Emergency evacuation device for railway vehicle

Abstract

The invention discloses an emergency evacuation device for a railway vehicle. The emergency evacuation device comprises a hanging bracket, a moving assembly, a pedal assembly, a first air spring, an emergency unlocking device, a lock assembly and a guide wheel assembly. The hanging bracket, the moving assembly and the pedal assembly are sequentially connected. The moving assembly and the pedal assembly are connected with the first air spring. The emergency unlocking device, the lock assembly and the guide wheel assembly are installed on the hanging bracket. The pedal is high in unfolding and folding efficiency, and passengers can escape quickly; operation is simple, maintenance is convenient, and safety and reliability are high; the bearing capacity is large, and treading is stable.

Description

An emergency evacuation device for rail vehicles Technical Field

[0001] This invention relates to the field of rail transit vehicles, and more particularly to an emergency evacuation device for rail vehicles. Background Technology

[0002] With increasingly complex rail transit networks, trains traverse various terrains where direct access to platforms is impossible. Reliable emergency evacuation capabilities have become a key indicator of train safety. To address emergencies in non-platform areas and ensure the safe transfer of passengers to the ground or evacuation platforms, reliable and efficient dedicated emergency evacuation systems are necessary for passenger escape.

[0003] Most emergency evacuation devices in existing rail vehicles are located in the driver's cab, resulting in a single escape route. To achieve simultaneous evacuation from multiple points, accelerate the overall escape speed, and alleviate congestion, installing onboard lateral escape devices at the passenger compartment doors on both sides can significantly improve evacuation efficiency. Currently, common emergency evacuation devices at passenger compartment doors are mostly one or two-stage tilting steps or one-stage telescopic steps, which are far from sufficient for escape scenarios in non-platform areas or high platform areas. Summary of the Invention

[0004] Purpose of the invention: To address the shortcomings and defects of existing technologies, this invention provides an emergency evacuation device for rail vehicles. The device features highly efficient unfolding and folding of the pedals, facilitating rapid passenger escape; it is simple to operate, easy to maintain, and highly safe and reliable; it also has a large load-bearing capacity and provides a stable footing.

[0005] Technical solution: The present invention provides an emergency evacuation device for rail vehicles, characterized in that it includes a hanger, a moving assembly, a pedal assembly, a gas spring, an emergency unlocking device, a lock assembly, and a guide wheel assembly; the hanger, the moving assembly, and the pedal assembly are connected in sequence; the moving assembly and the pedal assembly are respectively connected to the gas spring; the emergency unlocking device, the lock assembly, and the guide wheel assembly are mounted on the hanger.

[0006] The movable component includes a frame, a roller assembly, and a locking mechanism; the roller assembly is mounted on both sides of the frame by fasteners to provide motion guidance for the movable component; the locking mechanism is welded to the front and rear parts of the frame respectively.

[0007] The gas spring has two ends connected to the moving component and the pedal component respectively via pins, providing assistance for the folding and unfolding of the pedal component.

[0008] The lock assembly includes a lock tongue, a second compression spring, a lock bracket, a guide block, and a steel wire rope. The second compression spring is sleeved on the shaft at the lower end of the lock tongue, and the upper part of the lock tongue is placed in the groove of the guide block. The guide block and the lock bracket are connected by fasteners. One end of the steel wire rope passes through the limiting hole of the lock tongue, and the other end is connected to the emergency unlocking device.

[0009] The emergency unlocking device and the lock assembly are connected to the hanger by fasteners, and a steel wire rope is connected between them. By pulling the second handle on the emergency unlocking device, the steel wire rope is driven to move under the action of the first compression spring, thereby causing the lock tongue of the lock assembly to disengage from the guide block's groove, and the lock assembly to reach the unlocked state.

[0010] The guide wheel assembly is mounted on both sides and the bottom of the hanger by screws, and the roller assembly in the moving assembly is limited in the C-groove guide rail of the hanger. The two provide guidance and limitation for the movement of the moving assembly.

