Escape tool for cabin tightness test

Abstract

The invention relates to ship engineering and safety, and discloses an escape tool for a cabin tightness test, which comprises a manhole cover, a tightness air inlet valve, an in-cabin medium valve, an emergency air outlet valve, a controller and a weighing sensor, a first through hole and a second through hole are formed in the manhole cover, the sealing air inlet valve is installed in the first through hole and located on the outer side of the manhole cover, the in-cabin medium valve is installed in the first through hole and located on the inner side of the manhole cover, the in-cabin medium valve is communicated with the sealing air inlet valve, the emergency air outlet valve is installed in the second through hole, and the controller is in communication connection with the three valves. The weighing sensor is arranged on an escape path, and the controller is used for controlling the valve to be opened and closed according to the pressure borne by the weighing sensor. The three electric control valves can be triggered to be controlled by the controller only by moving to a nearby weighing sensor in a room, the three valves do not need to be independently controlled by arriving at a manhole cover, and no new fluid is injected into the cabin to increase the pressure.

Description

Technical Field

[0001] This invention relates to the technical field of marine engineering and safety, and in particular to an escape tooling for cabin tightness testing. Background Technology

[0002] Currently, the tightness test is a key testing step to verify the sealing performance of a compartment. It is usually conducted after the compartment has been signed and sealed by introducing fluids such as gas or liquid. The core purpose is to ensure that there is no leakage in the compartment, and it is widely used in the production quality inspection of ships.

[0003] Before a cabin's tightness inspection, countersigning and sealing preparations must be completed. However, in practice, during the pre-sealing inspection phase, personnel from other work areas still enter the cabin after countersigning. Existing cabin tightness testing equipment only has a front air intake, making it difficult to guarantee the safety of personnel inside once the test begins. In existing technology (publication number: CN119975691A), the pressure relief valve is located on the side of the cover closest to the cabin. If personnel are trapped inside, they can open the pressure relief valve themselves to alleviate the pressure. However, dim lighting and high pressure environments may impair the trapped personnel's judgment and mobility, making self-rescue difficult.

[0004] In order to reduce the safety hazards and potential major accidents during the airtightness test, how to improve the survival rate of trapped personnel when their activities are restricted has become an urgent technical problem to be solved. Summary of the Invention

[0005] The technical problem this invention aims to solve is: how to increase the chances of survival for trapped personnel when their activities are restricted.

[0006] To address the aforementioned technical problems, this invention provides an escape fixture for a chamber tightness test. The escape fixture includes: a manhole cover with a first through hole and a second through hole; a tightness inlet valve installed in the first through hole, located on the outside of the manhole cover; an internal medium valve installed in the first through hole, located on the inside of the manhole cover, and connected to the tightness inlet valve; an emergency vent valve installed in the second through hole; a controller communicating with the tightness inlet valve, the internal medium valve, and the emergency vent valve, all of which are electrically controlled valves; and a weighing sensor installed on the escape path, which extends from any position within the chamber towards the manhole cover. The weighing sensor is communicating with the controller, which controls the tightness inlet valve, the internal medium valve, and the emergency vent valve based on the pressure received by the weighing sensor.

[0007] In one embodiment, the system also includes an overpressure relief valve and a warning light. A third through hole is provided on the manhole cover. The overpressure relief valve is installed in the third through hole and is located outside the manhole cover. A pressure sensor is provided inside the overpressure relief valve and is located inside the third through hole. The controller is electrically connected to the pressure sensor and is used to control the warning light to turn on according to the pressure received by the pressure sensor.

[0008] In one embodiment, a linkage switch is also included. The emergency vent valve is located inside the manhole cover. The opening direction of the emergency vent valve is opposite to that of the cabin medium valve. One end of the linkage switch is connected to the cabin medium valve, and the other end of the linkage switch is connected to the emergency vent valve. This is used to simultaneously close the cabin medium valve and open the emergency vent valve.

[0009] In one embodiment, the linkage switch is provided with a fluorescent mark.

[0010] In one embodiment, the weighing sensor is wirelessly connected to the controller.

