Safety door for rail transit platform

Abstract

The present application relates to rail transit facilities technical field, specifically propose a kind of safety protection door for rail transit platform, including fixed door frame and two movable door units installed on platform, two movable door units slidingly disposed in the inside of fixed door frame, movable door unit includes door body frame and the slider mechanism of being arranged at the top and bottom of door body frame;The present application is switched to three open mode by setting door body frame and drive mechanism, slider mechanism is slid on the surface of door body frame, moves to different positions to form four working modes of closure, horizontal opening, double opening and three opening respectively, respectively cope with train operation, normal passenger flow, larger passenger flow and super large passenger flow four working states, when monitoring certain door or platform area passenger flow begins to gather, can immediately switch the door or adjacent several doors to three open mode, form "fast pass channel", quickly digest passenger flow, without changing the door opening strategy of entire platform, smooth transition ability makes operation scheduling more composed and scientific.

Description

Technical Field

[0001] This invention relates to the field of rail transit facilities technology, and specifically proposes a safety protection door for rail transit platforms. Background Technology

[0002] With the acceleration of urbanization, rail transit (including subways and light rail) has become one of the ways to solve urban traffic congestion due to its large capacity, high speed and high punctuality. In order to ensure passenger safety, improve the platform environment and save operating energy, the installation of safety protection doors (including full-height platform screen doors and half-height safety doors) between the platform edge and the rail train has become a standard configuration. These protection doors can effectively prevent people from accidentally falling onto the tracks, reduce the impact of piston wind on the platform environment and play a role in energy saving and noise reduction. The platform safety protection doors that are widely used at present mostly adopt fixed double-opening sliding doors for their movable door parts. Each movable door unit usually consists of two fixed side doors and one or two sliding middle doors. When the train stops, the two middle doors slide to the left and right sides respectively along the fixed guide rails under the drive of the drive device, opening a fixed-width passage for passengers to get on and off the train.

[0003] With the continuous growth of passenger flow and the increasingly significant uneven distribution of passenger flow in time and space, the traditional fixed-opening mode of protective doors has gradually exposed the following inherent defects and limitations: 1. Rigid passage mode, unable to adapt to tidal passenger flow: During periods of extremely high passenger flow, the fixed opening width becomes a bottleneck for passengers to quickly get on and off the train. Passengers intertwine and collide at the door, significantly reducing passage efficiency and prolonging train stop time. This not only exacerbates platform congestion but also becomes one of the key factors restricting the overall capacity improvement of the line. During off-peak periods with lower passenger flow, it is unnecessary to open the full-width door. This not only causes mechanical wear and energy waste but also exacerbates air convection between the platform and the tunnel, increasing the energy consumption of the environmental control system.

[0004] 2. Limited functionality and inability to respond to diverse operational needs: In emergency situations requiring rapid evacuation, the fixed door opening width may not meet the maximum evacuation flow demand, and there is a lack of flexibility to improve evacuation efficiency by changing the opening mode.

[0005] Therefore, there is an urgent need for a type of safety door for rail transit platforms that can intelligently and flexibly adjust its opening mode to dynamically adapt to different passenger flow scenarios and operational needs without significantly increasing system complexity and cost. Summary of the Invention

[0006] To address the aforementioned problems, this invention provides a safety gate for rail transit platforms, which solves the problems mentioned in the background section.