[0011] The movable component is connected to the pedal assembly via fasteners. The locking stop of the movable component works in conjunction with the locking tongue of the locking component: when the pedal assembly is in the folded / retracted state, the locking tongue of the locking component is limited in the groove of the locking stop at the front of the frame, and is in the locked state. At this time, pulling the emergency unlocking device causes the locking tongue to move downward under the action of the steel wire rope and the compression spring, disengaging from the front locking stop and reaching the unlocked state. Only then can the movable component be pulled outward. When the movable component moves to the use position, the locking tongue of the locking component moves along the inclined surface of the locking stop at the rear of the frame into its groove, forming a lock and keeping the movable component in the use position. The working principle of unlocking, retracting, and locking of the movable component is the same.

[0012] The pedal assembly includes a primary pedal, a secondary pedal, a tertiary pedal, a quaternary pedal, a handrail, a handle, a gas spring, a locking hook, a connecting plate, a connecting plate, a connecting plate, a connecting plate, a connecting plate, and a connecting plate, and a locking hook shaft. The primary, secondary, and tertiary pedals are connected to the connecting plates on both sides via fasteners. The handle is mounted on the connecting plate on both sides of the primary pedal via fasteners, providing assistance and support for the attendant to operate the pedal assembly. The handrail is connected to the connecting plates on both sides of the primary and secondary pedals via pins and fasteners, providing a stable grip point for passengers to escape and maintain their balance. The locking hook is connected to the connecting plates on both sides of the primary and tertiary pedals via pins, and the locking hook shaft is mounted on both sides of the connecting plates via fasteners. The locking hook and the locking hook shaft work together to provide locking and limiting for the pedal assembly. The gas spring is connected to the connecting plate on both sides of the secondary pedal via pins and fasteners, providing assistance for folding and unfolding the pedal assembly.

[0013] In the event of an emergency and at zero speed, the attendant disembarks, opens the vehicle skirt, and operates the emergency unlocking device to disengage the locking bolt of the locking assembly from the front locking stop of the moving assembly, thus releasing the locking state of the moving assembly. The attendant then manually pulls the moving assembly into the operational state. By pulling upwards on the handles on both sides of the first-level pedal in the pedal assembly, the pedal assembly is pulled into the deployed state under the action of gas springs 2 and 1. At this time, the locking hook shafts on both sides of the first and third-level pedals, along with the unfolding process of the pedal assembly, enter the inner side along the inclined surface of the locking hooks to complete the locking limit of the pedal assembly. Finally, the attendant pulls up the left and right handrails and extends them into the operational state, completing the deployment of the entire emergency evacuation device for passenger escape. For retraction, the attendant first manually lifts the locking hooks on both sides of the pedal assembly to release the locking state. Then, the handrails are retracted and folded downwards. The attendant then operates the unlocking device, releasing the locking assembly under the action of the steel cable, and folds the entire pedal assembly downwards until it is flush with the upper surface of the moving assembly. Finally, the moving assembly is pushed into the pylon, completing the retraction and locking of the emergency evacuation device and closing the skirt.

[0014] The gantry is connected to the external vehicle body via fasteners; the vehicle body is a rail transit vehicle body.

[0015] Beneficial Effects: Compared with existing technologies, this invention has the following significant advantages: This invention does not rely on electricity, is fully manually operated, and can provide a reliable evacuation route in the event of circuit failure. This invention has a simple structure, is easy to operate, has high stability and safety, and can adapt to various terrains and altitudes. This invention adopts a modular and compact design, and can be hidden within the vehicle's side skirts, without occupying passenger compartment space. Attached Figure Description

[0016] Figure 1 is a schematic diagram of the emergency evacuation device of the present invention.

[0017] Figure 2 is a schematic diagram of the folded and retracted state of the emergency evacuation device of the present invention;

[0018] Figure 3 is a structural schematic diagram of the emergency evacuation device of the present invention in its folded use state;

[0019] Figure 4 is a structural schematic diagram of the emergency evacuation device of the present invention in its deployed working state;

[0020] Figure 5 is a schematic diagram of the emergency evacuation device of the present invention (II).