[0011] In one embodiment, a human presence sensor is also included. The human presence sensor is installed inside the manhole cover and is communicatively connected to the controller. The human presence sensor is used to detect whether a person is approaching the manhole cover, and the controller is also used to control the warning light to turn on based on the signal from the human presence sensor.

[0012] In one embodiment, the human presence sensor is any of the following types: infrared sensing, microwave radar, ultrasonic, or image recognition.

[0013] In one embodiment, the linkage switch is communicatively connected to the controller, and the controller is also used to control the airtight air intake valve to close and the warning light to turn on when it receives the opening signal of the linkage switch.

[0014] In one embodiment, the controller is connected to a local area network (LAN), and the controller is also used to broadcast alarm information to all terminal devices under the LAN when it receives the activation signal of the linkage switch.

[0015] In one embodiment, the system also includes several bolts that engage with bolt holes in the manhole cover, and the bolts are used to install the escape device onto the manhole cover.

[0016] Compared with the prior art, the escape tooling for cabin tightness testing according to an embodiment of the present invention has the following advantages: This invention addresses the technical challenge of limited mobility and low survival rates for trapped personnel in sealed chamber experiments. It innovatively incorporates weighing sensors along the escape route. These sensors can detect the status of personnel inside the chamber in real time without manual intervention. When a preset threshold is detected, the presence of trapped personnel is immediately determined. The trapped personnel do not need to move to the manhole cover; simply approaching the nearest weighing sensor triggers a system response. The controller automatically closes the sealed air inlet valve to stop gas flow and simultaneously opens the emergency outlet valve for rapid pressure relief, forming a dual safety mechanism of stopping air intake and starting air exhaust. Compared to existing passive solutions where the pressure relief valve requires manual opening and only controls the internal medium valve, this invention achieves closed-loop control from personnel awareness to emergency response, reducing the risk of failed self-rescue due to limited judgment and mobility in dimly lit, high-pressure environments. Attached Figure Description

[0017] Figure 1 This is a side view of an escape device exemplarily shown in an embodiment of the present invention.

[0018] Figure 2 This is a front view of an escape tool exemplarily shown in an embodiment of the present invention.

[0019] Figure 3 This is a circuit diagram of an escape device exemplarily shown in an embodiment of the present invention.

[0020] Figure 4 This is a structural diagram of the linkage switch of an escape tool, as exemplarily shown in an embodiment of the present invention.

[0021] Figure 5 This is a structural diagram of another linkage switch of an escape device, as exemplarily shown in an embodiment of the present invention.

[0022] Figure label: 1. Escape equipment; 2. Manhole cover; 11. First through hole; 12. Second through hole; 13. Controller; 14. Weighing sensor; 15. Overpressure relief valve; 16. Warning light; 17. Third through hole; 18. Interlock switch; 19. Human presence sensor; 111. Sealing air inlet valve; 112. In-cabin medium valve; 121. Emergency air outlet valve; 151. Pressure sensor; 181. Fluorescent marker; 182. First gear; 183. Second gear; 184. First drive cable; 185. Second drive cable; 186. First drive wheel; 187. Second drive wheel. Detailed Implementation

[0023] The specific embodiments of the present invention will be described in further detail below with reference to the accompanying drawings and examples. The following examples are for illustrative purposes only and are not intended to limit the scope of the invention.

[0024] In the description of this invention, it should be understood that the terms "inner side," "outer side," etc., used to indicate orientation are based on the compartment of this invention. The terms "first," "second," etc., used in this invention are intended to distinguish different objects and are not intended to limit the scope of protection of this application.

[0025] Compartment tightness testing is a crucial step in shipbuilding quality inspection. Its core requirement stems from the rigid demands of ship navigation on compartment sealing performance. By introducing fluids such as gases and liquids to verify the absence of leaks, the risk of major safety accidents such as flooding and sinking due to structural sealing defects during navigation can be reduced. Therefore, the test must be conducted after the compartment has been officially sealed and signed off to ensure the airtightness and accuracy of the testing environment. However, the parallel and overlapping operations during shipbuilding and repair phases make it difficult to completely avoid situations where unrelated personnel mistakenly enter a sealed compartment during the pre-sealing inspection phase. This creates a natural contradiction between the test's sealing requirements and the risks associated with on-site cross-operations.

