opening and locking mechanism, which is not only compact and reliable in operation, but also achieves concealed storage of the device in the non-working state and safety protection during operation, achieving a balance between aesthetic neatness and functional safety.

[0122] Furthermore, this solution introduces a load detection and adaptive retry mechanism into the control logic. When an obstacle is encountered during the translation process, causing abnormal drive load, the system can automatically revert, increase output power, and retry deployment, significantly improving the device's environmental adaptability under complex working conditions. At the same time, it is equipped with automatic and manual dual unlocking functions to ensure that the evacuation process can still be initiated in the event of power failure, jamming, or other abnormal situations, greatly enhancing the system's redundancy and emergency support capabilities.

[0123] All key components, such as the electromagnetic brake motor, the fixed limit frame 240, the damping hinge, and the protective rubber strip, have been specifically designed and selected to comprehensively improve the stability, safety, and durability of the device operation.

[0124] The lateral evacuation device 200 is easy to operate, responds quickly, and is safe and reliable. It truly achieves the emergency evacuation goal of "one-button start, automatic deployment, and safe passage", significantly improving the efficiency and safety of passenger evacuation in non-platform areas or emergency situations. It has outstanding practicality, innovation, and broad prospects for promotion and application.

[0125] It should be noted that in this invention, the use of terms such as "first," "second," and "a" is for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified. The terms "connection," "fixed," etc., should be interpreted broadly. For example, "fixed" can mean a fixed connection, a detachable connection, or an integral part; it can mean a mechanical connection or an electrical connection; it can mean a direct connection or an indirect connection through an intermediate medium; it can mean the internal communication of two elements or the interaction between two elements, unless otherwise explicitly specified. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0126] Furthermore, the technical solutions of the various embodiments of the present invention can be combined with each other, but only if they are feasible for those skilled in the art. If the combination of technical solutions is contradictory or cannot be implemented, it should be considered that such combination of technical solutions does not exist and is not within the scope of protection claimed by the present invention.

[0127] The specific embodiments described herein are merely illustrative of the spirit of the invention. Those skilled in the art to which this invention pertains may make various modifications or additions to the described specific embodiments or use similar methods to substitute them, without departing from the spirit of the invention or exceeding the scope defined by the appended claims.

Claims

1. A lateral evacuation device, wherein the lateral evacuation device is disposed within a vehicle body, the vehicle body having an installation space located at the bottom of the vehicle compartment, characterized in that, The lateral evacuation device includes: An evacuation ladder includes a storage location, a lateral limit location, and a usable location. A first drive unit and a second drive unit are disposed within the installation space. The first drive unit includes a first drive motor and a first transmission module, and the second drive unit includes a second drive motor and a second transmission module. The first drive motor is fixed in the installation space, and the first transmission module is connected between the first drive motor and the second drive unit to drive the second drive unit and the evacuation ladder to move synchronously when the first drive motor is working. The second drive motor is movably disposed within the installation space, and the second transmission module is connected between the second drive motor and the evacuation ladder to drive the evacuation ladder to rotate when the second drive motor is working; The lateral evacuation device includes a horizontal deployment state and a rotating state; wherein, When in the flat-out state, the first drive motor drives the evacuation ladder to move back and forth between the storage position and the translation limit position through the first transmission module; When in the rotation state, the second drive motor drives the evacuation ladder to rotate back and forth between the translational limit position and the use position through the second transmission module; The installation space includes an opening facing the outside of the vehicle body, and a vehicle body skirt is rotatably mounted on the vehicle body to open and close the opening; when the evacuation ladder moves to the outside of the vehicle body, it simultaneously pushes the vehicle body skirt to rotate outward of the vehicle body, so that the opening is opened; when the vehicle body skirt is driven to rotate towards the vehicle body to close the opening, the evacuation ladder is hidden in the installation space. A skirt lock is provided in the installation space. The skirt lock includes a lock body and a bolt. The lock body is fixed in the installation space. The bolt is movably disposed in the lock body and is movably inserted into the vehicle body skirt. When the evacuation ladder moves to the outside of the vehicle body or before it moves to the outside of the vehicle body, the bolt moves relative to the lock body to trigger unlocking and open the opening. The end of the latch facing the inside of the vehicle body is fixedly connected to a connecting part. The evacuation ladder is provided with a trigger boss. The connecting part is located on the moving path of the trigger boss. When the evacuation ladder moves towards the outside of the vehicle body, the trigger boss abuts against the connecting part and drives it to move along the height direction of the vehicle body, so that the latch disengages from the vehicle body skirt.