[0021] Figure 6 is a schematic diagram of the structure of the mobile component of the present invention;

[0022] Figure 7 is a structural schematic diagram of the gas spring of the present invention;

[0023] Figure 8 is a structural schematic diagram of the lock assembly of the present invention;

[0024] Figure 9 is a structural schematic diagram of the emergency unlocking device of the present invention;

[0025] Figure 10 is a structural schematic diagram of the guide wheel assembly of the present invention;

[0026] Figure 11 is a schematic diagram of the locking state of the locking assembly of the present invention;

[0027] Figure 12 is a second structural schematic diagram of the locking state of the locking assembly of the present invention;

[0028] Figure 13 is a partial structural schematic diagram of the locking state of the locking assembly of the present invention;

[0029] Figure 14 is a schematic diagram of the pedal assembly of the present invention.

[0030] Figure 15 is a second structural schematic diagram of the pedal assembly of the present invention;

[0031] Figure 16 is a structural schematic diagram of the pedal assembly of the present invention in its unfolded state;

[0032] Figure 17 is a schematic diagram of the locking hook in the folded state of the pedal assembly of the present invention;

[0033] In the diagram, 1 is the hanger; 2 is the moving assembly; 3 is the pedal assembly; 4 is the first gas spring; 5 is the emergency unlocking device; 6 is the lock assembly; 7 is the guide wheel assembly; 201 is the frame; 202 is the roller assembly; 203 is the lock stop; 301 is the first-level pedal; 302 is the second-level pedal; 303 is the third-level pedal; 304 is the fourth-level pedal; 305 is the handrail; 306 is the first handle; 307 is the second gas spring; 308 is the lock hook; 309 is the first connecting plate; 310 is the second connecting plate; 311 is the third connecting plate; 312 is the fourth connecting plate; 313 is the lock hook shaft; 501 is the second handle; 502 is the first compression spring; 601 is the lock tongue; 602 is the second compression spring; 603 is the lock bracket; 604 is the guide block; and 605 is the wire rope. Detailed Implementation

[0034] The technical solution of the present invention will be further described below with reference to the accompanying drawings and specific embodiments.

[0035] The emergency evacuation device for rail vehicles of the present invention includes a hanger 1, a moving assembly 2, a pedal assembly 3, a gas spring 4, an emergency unlocking device 5, a locking assembly 6, and a guide wheel assembly 7; the hanger 1, the moving assembly 2, and the pedal assembly 3 are connected in sequence; the moving assembly 2 and the pedal assembly 3 are respectively connected to the gas spring 4; the emergency unlocking device 5, the locking assembly 6, and the guide wheel assembly 7 are mounted on the hanger 1. The moving assembly 2 includes a frame 201, a roller assembly 202, and a locking stop 203; the roller assembly 202 is mounted on both sides of the frame 201 by fasteners, providing movement guidance for the moving assembly 2; the locking stops 203 are welded to the front and rear parts of the frame 201 respectively. The two ends of the gas spring 4 are respectively connected to the moving assembly 2 and the pedal assembly 3 by pins, providing assistance for the folding and unfolding of the pedal assembly 3.

[0036] The lock assembly 6 of the present invention includes a bolt 601, a second compression spring 602, a lock bracket 603, a guide block 604, and a wire rope 605. The second compression spring 602 is sleeved on the shaft at the lower end of the bolt 601, and the upper part of the bolt 601 is placed in the groove of the guide block 604. The guide block 604 and the lock bracket 603 are connected by fasteners. One end of the wire rope 605 passes through the limiting hole of the bolt 601, and the other end is connected to the emergency unlocking device 5. The emergency unlocking device 5 and the lock assembly 6 are connected to the hanger 1 by fasteners, and the wire rope 605 is connected between them. By pulling the second handle 501 on the emergency unlocking device 5, the wire rope 605 is moved under the action of the first compression spring 502, thereby causing the bolt 601 of the lock assembly 6 to disengage from the groove of the guide block 604, so that the lock assembly 6 is unlocked.