[0007] To achieve the above objectives, the present invention employs the following technical solution: a safety gate for rail transit platforms, comprising a fixed door frame installed on the platform and two movable door units, the two movable door units being slidably disposed inside the fixed door frame; each movable door unit includes a door frame and a slider mechanism disposed at the top and bottom of the door frame, the surface of the fixed door frame being provided with a drive mechanism for driving the slider mechanism to move, the slider mechanism having a locking mechanism for locking the slider mechanism to the door frame inside, and a motor for driving the door frame to rotate inside the slider mechanism; the locking mechanism includes at least three sets of locking grooves opened at the top and bottom of the door frame, and a locking rod for positioning and locking the door frame inside the slider mechanism, the locking rod being inserted into the locking groove; the movable door unit has four operating modes: mode one, mode two, mode three, and mode four. When the train is in operation, the movable door unit... In Mode 1, both door frames are closed. When handling a normal flow of passengers, the movable door unit switches to Mode 2. The drive mechanism moves the slider mechanism to a locking slot away from the fixed door frame, where the locking rod engages. The drive mechanism then moves the slider mechanism to open the door frame horizontally. When handling a larger flow of passengers, the movable door unit switches to Mode 3. The drive mechanism moves the slider mechanism to a locking slot away from the fixed door frame, where the locking rod engages. Motor 1 drives the door frame to rotate. When handling a very large flow of passengers, the movable door unit switches to Mode 3 again. The drive mechanism moves the slider mechanism to a locking slot in the middle, where the locking rod engages. Motor 1 drives the door frame to rotate, adapting to different passenger flow situations.

[0008] Preferably, the slider mechanism includes a mounting frame and a slider with symmetrical protrusions inside. The slider is rotatably mounted on the lower surface of the mounting frame. Horizontal grooves are installed on both sides of the door frame, and the slider is slidably mounted inside the horizontal grooves.

[0009] Preferably, the mounting frame is equipped with a rotating tube that is fixedly mounted on the surface of the slider. The motor is mounted inside the mounting frame. Gears are mounted on the surface of the output shaft of the motor and the surface of the rotating tube, and the two gears mesh with each other.

[0010] Preferably, the mounting bracket is internally fitted with an electric actuator, and a locking lever is installed at the end of the electric actuator.

[0011] Preferably, the drive mechanism includes a threaded rod disposed on the back of the fixed door frame, the threaded rod having threads that penetrate the surface of the mounting bracket, and a motor for driving the threaded rod to rotate is disposed at the end of the threaded rod.

[0012] Preferably, a sealing plate is installed at the top and bottom of the inner wall of the fixed door frame via an electric switch, and the surface of the sealing plate is provided with sealing cotton that adheres to the surface of the door frame.

[0013] Preferably, a rotating sealing plate is installed on both sides of the fixed door frame, and a sealing strip is provided on the surface of the sealing plate that fits against the surface of the door frame.

[0014] The above technical solution has the following advantages or beneficial effects: This invention provides a safety protection door for rail transit platforms. By setting a door frame, a slider mechanism, and a drive mechanism, the slider mechanism slides on the surface of the door frame and moves to different positions to form four working modes: closed, horizontally open, double-open, and triple-open. These modes respectively respond to four working states: train operation, normal passenger flow, large passenger flow, and super large passenger flow. When it is detected that passenger flow begins to gather at a certain door or platform area, the door or several adjacent doors can be immediately switched to the triple-open mode to form a "fast passage" to quickly absorb the flow of people without changing the opening strategy of the entire platform. When evacuation is required, all doors are switched to the triple-open mode to form the largest evacuation capacity, avoiding overreaction during small passenger flow fluctuations. The smooth transition capability makes operation scheduling more relaxed and scientific. Attached Figure Description

[0015] The invention, its features, shape, and advantages will become more apparent from the following detailed description of non-limiting embodiments with reference to the accompanying drawings. Like reference numerals denote like parts throughout the drawings, which are not intentionally drawn to scale; the focus is on illustrating the gist of the invention.

[0016] Figure 1 This is a three-dimensional structural diagram of a type 1 safety protection door for rail transit platforms provided by the present invention.

[0017] Figure 2 This is a three-dimensional structural diagram of a second type of safety protection door for rail transit platforms provided by the present invention.

[0018] Figure 3 This is a three-dimensional structural diagram of a third mode of safety protection door for rail transit platforms provided by the present invention.

[0019] Figure 4 This is a three-dimensional structural diagram of a fourth type of safety protection door for rail transit platforms provided by the present invention.

[0020] Figure 5 This is a three-dimensional structural diagram of the threaded rod and mounting bracket in their installation state.

[0021] Figure 6 This is a three-dimensional structural diagram showing the installation state of the slider mechanism and the door frame.