[0026] The design logic of existing chamber airtightness fixtures focuses on meeting the core function of sealing test, with only a front air intake, without considering the potential risk of personnel accidentally entering, and without reserving emergency protection space. This results in a closed high-pressure environment being quickly formed inside the chamber after the test is started, and trapped personnel lose their basic escape route.

[0027] Some improved technologies attempt to install pressure relief valves on the inside of the cabin, such as existing technology (publication number: CN119975691A). However, such solutions are still limited to relying on active operation by personnel. The extreme environment of darkness, high pressure, and lack of oxygen inside the cabin will directly weaken the judgment and mobility of trapped personnel. Even if pressure relief devices are provided, it is difficult to effectively save oneself and fails to solve the core contradiction of "restricted personnel activity in a closed environment".

[0028] From the perspective of the actual needs of industry safety management, accidents occur frequently in the confined space operations of ships. Relying solely on the countersigning and review of management processes is insufficient to completely avoid the risk of personnel accidentally entering the confined space. It is necessary to build a safety protection mechanism that "does not require active human intervention" through technical means.

[0029] Existing technologies either focus on testing the sealing performance itself or rely on emergency plans that require personnel to operate independently. Neither of these technologies considers the series of problems that arise when people accidentally enter a confined environment and face difficulties in self-rescue. Improving the survival probability of trapped personnel in confined environments through technological innovation has become a key technical problem that urgently needs to be solved.

[0030] Therefore, as Figure 1 The side view shown and Figure 2 The front view shown illustrates an escape device 1 for a cabin tightness test according to a preferred embodiment of the present invention. The escape device 1 may include: a manhole cover 2, a tightness inlet valve 111, an in-cabin medium valve 112, an emergency outlet valve 121, a controller 13, and a weighing sensor 14.

[0031] The manhole cover 2 has a first through hole 11 and a second through hole 12. A tight-fitting air intake valve 111 is installed in the first through hole 11, located on the outside of the manhole cover 2. An internal medium valve 112 is installed in the first through hole 11, located on the inside of the manhole cover 2, and is connected to the tight-fitting air intake valve 111. An emergency exhaust valve 121 is installed in the second through hole 12. The controller 13 is connected to the tight-fitting air intake valve 111 and the internal medium valve 112. The emergency vent valve 121 is connected to the control valve 111, the internal medium valve 112, and the emergency vent valve 121. All valves are electrically controlled. The weighing sensor 14 is installed on the escape path, which leads from any position in the cabin to the manhole cover 2. The weighing sensor 14 is connected to the controller 13. The controller 13 is used to control the tight air inlet valve 111, the internal medium valve 112, and the emergency vent valve 121 according to the pressure received by the weighing sensor 14.

[0032] The above-described scheme incorporates three electrically controlled valves: a tight-fitting air intake valve 111, an internal medium valve 112, and an emergency exhaust valve 121, all of which can be individually controlled. Furthermore, a weighing sensor 14 is installed indoors and placed along the escape route. Even if personnel experience reduced mobility due to high pressure or darkness, simply moving to the nearest weighing sensor 14 will trigger the controller 13 to operate the three electrically controlled valves. Simultaneously, the emergency exhaust valve 121 opens to allow airflow between the inside and outside, while the tight-fitting air intake valve 111 and the internal medium valve 112 close, effectively shutting off the air intake. No new fluid will be injected into the compartment, thus preventing further pressure increases. Compared to existing technologies that only control the internal valves, this scheme offers significantly higher reliability.

[0033] For example, controlling the airtight air intake valve 111, the cabin medium valve 112, and the emergency air outlet valve 121 can specifically involve controlling the airtight air intake valve 111 and the cabin medium valve 112 to close, and controlling the emergency air outlet valve 121 to open, in accordance with survival requirements.