2. The lateral evacuation device as described in claim 1, characterized in that, The skirt lock also includes an unlocking cord. The first end of the unlocking cord is fixed to the lock tongue. A pull-down device is provided inside the carriage. The second end of the unlocking cord extends into the carriage and is fixed to the pull-down device. When the pull-down device is pulled, the lock tongue is moved by the unlocking cord, thereby unlocking the vehicle skirt.

3. A lateral evacuation device as described in claim 1, characterized in that, The first transmission module includes a first lead screw and a sliding guide plate. One end of the first lead screw is connected to the output end of the first drive motor, and the other end is rotatably disposed in the installation space. The sliding guide plate is connected to the first lead screw through a first threaded sleeve, and the second drive motor is disposed on the sliding guide plate.

4. A lateral evacuation device as described in claim 3, characterized in that, The second transmission module includes a second lead screw, a second threaded sleeve, and a connecting rod; One end of the second lead screw is connected to the output end of the second drive motor, and the other end is rotatably mounted on the sliding guide plate. The second threaded sleeve is connected to the second lead screw. One end of the connecting rod is hinged to the second threaded sleeve, and the other end is hinged to the evacuation ladder.

5. A lateral evacuation device as described in claim 1, characterized in that, Both the first drive motor and the second drive motor are electromagnetic brake motors, and the lateral evacuation device further includes: Two fixed limiting frames are arranged opposite each other. The two fixed limiting frames are set in the installation space and form a limiting space between them. When the evacuation ladder is in the storage position, the two sides of the evacuation ladder abut against the corresponding fixed limiting frames to limit the evacuation ladder. A skirt damping hinge is disposed between the vehicle skirt and the vehicle body to realize the rotational connection between the vehicle skirt and the vehicle body; The skirt panel protective strip is installed on the vehicle body skirt panel and moves against the vehicle body to reduce the impact between the vehicle body skirt panel and the vehicle body.

6. A method of using the lateral evacuation device according to any one of claims 1 to 5, characterized in that, Including the following steps: S1. Press the start button to control the first drive motor to drive the evacuation ladder to move outward from inside the vehicle through the first transmission module. After moving a certain distance, the main body of the evacuation ladder will be located outside the vehicle and push the vehicle skirt to open. S2. If an obstacle is encountered during the movement of the evacuation ladder, causing the load on the first drive motor to exceed a set threshold, the control system controls the first drive motor to run in reverse for a certain distance and then attempts to extend outward again. When extending outward again, the output power of the first drive motor increases as set. This action is repeated no more than a predetermined number of times. If the evacuation ladder successfully reaches the preset position within the predetermined number of times, then step S3 is executed; if it still cannot extend after the predetermined number of times, then an alarm signal is issued to prompt the crew to remove the obstacle, and step S1 is executed again after the obstacle is removed. S3. The first drive motor is de-energized and self-locked. Then the second drive motor is energized and drives the evacuation ladder to rotate outward through the second transmission module. When the evacuation ladder rotates to the operating angle, the evacuation ladder is fully extended and contacts the support platform. The upper end of the evacuation ladder is pressed against the vehicle body. Then the second drive motor is de-energized and self-locked. S4. When the retract button is pressed, the second drive motor is powered on and drives the evacuation ladder to rotate towards the vehicle body through the second transmission module. When the evacuation ladder rotates back to a certain angle, the second drive motor is powered off and self-locked. S5. The first drive motor is energized and drives the evacuation ladder to move towards the inside of the vehicle body through the first transmission module. When the evacuation ladder moves to the initial position, the first drive motor is de-energized and self-locked. S6. Drive the vehicle body skirt panel to reset and lock it with the vehicle body, so that the evacuation ladder is hidden inside the vehicle body again.

7. A rail vehicle, characterized in that, Includes the lateral evacuation device as described in any one of claims 1 to 5.

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