[0037] The guide wheel assembly 7 of the present invention is installed on both sides and the lower part of the hanger 1 by screws, and the roller assembly 202 in the moving assembly 2 is limited in the C-groove guide rail of the hanger 1. Both provide guidance and limitation for the movement of the moving assembly 2. The movable component 2 is connected to the pedal component 3 via fasteners. The locking stop 203 of the movable component 2 works in conjunction with the locking tongue 601 of the locking component 6. When the pedal component 3 is in the folded and retracted state, the locking tongue 601 of the locking component 6 is limited in the groove of the locking stop 203 at the front of the frame 201 and is in the locked state. At this time, if the emergency unlocking device 5 is pulled, the locking tongue 601 moves downward under the action of the wire rope 605 and the compression spring 602, disengaging from the front locking stop 203 and reaching the unlocked state. Only then can the movable component 2 be pulled outward. When the movable component 2 moves to the use position, the locking tongue 601 of the locking component 6 moves along the inclined surface of the locking stop 203 at the rear of the frame 201 into its groove, forming a lock and keeping the movable component 2 in the use position. The working principle of unlocking, retracting, and locking of the movable component 2 is the same.

[0038] The pedal assembly 3 of the present invention includes a primary pedal 301, a secondary pedal 302, a tertiary pedal 303, a quaternary pedal 304, an armrest 305, a first handle 306, a second gas spring 307, a locking hook 308, a first connecting plate 309, a second connecting plate 310, a third connecting plate 311, a fourth connecting plate 312, and a locking hook shaft 313; the primary pedal 301, secondary pedal 302, and tertiary pedal 303 are respectively connected to the first connecting plate 309, the second connecting plate 310, the third connecting plate 311, and the fourth connecting plate 312 on both sides by fasteners; the first handle 306 is installed on the first connecting plate 309 on both sides of the primary pedal 301 by fasteners, providing assistance and support for the crew to operate the pedal assembly 3; the armrest 305, the first handle 306, the second handle 306, the third handle 307, the fourth handle 308, the fifth handle 309, the sixth handle 309, the seventh handle 309, the eighth handle 304, the ninth handle 305, the tenth handle 306, the tenth handle 306, the tenth handle 307, the tenth handle 308, the tenth handle 309 ... 5. The first step 301 and the second step 302 are connected to the connecting plates 309 and 310 on both sides of the first step 301 and the second step 302 via pins and fasteners, providing a stable gripping point for passengers to escape and maintain their body balance; the locking hook 308 is connected to the connecting plates 309 and 311 on both sides of the first step 301 and the third step 303 via pins, and the locking hook shaft 313 is installed on both sides of the connecting plates 309 and 311 via fasteners. The locking hook 308 and the locking hook shaft 313 work together to provide locking limit for the step assembly 3; the second gas spring 307 is connected to the connecting plates 310 on both sides of the second step 302 via pins and fasteners, providing assistance for the folding and unfolding of the step assembly 3.

[0039] When the vehicle experiences an emergency and is at zero speed, the attendant disembarks and first opens the vehicle side skirts, then operates the emergency unlocking device 5 to disengage the locking tongue 601 of the locking assembly 6 from the locking stop 203 at the front of the moving assembly 2, thus releasing the locking state of the moving assembly 2. The attendant then manually pulls the moving assembly 2 out into use. By pulling upwards the handles 306 on both sides of the first-stage pedal 301 in the pedal assembly 3, the pedal assembly 3 is pulled into the unfolded working state under the action of the second gas spring 307 and the first gas spring 4. At this time, as the pedal assembly 3 unfolds, the locking hook shafts 313 on both sides of the first-stage pedal 301 and the third-stage pedal 303 move along the locking hooks 306. The inclined plane of 8 enters the inner side to complete the locking and limiting of the pedal assembly 3. Finally, the left and right handrails 305 are pulled up and pulled out to the use state, completing the deployment of the entire emergency evacuation device for passenger escape. During retrieval, the attendant first manually lifts the locking hooks 308 on both sides of the pedal assembly 3 to release the locking of the pedal assembly 3. Then, the handrails 305 are retracted and folded downwards. Next, the unlocking device 5 is operated, and under the action of the wire rope 605, the locking of the locking assembly 6 is released. After that, the entire pedal assembly 3 is folded downwards until it is flush with the upper surface of the moving assembly 2. Finally, the moving assembly 2 is pushed into the suspender 1 to complete the retrieval and locking of the emergency evacuation device and close the skirt. The suspender 1 is connected to the external car body through fasteners; the car body is a rail transit vehicle car body.