[0034] In a further embodiment, such as Figure 1 and Figure 3 As shown, the escape device 1 may also include an overpressure relief valve 15 and a warning light 16. The manhole cover 2 is also provided with a third through hole 17. The overpressure relief valve 15 is installed in the third through hole 17. The overpressure relief valve 15 is located outside the manhole cover 2. A pressure sensor 151 is provided inside the overpressure relief valve 15. The pressure sensor 151 is located inside the third through hole 17. The controller 13 is electrically connected to the pressure sensor 151. The controller 13 is used to control the warning light 16 to turn on according to the pressure received by the pressure sensor 151.

[0035] This embodiment achieves an active real-time monitoring and early warning mechanism for chamber pressure during tightness testing by adding an overpressure relief valve 15 and a fluid pressure sensor 151 to the outside of the manhole cover 2. The fluid pressure sensor 151 is specifically designed for gaseous or liquid environments, detecting dynamic changes in chamber pressure. When an abnormal pressure rise is detected (such as fluid leakage due to seal failure or pressure accumulation during the test), the controller 13 immediately triggers the warning light 16 to illuminate, providing a clear and unambiguous visual signal to rescue personnel. This mechanism directly solves the pain points of delayed pressure relief response and reliance on manual judgment in existing technologies. In high-pressure confined environments where personnel are trapped and their movements are restricted, it can quickly identify potential overpressure risks, avoiding structural damage or secondary injuries to the chamber due to pressure runaway, and significantly reducing the probability of accidents caused by abnormal pressure during tightness testing.

[0036] This embodiment not only strengthens the safety redundancy design of the tightness test, but also considers pressure monitoring and rescue response in emergency scenarios. In traditional technology, depressurization operations need to be manually performed by personnel in dim, high-pressure environments, which is easily limited by judgment and mobility. However, this design, through automated pressure sensing and warning linkage, ensures that an early warning is activated the instant the pressure exceeds the limit. This avoids the risk of delay due to manual intervention and provides the rescue team with accurate location information, effectively shortening the emergency response time.

[0037] In one embodiment, a linkage switch 18 is also included. An emergency vent valve 121 is located inside the manhole cover 2. The opening direction of the emergency vent valve 121 is opposite to that of the cabin medium valve 112. One end of the linkage switch 18 is connected to the cabin medium valve 112, and the other end of the linkage switch 18 is connected to the emergency vent valve 121. This is used to simultaneously close the cabin medium valve 112 and open the emergency vent valve 121.

[0038] In this embodiment, one end of the linkage switch 18 is fixedly connected to the in-cabin medium valve 112 and the other end is connected to the emergency air outlet valve 121, realizing the linkage control of the two valves. The air inlet channel is closed simultaneously and the pressure relief channel is opened immediately, ensuring that the pressure inside the cabin is released quickly and accurately under one trigger, avoiding the risk of cabin structural damage or secondary injury to personnel caused by continuous pressure accumulation.

[0039] The combination of mechanical strength and electronic characteristics of the linkage switch 18 ensures reliable response under extreme conditions, eliminating the need for trapped personnel to perform secondary operations in front of the manhole cover 2, and providing a key safety redundancy guarantee for ship production quality inspection.

[0040] like Figure 4 and Figure 5 As shown, the present invention also provides an exemplary structure of the linkage switch 18.

[0041] like Figure 4As shown, a gear linkage is adopted. By pulling the linkage switch 18, the hatch is opened, and the racks at both ends of the linkage switch drive the first gear 182 and the second gear 183 to rotate. The two gears drive the internal medium valve 112 and the emergency air vent valve 121 respectively.

[0042] In another embodiment, such as Figure 5 As shown, a steel cable drive can be used. The first drive cable 184 is wound around the first drive wheel 186, and the second drive cable 185 is wound around the second drive wheel 187. The end of the drive cable is fixed at the edge of the corresponding drive wheel. Therefore, when the drive cable is pulled, torque can be generated on the corresponding drive wheel to drive the drive wheel to rotate. The rotated first drive wheel 186 and second drive wheel 187 are used to drive the cabin medium valve 112 and the emergency air vent valve 121 respectively.