[0022] Figure 7 This is a three-dimensional structural diagram of the slider and mounting bracket.

[0023] Figure 8 This is a three-dimensional structural diagram of the slider mechanism.

[0024] Figure 9 This is a three-dimensional structural diagram of the sealing strip location.

[0025] In the diagram: 1. Fixed door frame; 2. Movable door unit; 21. Door frame; 22. Sliding mechanism; 221. Mounting bracket; 222. Sliding block; 223. Horizontal groove; 3. Drive mechanism; 31. Threaded rod; 32. Motor II; 4. Locking mechanism; 41. Locking groove; 42. Locking rod; 5. Motor I; 6. Sealing strip; 7. Rotary tube; 8. Gear; 9. Electric push rod; 10. Electric switch; 11. Sealing plate I; 12. Sealing cotton; 13. Sealing plate II. Detailed Implementation

[0026] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0027] To enable those skilled in the art to better understand the present invention, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0028] like Figures 1-9 As shown, a safety gate for a rail transit platform is provided. The safety gate system is installed longitudinally along the edge of the platform and includes a fixed door frame 1 installed on the platform and two movable door units 2 arranged side by side inside the fixed door frame 1. The fixed door frame 1 is firmly connected to the platform structure through embedded parts, providing structural support for the fixed door frame 1. The movable door units 2 can slide inside the fixed door frame 1 to achieve basic opening and closing functions. The two movable door units 2 are controlled by the same control system and drive mechanism 3, and can perform synchronous or linkage operations. The control system adopts the existing safety gate control, which will not be described in detail.

[0029] The movable door unit 2 includes a door frame 21, which is the core load-bearing structure. It is usually made of aluminum alloy profiles welded or screwed together, and has sufficient rigidity and strength. A set of slider mechanism 22 is provided at the top and bottom of the door frame 21.

[0030] like Figures 1-3 and Figure 8As shown, the slider mechanism 22 includes a mounting frame 221, a slider 222, and a transverse groove 223. The mounting frame 221 is a rigid structure made of steel plate by bending, welding, and casting. It is suspended or supported on the guide rail of the fixed door frame 1 by a roller group (not shown in the figure). It is responsible for bearing the weight of the entire movable door unit 2 and guiding its linear movement. The slider 222 is rotatably mounted below the mounting frame 221 by a precision bearing. The slider 222 has an "I" shaped cross section or a non-circular structure with symmetrical protrusions to prevent the slider 222 from falling off during installation. Precision transverse grooves 223 are machined on both sides of the top and bottom of the door frame 21 to form a high-precision sliding fit with the protrusion of the slider 222, so that the door frame 21 can slide horizontally along the protrusion of the slider 222 for a limited length.

[0031] The surface of the fixed door frame 1 is provided with a drive mechanism 3 for driving the slider mechanism 22 to move. The drive mechanism 3 includes a threaded rod 31 and a second motor 32. The second motor 32 uses a servo motor or a precision-positioning stepper motor as a power source and drives the threaded rod 31 to rotate through a coupling. The threaded rod 31 uses a ball screw to ensure precision. A nut seat (not shown in the figure) is installed on the surface of the threaded rod 31. The nut seat is rigidly connected to the mounting bracket 221. The second motor 32 receives control signals to drive the threaded rod 31 to rotate forward and backward, thereby converting the rotational motion into high-precision and controllable linear motion of the mounting bracket 221 (and the entire movable door unit 2).

[0032] A motor 5, which can also be a servo motor, is fixedly installed inside the mounting bracket 221. A rotating tube 7 is rotatably installed inside the mounting bracket 221 via bearings. The rotating tube 7 passes through the interior of the mounting bracket 221, and its lower end is fixedly installed on the upper surface of the slider 222. Gears 8 are fixedly installed on the output shaft surface of the motor 5 and the surface of the rotating tube 7. The gears 8 are fixedly installed via a flat key or spline (not shown in the figure). The two gears 8 mesh with each other. When the motor 5 is working, the meshing of the two gears 8 drives the rotating tube 7 and the slider 222 fixedly connected to it to rotate synchronously. In turn, the horizontal groove 223 drives the door frame 21 to rotate around the axis of the slider 222.

