Anti-drag system for rail transit door, door leaf rubber strip and anti-drag method

Abstract

This application relates to the field of rail transit protection technology, and in particular to an anti-drag system, door panel sealing strip, and anti-drag method for rail transit vehicle doors. The system includes a sensitive edge disposed within the door panel sealing strip of the rail transit vehicle door. The sensitive edge is a resistive sensitive element whose resistance decreases under pressure. The sensitive edge is configured to generate an anti-drag trigger signal when an object clamped in the door panel is pulled outwards by the door panel sealing strip. An anti-drag controller, connected to the sensitive edge, is configured to enter an anti-drag period when the vehicle stops and the door is closed, and during the anti-drag period, respond to the anti-drag trigger signal to generate an anti-drag action signal. The anti-drag action signal is used to disconnect the safety interlock circuit to cut off vehicle power. This application can prevent false triggering of the system while ensuring safety, improving the anti-interference capability of the anti-drag system and the reliability of train operation.

Description

Technical Field

[0001] This application relates to the field of rail transit protection technology, and in particular to an anti-drag system, door panel sealing strip, and anti-drag method for rail transit vehicle doors. Background Technology

[0002] As cities continue to expand, the proportion of rail transit, characterized by high efficiency and large capacity, in urban transportation systems is increasing year by year. Its efficiency and convenience make it the preferred mode of daily travel. However, the increasing passenger flow also raises the safety risks of conflicts between pedestrians and vehicles. Due to short stop times and large passenger volumes, there have been numerous incidents in recent years where passengers have been trapped by train doors during the closing process. If the train starts moving at this time, passengers could be dragged along, seriously endangering their lives and property. Although the door system is equipped with obstacle detection, its sensitivity is limited, and some soft, small items such as clothing corners or bag straps may not be effectively detected. To avoid the safety risk of passengers being dragged by trains, it is necessary to introduce anti-drag functions to solve the above problems, prevent such incidents, and improve the overall operational safety of the trains.

[0003] In related technologies, invention patent application publication number CN119711866A discloses an intelligent anti-pinch system for urban rail vehicle doors, including a bioelectric monitoring module, a multimodal sensor fusion module, a virtual reality warning module, and an intelligent control center. The bioelectric monitoring module detects human bioelectric signals using electrode sensors to determine the risk of being pinched. The multimodal sensor fusion module combines pressure, infrared, and ultrasonic sensors, and improves detection accuracy through data preprocessing and fusion algorithms. The intelligent control center processes data, assesses risks, and generates control commands; it can also communicate with train and station systems for remote monitoring. The virtual reality warning module projects warning images and information to enhance passenger safety awareness. While this system improves detection sensitivity, it is also prone to false triggering. Summary of the Invention

[0004] In order to at least partially solve the above-mentioned technical problems in the related art, this application provides an anti-drag system, door leaf rubber strip and anti-drag method for rail transit vehicle doors.

[0005] This application provides an anti-drag system for rail transit vehicle doors, which adopts the following technical solution: An anti-drag system for rail transit vehicle doors, characterized in that it comprises: A sensitive edge is used to be installed in the door panel rubber strip of a rail transit vehicle door. The sensitive edge is a resistive sensitive element whose resistance value decreases after being compressed. The sensitive edge is configured to generate an anti-drag trigger signal when the door panel clamps an item and it is pulled outward. An anti-drag controller, connected to the sensitive side, is configured to enter an anti-drag period when the vehicle stops and the doors are closed, and to generate an anti-drag action signal in response to the anti-drag trigger signal during the anti-drag period. The anti-drag action signal is used to disconnect the safety interlock circuit to cut off the vehicle's power.

[0006] By adopting the above technical solution, a sensitive edge with a reduced resistance value after being pressed is set inside the door panel rubber strip. This allows for highly sensitive detection of dangerous situations where items clamped in the door panel are pulled out of the vehicle, generating an anti-drag trigger signal. In conjunction with the anti-drag controller, the system responds to the above signal during specific anti-drag periods when the vehicle is stopped and the doors are closed, and disconnects the safety interlock circuit to cut off the vehicle's power. This enables timely prevention of train operation before or at the moment of train start, effectively avoiding serious accidents where passengers or items are dragged by a moving train, and greatly improving the overall operational safety of rail transit vehicles.

[0007] Optionally, the sensitive edge is also configured not to generate an anti-drag trigger signal when an item clamped in the door is pulled toward the vehicle.

[0008] By adopting the above technical solution, since the sensitive edge is configured not to generate an anti-drag trigger signal when the door clamps an item and pulls it into the car, it can effectively filter the force generated when passengers normally pull out the clamped soft items inside the car, avoiding false triggering (false alarm and false power failure) of the system. Thus, while ensuring safety, it improves the anti-interference capability of the anti-drag system and the reliability of train operation.

[0009] Optionally, the door panel sealing strip includes: The fixed end is used to fix it to the door leaf; The adhesive strip body is integrally formed with the fixed end. The adhesive strip body has a sensitive edge mounting cavity and a clearance cavity arranged side by side. The sensitive edge mounting cavity is used to install the sensitive edge. The long axis of the cross section of the sensitive edge mounting cavity is inclined so that the main force-bearing surface has an inclined angle with respect to the horizontal plane. The bottom end of the adhesive strip body has a downwardly extending force-bearing flange. The force-bearing flange is offset below the clearance cavity and its extension direction is perpendicular to the main force-bearing surface of the sensitive edge mounting cavity.