[0043] Since the positions of the in-cabin medium valve 112 and the emergency vent valve 121 may not be aligned, other transmission components can be added between the gears, drive wheels and other structures and the valves to extend the force transmission and adapt to the actual design requirements.

[0044] In order to ensure that trapped personnel can quickly identify the position of the linkage switch 18 in the dim environment inside the airtight test chamber, in one embodiment of the present invention, the linkage switch 18 is provided with a fluorescent mark 181.

[0045] The fluorescent marker 181 is suitable for low-light or no-light conditions, and the experimental scenario of this invention happens to match this design goal. Through a high-contrast visual cue mechanism, the operability of the linkage switch 18 is significantly improved in emergency scenarios where personnel activities are restricted and pressure exceeds limits.

[0046] Its core function is to avoid the delay in self-rescue caused by obstructed vision in traditional depressurization operations, so that trapped personnel can intuitively locate and trigger the linkage switch 18 without additional tools or complex judgment, thereby realizing the linkage between closing the internal medium valve 112 and opening the emergency vent valve 121 in an instant.

[0047] This design effectively shortens emergency response time, greatly improves the survival probability of personnel under extreme conditions in airtight tests, and enhances the reliability and practicality of the entire escape system in dark scenarios.

[0048] In order to achieve efficient monitoring of personnel dynamics within the airtight test chamber, in one embodiment of the present invention, the weighing sensor 14 and the controller 13 are connected wirelessly.

[0049] Wireless connectivity allows the weighing sensor 14 to be flexibly deployed at any location and multiple points along the personnel escape route, eliminating the physical limitations of wired connections and reducing the risk of signal lines being squeezed, worn or blocked.

[0050] Wireless connectivity improves the reliability of the airtightness testing system in dark, high-pressure environments, allowing trapped personnel to trigger the control logic of controller 13 more quickly and conveniently.

[0051] For example, in order to distinguish it from other objects, the trigger threshold of the weighing sensor 14 can be set to 45 kg.

[0052] Considering the possibility of stepping on the weight sensor with one foot, in another embodiment, the trigger threshold for triggering the weighing sensor 14 can be set to 30 kg.

[0053] Considering a scenario where a trapped person moves to the vicinity of the manhole cover 2 but has lost the ability to operate switches, handles, or other components, making it difficult to call for help, in one embodiment of the present invention, a human presence sensor 19 is also included. The human presence sensor 19 is installed on the inner side of the manhole cover 2 and is communicatively connected to the controller 13. The human presence sensor 19 is used to detect whether a person is approaching the manhole cover 2, and the controller 13 is also used to control the warning light 16 to turn on based on the signal from the human presence sensor 19.

[0054] In the airtightness test scenario, the human presence sensor 19 of this embodiment has a transmitter and a receiver. The range of human bodies that can be captured can be adjusted by adjusting the sensitivity of the receiver. The human presence sensor 19 and the controller 13 can also communicate wirelessly, thus resulting in low power consumption and ensuring continuous monitoring under high-voltage conditions.

[0055] In emergency situations where trapped personnel lose the ability to operate switches due to physiological or mechanical reasons, the human presence sensor 19, through its internal fixed structure, accurately detects subtle signal changes when a person approaches the manhole cover 2. Based on the signal fed back by the sensor, the controller 13 activates the warning light 16 system to alert personnel outside the cabin.

[0056] In one embodiment of the present invention, the human presence sensor 19 can be any of the following types: infrared sensing, microwave radar, ultrasonic, or image recognition.

[0057] Among them, infrared sensing, microwave radar, and ultrasonic are all active detection methods, each including a transmitter and a receiver. Image recognition is a passive method, which uses an image sensor to acquire images and performs image recognition to determine whether there are people lingering in the current scene.

[0058] In one embodiment, the linkage switch 18 is communicatively connected to the controller 13. The controller 13 is also used to control the airtight air intake valve 111 to close and the warning light 16 to turn on when it receives the opening signal from the linkage switch 18.