[0033] In order to achieve repeatable and precise positioning and stable rotation of the door frame 21, a locking mechanism 4 is provided inside the slider mechanism 22 to lock the slider mechanism 22 and the door frame 21.

[0034] like Figure 1 and Figures 6-9As shown, the locking mechanism 4 includes a locking groove 41 and a locking rod 42. The locking groove 41 is precisely machined along the inner sides of the top and bottom of the door frame 21 and along the length of the door frame 21 for different working modes. The groove opening can be set as O-shaped, V-shaped, U-shaped or rectangular. Correspondingly, an electromagnetic drive or servo electric push rod 9 is installed on the mounting bracket 221. The locking rod 42 is assembled at the end of the electric push rod 9. The material of the locking rod 42 is wear-resistant alloy steel.

[0035] When the control system commands the active door unit 2 to enter a certain working mode, the drive mechanism 3 first drives the slider mechanism 22 to the preset position. Then, the electric push rod 9 moves to accurately insert the locking rod 42 into the corresponding locking groove 41. This action can effectively prevent the door frame 21 from rotating or sliding relative to the slider mechanism 22 without command. At the same time, it can also provide a negative feedback signal to the control system to confirm that the door frame 21 has accurately reached and locked in the predetermined position before subsequent rotation or holding commands are allowed.

[0036] Because it is necessary to maintain the airtightness of the track during train operation, the system for maintaining airtightness is also designed to be movable to accommodate the changing movement trajectory of the movable door unit 2.

[0037] like Figures 1-2 and Figures 8-9 As shown, for sealing the top and bottom, the upper and lower surfaces of the fixed door frame 1 are provided with slots (not shown in the figure), and an electric switch 10 driven by a small motor or solenoid valve is installed inside. The end of the push rod of the electric switch 10 is connected to a sealing plate 11. The upper surface of the sealing plate 11 is embedded with EPDM rubber sealing cotton 12. When the door frame 21 is closed, the push rod of the electric switch 10 extends, so that the sealing cotton 12 is elastically pressed against the upper and lower surfaces of the door frame 21.

[0038] For sealing on both sides, a sealing plate 213 is installed on the inner side of the fixed door frame 1 via a torsion hinge. A sealing strip 6 is embedded on the edge of the sealing plate 213. The sealing strip 6 is magnetic, or a return spring is installed inside the torsion hinge. When the movable door unit 2 is closed, the sealing plate 213 automatically adheres to the adjacent side of the door frame 21 under the action of magnetic force or spring force. When the door frame 21 is rotated open, the sealing plate 213 is pushed open and automatically resets after the door frame 21 is closed.

[0039] It should be noted that all actuators, namely motor 5, motor 32, electric actuator 9 and electric switch 10, are connected to a local controller (PLC or dedicated control module) located in the fixed door frame 1. This controller is connected to the server in the central control room of the station via an industrial bus.

[0040] The four working modes of the movable door unit 2 are as follows: All processes are automatically executed by the local controller. The controller receives mode instructions from the central control system of the platform and coordinates the control drive mechanism 3, motor 5, locking mechanism 4 and electric switch 10. After each key step, the controller detects the corresponding sensor signals (such as position sensor, limit switch, current feedback, etc.) to ensure that the action is executed in place.