[0040] This invention is electricity-free, fully manually operated, and provides a reliable evacuation route in the event of circuit failure. It features a simple structure, convenient operation, high stability and safety, and adaptability to various terrains and altitudes. Furthermore, its modular and compact design allows it to be concealed within the vehicle's side skirts, without encroaching on passenger compartment space.

Claims

1. An emergency evacuation device for rail vehicles, characterized in that: It includes a hanger (1), a moving assembly (2), a pedal assembly (3), a gas spring (4), an emergency unlocking device (5), a lock assembly (6), and a guide wheel assembly (7); the hanger (1), the moving assembly (2), and the pedal assembly (3) are connected in sequence; the moving assembly (2) and the pedal assembly (3) are respectively connected to the gas spring (4); the emergency unlocking device (5), the lock assembly (6), and the guide wheel assembly (7) are installed on the hanger (1).

2. The emergency evacuation device for rail vehicles according to claim 1, characterized in that: The moving component (2) includes a frame (201), a roller assembly (202) and a locking stop (203); the roller assembly (202) is installed on both sides of the frame (201) by fasteners to provide motion guidance for the moving component (2); the locking stop (203) is welded to the front and rear parts of the frame (201) respectively.

3. The emergency evacuation device for rail vehicles according to claim 1, characterized in that: The gas spring (4) is connected to the moving component (2) and the pedal component (3) at both ends by pins, providing assistance for the folding and unfolding of the pedal component (3).

4. The emergency evacuation device for rail vehicles according to claim 1, characterized in that: The lock assembly (6) includes a lock tongue (601), a second compression spring (602), a lock bracket (603), a guide block (604), and a steel wire rope (605). The second compression spring (602) is sleeved on the shaft at the lower end of the lock tongue (601), and the upper part of the lock tongue (601) is placed in the groove of the guide block (604). The guide block (604) and the lock bracket (603) are connected by fasteners. One end of the steel wire rope (605) passes through the limiting hole of the lock tongue (601), and the other end is connected to the emergency unlocking device (5).

5. The emergency evacuation device for rail vehicles according to claim 1, characterized in that: The emergency unlocking device (5) and the lock assembly (6) are connected to the hanger (1) by fasteners, and a steel wire rope (605) is connected between them. By pulling the handle (501) on the emergency unlocking device (5), the steel wire rope (605) is driven to move under the action of the compression spring (502), so that the locking tongue (601) of the lock assembly (6) is disengaged from the groove of the guide block (604), and the lock assembly (6) reaches the unlocked state.

6. The emergency evacuation device for rail vehicles according to claim 1, characterized in that: The guide wheel assembly (7) is installed on both sides and the bottom of the hanger (1) by screws. The roller assembly (202) in the moving assembly (2) is limited in the C-groove guide rail of the hanger (1). The two provide guidance and limitation for the movement of the moving assembly (2).