[0059] In this embodiment, the linkage switch 18 refers to a mechanical handle containing an electronic switch device. While possessing the characteristics of an electronic switch, it also has a certain mechanical strength and can function as a handle. Therefore, the controller 13 is also used to control the airtight air intake valve 111 to close and the warning light 16 to turn on when it receives the opening signal from the linkage switch 18, thus realizing the manual triggering of the external valve without adding other structures.

[0060] The linkage switch 18, which combines electronic and mechanical properties, possesses the advantages of both mechanics and electronics. It demonstrates a stronger safety redundancy effect during emergency rescue, aligning with the research and development trends in the industry.

[0061] In one embodiment, the controller 13 is connected to a local area network. The controller 13 is also used to broadcast alarm information to all terminal devices under the local area network when it receives the opening signal of the linkage switch 18.

[0062] By connecting to a local area network (LAN), connections can be established with all devices within the LAN, allowing for simultaneous broadcasts of requests for help to multiple terminals. Understandably, because LANs lack physical isolation, the terminals requesting help are mostly nearby devices, increasing the probability of a successful rescue.

[0063] For example, an MQTT (Message Queuing Telemetry Transport) server can be set up in a local area network. This server can act as an intermediary agent, and the controller 13 and other terminal devices can adopt a publish and subscribe mode to subscribe to the same topic. Messages sent under the same topic can be received by all devices that have subscribed to the topic.

[0064] Therefore, when controller 13 sends a distress signal, all devices on the same local area network can be notified, enabling rapid rescue operations.

[0065] In one embodiment, a plurality of bolts are also included, which engage with bolt holes in the manhole cover 2. The bolts are used to install the escape tool 1 onto the manhole cover 2.

[0066] Furthermore, tight-fitting bolts can be used to secure the manhole cover 2, reducing fluid leakage from installation gaps.

[0067] The escape device 1 of this invention integrates multi-level safety mechanisms to achieve personnel self-rescue and pressure control during cabin tightness tests. The escape device 1 includes core components such as a manhole cover 2, a tightness inlet valve 111, an internal medium valve 112, an emergency vent valve 121, a weighing sensor 14, an overpressure relief valve 15, and a linkage switch 18. When the cabin tightness test is initiated, personnel must trigger the control logic through the weighing sensor 14 along the escape path. The system automatically closes the tightness inlet valve 111 and the internal medium valve 112, while simultaneously opening the emergency vent valve 121 to release pressure and prevent continuous accumulation of fluid pressure.

[0068] The linkage switch 18 works in conjunction with the human presence sensor 19. When a person approaches the manhole cover 2, the system automatically activates the warning light 16 and triggers the valve to close, ensuring the person can quickly evacuate the danger zone. The overpressure relief valve 15 monitors the cabin pressure in real time via the pressure sensor 151. In case of an anomaly, it immediately activates an early warning system, providing rescue personnel with a precise location signal. Wireless communication technology allows the weighing sensor 14 to be flexibly deployed at multiple points, enabling remote control and multi-terminal broadcast assistance, thus improving emergency response efficiency. The entire system, through the combination of electronic switches and mechanical structures, achieves automatic execution without human intervention. This ensures that even in extreme environments such as high pressure and darkness, personnel can quickly identify the linkage switch 18 and trigger pressure relief, effectively reducing the risk of accidents and ensuring the safety and reliability of the tightness test.

[0069] This invention constructs a safety redundancy mechanism that requires no active human intervention. Through the coordinated design of electrically controlled valves, pressure monitoring, wireless sensors, and linkage switches 18, it achieves efficient linkage between personnel self-rescue and pressure control under high-pressure environments. The system has multiple safety redundancies, including pressure early warning, automatic pressure relief, personnel positioning, and alarm functions, effectively solving the problems of lag and misoperation risks associated with relying on manual operation in traditional technologies.