[0041] Mode 1 is the closed state, applicable when trains are running between stations, no trains are stopping at the platform, or the system is in standby mode, to form a continuous, airtight safety barrier. The local controller receives the "Mode 1 (Closed)" command and performs a self-check to confirm that all actuators are fault-free. The controller checks the angle of the door frame 21; if it is not perpendicular to the fixed door frame 1, it starts motor 5 to drive the door frame 21 to rotate to the "0-degree" reference position, completely perpendicular to the fixed door frame 1. The controller then starts motor 32 to drive the movable door unit 2 to move towards the centerline of the fixed door frame 1 until the adjacent sides of the two door frames 21 are tightly fitted together and aligned with the fixed door frame 1. The outline is flush. After the horizontal and rotational positions are confirmed to be in place, the controller activates the electric push rod 9 to insert the locking rod 42 into the locking groove 41 for "Mode 1", that is, the locking groove 41 closest to the fixed door frame 1. The signal of successful locking is fed back to the controller, and the controller activates the electric switch 10 to push the top and bottom sealing plates 11 out, so that the sealing cotton 12 on them is tightly pressed against the upper and lower surfaces of the door frame 21. At the same time, the sealing plates 13 on both sides automatically adhere to the sides of the door frame 21 under the action of magnetism or spring. After all actions are completed, the controller feeds back the status signal "the door is fully closed and locked" to the central control system of the platform.

[0042] Mode 2 is a horizontal opening mode, applicable to passenger boarding and alighting during normal traffic flow. It provides a standard-width passageway using a traditional double-opening design. Upon receiving the "Mode 2 (Horizontal Opening)" command, the controller instructs the electric switch 10 to retract the top and bottom sealing plates 11, releasing the pressure on the door frame 21. The side sealing plates 13 automatically disengage as the door frame 21 moves. The controller then activates the electric push rod 9, retracting the locking rod 42 from the locking groove 41, releasing the radial lock on the door frame 21. Finally, the controller activates the motor 32, driving the two sliding mechanisms 22 towards the movable door unit 2. The door frame 21 slides to both sides until it reaches the preset "mode two" opening width, which is the lock slot 41 furthest from the fixed door frame 1. After reaching the target position, the controller starts the electric push rod 9 again, inserts the lock rod 42 into the lock slot 41 corresponding to the "mode two" opening position, and relocks the door frame 21 and the slider mechanism 22 at this position to prevent sliding. The controller starts the motor 22 to rotate again, and drives the door frame 21 to open horizontally by controlling the lateral movement of the mounting bracket 221. The controller feeds back the "horizontal opening mode ready" signal. In this mode, the motor 1 5 never works, and the door maintains its original orientation.

[0043] Mode 3 is a double-opening mode, which is used in environments with large passenger flow. It requires a more spacious and better-shaped passage than the standard double-opening mode. The drive path is the same as that of Mode 2. The difference is that when the slider mechanism 22 moves to the locking slot 41 furthest from the fixed door frame 1, the controller restarts the electric push rod 9 to insert the locking rod 42 into the locking slot 41 corresponding to the opening position of "Mode 3". The controller starts the motor 5, which drives the slider 222 to rotate through the gear 8 and the rotating tube 7. The slider 222 drives the door frame 21 to rotate around this lateral fulcrum through the horizontal groove 223 to open, forming a double-opening mode and dividing the upper and lower passages for orderly boarding and alighting.

[0044] Mode 4 is a three-way opening mode, which is used in environments with extremely high passenger flow or emergency evacuation, requiring maximum passage efficiency. Unlike the locking slot 41 position in Mode 3, after the slider mechanism 22 moves to the locking slot 41 in the middle position, the controller restarts the electric push rod 9, inserting the locking rod 42 into the locking slot 41 corresponding to the opening position of "Mode 3". The controller starts the motor 5, which drives the slider 222 to rotate through the gear 8 and the rotating tube 7. The slider 222 drives the door frame 21 to rotate around this lateral fulcrum through the horizontal groove 223 to open, forming a three-way opening mode. This mode can guide passengers to get on and off the vehicle in an orderly manner. At the same time, in emergency evacuation, it can guide passengers to escape from different doors, preventing crowding and congestion, and improving evacuation efficiency.

[0045] It should be noted that although the present invention adds a motor 5 and a slider mechanism 22 compared to the prior art, these are all conventional and ordinary mechanical structures without any high-cost precision parts. Therefore, the cost of adding the above structures is low. By changing the opening state of the door frame 21, the efficiency of getting on and off vehicles can be greatly improved compared to the prior art, while also improving the efficiency of emergency evacuation and avoiding large crowds and dangerous accidents. Therefore, "the added structural cost is controllable, and the technical effect it brings is significant. The above technical solution of the present invention is a specific improvement based entirely on the above-mentioned prior art and to solve the technical problems."