7. The emergency evacuation device for rail vehicles according to claim 1, characterized in that: The movable component (2) is connected to the pedal assembly (3) via fasteners. The locking stop (203) of the movable component (2) works in conjunction with the locking tongue (601) of the locking assembly (6): when the pedal assembly (3) is in the folded and retracted state, the locking tongue (601) of the locking assembly (6) is limited in the groove of the locking stop (203) at the front of the frame (201) and is in the locked state. At this time, when the emergency unlocking device (5) is pulled, the locking tongue (601) is engaged by the steel wire rope (605) and the compression spring. Under the action of the second (602), it moves downward and disengages from the front locking block (203) to reach the unlocked state. Only then can the moving component (2) be pulled outward. When the moving component (2) moves to the use position, the locking tongue (601) of the locking component (6) moves along the inclined surface of the locking block (203) at the rear of the frame (201) into its groove to form a lock, so that the moving component (2) is kept in the use position. The working principle of unlocking, retracting and locking of the moving component (2) is the same.

8. The emergency evacuation device for rail vehicles according to claim 1, characterized in that: The pedal assembly (3) includes a primary pedal (301), a secondary pedal (302), a tertiary pedal (303), a quaternary pedal (304), an armrest (305), a handle (306), a gas spring (307), a locking hook (308), a connecting plate (309), a connecting plate (310), a connecting plate (311), a connecting plate (312), and a locking hook shaft (313). The primary pedal (301), secondary pedal (302), and tertiary pedal (303) are connected to the connecting plates (309), (310), (311), and (312) on both sides respectively by fasteners. The handle (306) is installed on the connecting plates (309) on both sides of the primary pedal (301) by fasteners to provide assistance for the crew to operate the pedal assembly (3). The handrail (305) is connected to the connecting plate 1 (309) and connecting plate 2 (310) on both sides of the first-level pedal (301) and the second-level pedal (302) via pins and fasteners, providing a stable grip point for passengers to escape and maintain body balance; the locking hook (308) is connected to the connecting plate 1 (309) and connecting plate 3 (311) on both sides of the first-level pedal (301) and the third-level pedal (303) via pins, and the connecting plate 1 (309) and connecting plate 3 (311) are fastened with locking hook shafts (313) on both sides. The locking hook (308) and the locking hook shaft (313) work together to provide locking limit for the pedal assembly (3); the gas spring 2 (307) is connected to the connecting plate 2 (310) on both sides of the second-level pedal (302) via pins and fasteners, providing assistance for the folding and unfolding of the pedal assembly (3).

9. The emergency evacuation device for rail vehicles according to any one of claims 1-8, characterized in that: When the vehicle experiences an emergency and is at zero speed, the attendant disembarks and first opens the vehicle skirt panel and operates the emergency unlocking device (5) to disengage the locking tongue (601) of the locking assembly (6) from the locking stop (203) at the front of the moving assembly (2), thus releasing the locked state of the moving assembly (2). Then, the attendant manually pulls the moving assembly (2) out to the working state. By pulling up the handles (306) on both sides of the first-level pedal (301) in the pedal assembly (3), the pedal assembly (3) is pulled to the unfolded working state under the action of the second gas spring (307) and the first gas spring (4). At this time, the locking hook shafts (313) on both sides of the first-level pedal (301) and the third-level pedal (303) move along the locking mechanism as the pedal assembly (3) unfolds. The inclined surface of the hook (308) enters the inner side to complete the locking limit of the pedal assembly (3). Finally, the left and right handrails (305) are pulled up and pulled to the working state to complete the deployment of the entire emergency evacuation device for passengers to escape. When retracting, the attendant first manually lifts the locking hooks (308) on both sides of the pedal assembly (3) to release the locking of the pedal assembly (3). Then, the handrails (305) are retracted and folded downwards. Then, the unlocking device (5) is operated. Under the action of the wire rope (605), the locking of the locking assembly (6) is released and the entire pedal assembly (3) is folded downwards to be flush with the upper surface of the moving assembly (2). Finally, the moving assembly (2) is pushed into the hanger (1) to complete the retrieval and locking of the emergency evacuation device and close the skirt.

10. The emergency evacuation device for rail vehicles according to claim 9, characterized in that: The gantry (1) is connected to the external vehicle body by fasteners; the vehicle body is a rail transit vehicle body.

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