[0070] Meanwhile, through wireless communication and multi-sensor fusion, dynamic monitoring and remote control are achieved, improving the speed and accuracy of emergency response. This technology meets the safety management requirements of shipboard closed operations, significantly reducing the probability of accidents such as water ingress and sinking caused by sealing defects, enhancing the reliability of tightness tests and the possibility of personnel survival, providing key safety protection solutions for shipbuilding and repair, and promoting the upgrading of industry safety technology standards.

[0071] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and substitutions can be made without departing from the technical principles of the present invention, and these improvements and substitutions should also be considered within the scope of protection of the present invention.

Claims

1. An escape apparatus for cabin tightness testing, characterized in that, The escape equipment (1) includes: Manhole cover (2), wherein a first through hole (11) and a second through hole (12) are provided on the manhole cover (2); A sealed air intake valve (111) is installed in the first through hole (11) and the sealed air intake valve (111) is located on the outside of the manhole cover (2); The in-cabin medium valve (112) is installed in the first through hole (11) and is located inside the manhole cover (2). The in-cabin medium valve (112) is connected to the airtight air inlet valve (111). An emergency vent valve (121) is installed in the second through hole (12). The controller (13) is communicatively connected to the airtight air inlet valve (111), the cabin medium valve (112), and the emergency air outlet valve (121), respectively. The airtight air inlet valve (111), the cabin medium valve (112), and the emergency air outlet valve (121) are all electrically controlled valves. A weighing sensor (14) is installed on the escape path, which extends from any position in the cabin to the manhole cover (2). The weighing sensor (14) is communicatively connected to the controller (13), which controls the airtight air inlet valve (111), the cabin medium valve (112), and the emergency air outlet valve (121) based on the pressure received by the weighing sensor (14).

2. The escape apparatus according to claim 1, characterized in that, It also includes an overpressure relief valve (15) and a warning light (16). The manhole cover (2) is also provided with a third through hole (17). The overpressure relief valve (15) is installed in the third through hole (17). The overpressure relief valve (15) is located outside the manhole cover (2). The overpressure relief valve (15) is provided with a pressure sensor (151). The pressure sensor (151) is located in the third through hole (17). The controller (13) is electrically connected to the pressure sensor (151). The controller (13) is used to control the warning light (16) to open according to the pressure received by the pressure sensor (151).

3. The escape apparatus according to claim 2, characterized in that, It also includes a linkage switch (18), the emergency vent valve (121) is located inside the manhole cover (2), the emergency vent valve (121) and the cabin medium valve (112) open in opposite directions, one end of the linkage switch (18) is connected to the cabin medium valve (112), and the other end of the linkage switch (18) is connected to the emergency vent valve (121), for simultaneously closing the cabin medium valve (112) and opening the emergency vent valve (121).

4. The escape apparatus according to claim 3, characterized in that, The linkage switch (18) is equipped with a fluorescent mark (181).

5. The escape apparatus according to claim 1, characterized in that, The weighing sensor (14) is wirelessly connected to the controller (13).

6. The escape apparatus according to claim 2, characterized in that, It also includes a human presence sensor (19), which is installed on the inside of the manhole cover (2). The human presence sensor (19) is communicatively connected to the controller (13). The human presence sensor (19) is used to detect whether a person is approaching the manhole cover (2). The controller (13) is also used to control the warning light (16) to turn on according to the signal from the human presence sensor (19).

7. The escape apparatus according to claim 6, characterized in that, The human presence sensor (19) is of any of the following types: infrared sensing, microwave radar, ultrasonic, or image recognition.

8. The escape apparatus according to claim 3, characterized in that, The linkage switch (18) is communicatively connected to the controller (13). The controller (13) is also used to control the airtight air intake valve (111) to close and the warning light (16) to turn on when it receives the opening signal from the linkage switch (18).

9. The escape apparatus according to claim 8, characterized in that, The controller (13) is connected to the local area network. The controller (13) is also used to broadcast alarm information to all terminal devices under the local area network when it receives the opening signal of the linkage switch (18).

10. The escape apparatus according to claim 1, characterized in that, It also includes several bolts that mate with bolt holes in the manhole cover (2) and are used to install the escape tool (1) onto the manhole cover (2).

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