[0046] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0047] In the description of this invention, it should also be noted that, unless otherwise explicitly specified and limited, the terms "set," "connected," "installed," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art will understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0048] The preferred embodiments of the present invention have been described above. It should be understood that the present invention is not limited to the specific embodiments described above, and the devices and structures not described in detail should be understood as being implemented in a manner common to the art; any possible variations and modifications made by those skilled in the art without departing from the technical solution of the present invention, or equivalent embodiments with equivalent changes, do not affect the essential content of the present invention. Therefore, any simple modifications, equivalent changes, and modifications made to the above embodiments based on the technical essence of the present invention without departing from the content of the technical solution of the present invention still fall within the protection scope of the technical solution of the present invention.

Claims

1. A safety gate for rail transit platform, characterized in that: It includes a fixed door frame installed on the platform and two movable door units, the two movable door units being slidably disposed inside the fixed door frame; The movable door unit includes a door frame and slider mechanisms disposed at the top and bottom of the door frame. The surface of the fixed door frame is provided with a drive mechanism for driving the slider to move. The slider mechanism is provided with a locking mechanism for locking the slider mechanism and the door frame. The slider mechanism is equipped with a motor for driving the door frame to rotate. The locking mechanism includes at least three sets of locking slots opened at the top and bottom of the door frame. The slider mechanism is equipped with a locking rod for positioning and locking the door frame. The locking rod is inserted into the locking slot. The movable door unit has four operating modes: Mode 1, Mode 2, Mode 3, and Mode 4. When the vehicle is in operation, the movable door unit is in Mode 1, with both door frames closed. When handling a normal flow of passengers, the movable door unit is in Mode 2, where the drive mechanism moves the slider mechanism to a locking slot away from the fixed door frame, the locking rod engages inside the locking slot, and the drive mechanism drives the slider mechanism to move the door frame horizontally. When handling a larger flow of passengers, the movable door unit is in Mode 3, where the drive mechanism moves the slider mechanism to a locking slot away from the fixed door frame, the locking rod engages inside the locking slot, and motor 1 drives the door frame to rotate. When handling a large flow of passengers, the movable door unit is in Mode 4, where the drive mechanism moves the slider mechanism to a locking slot in the middle, the locking rod engages inside the locking slot, and motor 1 drives the door frame to rotate, thus accommodating different passenger flow situations.

2. A safety gate for rail transit platform according to claim 1, characterized in that: The slider mechanism includes a mounting frame and a slider with symmetrical protrusions inside. The slider is rotatably mounted on the lower surface of the mounting frame. Horizontal grooves are installed on both sides of the door frame, and the slider is slidably mounted inside the horizontal grooves.

3. A safety gate for rail transit platform according to claim 2, characterized in that: The mounting bracket is internally fitted with a rotating tube that is fixedly mounted on the surface of the slider. The motor is mounted inside the mounting bracket. Gears are mounted on the surface of the output shaft of the motor and the surface of the rotating tube, and the two gears mesh with each other.

4. A safety gate for rail transit platform according to claim 3, characterized in that: The mounting bracket is internally fitted with an electric actuator, and the locking rod is installed at the end of the electric actuator.

5. A safety gate for rail transit platform according to claim 3, characterized in that: The drive mechanism includes a threaded rod disposed on the back of the fixed door frame. The threaded rod is threaded through the surface of the mounting bracket, and a motor is disposed at the end of the threaded rod for driving the threaded rod to rotate.

6. A safety gate for rail transit platform according to claim 1, characterized in that: The top and bottom of the inner wall of the fixed door frame are each equipped with a sealing plate by an electric switch, and the surface of the sealing plate is provided with sealing cotton that adheres to the surface of the door frame.

7. A safety gate for rail transit platform according to claim 1, characterized in that: The fixed door frame is equipped with two rotatable sealing plates, and the surface of the sealing plates is provided with sealing strips that adhere to the surface of the door frame.

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