[0010] By employing the aforementioned technical solution, and through the inclined design of the sensitive edge mounting cavity inside the door panel rubber strip and the asymmetrical spatial structure design of the force-bearing flange offset below the avoidance cavity, the deformation transmission characteristics of the rubber material are cleverly utilized to endow the sensitive edge with unidirectional sensitive physical filtering properties. This ensures that only when an object is pulled out of the vehicle will the deformation transmission path of the force-bearing flange significantly compress the sensitive edge mounting cavity; while when pulled inward, the deformation transmission deviates or manifests as stretching. From a purely mechanical and physical perspective, this effectively avoids false triggering and further improves the accuracy of the system in recognizing the dragging direction.

[0011] Optionally, the anti-drag controller includes: The anti-drag power supply module is connected to the anti-drag input module and the anti-drag output module, and is used to supply power to the anti-drag input module and the anti-drag output module; The anti-drag input module has a sensor sampling interface and a working condition access interface. The sensor sampling interface is used to collect the anti-drag trigger signal, and the working condition access interface is used to receive a zero-speed signal and a lock-in signal to enter the anti-drag period. The anti-drag output module, connected to the anti-drag input module, has a safety interlock control interface. The safety interlock control interface is used to disconnect the safety interlock circuit in response to the anti-drag trigger signal during the anti-drag period.

[0012] The above technical solution modularizes the anti-drag controller into power supply, input, and output modules. Through a condition access interface combined with zero-speed and lock-in signals, it accurately determines the train's status to activate the anti-drag period. The anti-drag logic is activated only when specific safety conditions are met, and upon triggering, the safety interlock circuit is directly cut off via the anti-drag output module. This structure is logically sound and precisely controlled, ensuring the reliability and effectiveness of the main safety control circuit.

[0013] Optionally, the operating condition access interface is also used to detect isolation signals, which are used to shield against dragging actions.

[0014] By adopting the above technical solution, the working condition access interface can detect isolation signals and shield the anti-drag action of a specific door when it is cut off or in a maintenance isolation state. This avoids the accidental disconnection of the safety interlock circuit of the entire train due to single-door maintenance or fault testing, and ensures the normal scheduling and maintenance convenience of the train under special or degraded working conditions.

[0015] Optionally, the anti-drag system for rail transit vehicle doors further includes a door controller and an alarm, and the anti-drag output module further includes an alarm feedback interface; wherein, the alarm feedback interface is used to generate an alarm trigger signal in response to the anti-drag trigger signal during the anti-drag period; the door controller is connected to the anti-drag output module and is used to generate an alarm control signal in response to the alarm trigger signal; the alarm is connected to the door controller and is used to issue an audible and visual warning in response to the alarm control signal.

[0016] By adopting the above technical solution, the anti-drag system is linked with the door controller and alarm, realizing the separation and coordination of main safety control (power cut-off) and auxiliary diagnostic indication (audible and visual alarm). When a dragging risk occurs and the train stops, the system can intuitively and strongly indicate the source of the fault through audible and visual warnings. This helps train drivers, crew members, or maintenance personnel to quickly locate the specific door where the dragging event occurred without having to check each door individually, greatly shortening the fault diagnosis and handling time and improving the efficiency of line operation recovery.

[0017] On the other hand, this application also provides a door panel sealing strip, which adopts the following technical solution: A door panel sealing strip, adapted to the aforementioned anti-drag system for rail transit vehicle doors, the door panel sealing strip comprising: The fixed end is used to fix it to the door leaf; The adhesive strip body is integrally formed with the fixed end. The adhesive strip body has a sensitive edge mounting cavity and a clearance cavity arranged side by side. The sensitive edge mounting cavity is used to install the sensitive edge. The long axis of the cross section of the sensitive edge mounting cavity is inclined so that the main force-bearing surface has an inclined angle with respect to the horizontal plane. The bottom end of the adhesive strip body has a downwardly extending force-bearing flange. The force-bearing flange is offset below the clearance cavity and its extension direction is perpendicular to the main force-bearing surface of the sensitive edge mounting cavity.

[0018] Using the above technical solution, the door panel sealing strip, through its asymmetrical spatial structure—an inclined installation cavity on the sensitive side and an offset arrangement of the force-bearing flange—can convert external pulling forces from different directions into different forces acting on the internal installation cavity. This purely mechanical and physical directional deformation transmission design gives the sealing strip physical-level directional recognition capabilities, effectively enabling it to work with the anti-drag system to achieve the functions of "outward pull alarm, inward pull shielding," thus improving the accuracy and anti-interference capability of anti-drag detection from the sensor carrier source.

[0019] Optionally, the force-bearing flange is configured to decompose the outward pulling force into a first pulling force parallel to the long axis of the sensitive side mounting cavity, a second pulling force parallel to the long axis of the force-bearing flange, and a compressive force perpendicular to the main force-bearing surface of the sensitive side mounting cavity when the item clamped in the door is pulled outward.

[0020] By adopting the above technical solution, the mechanical decomposition and transmission path under dangerous working conditions (the object is being pulled out of the vehicle) is clarified. The outward pulling force on the force-bearing flange can be accurately decomposed into the compressive force perpendicular to the main force-bearing surface of the sensitive side mounting cavity. This ensures that the compressive force can effectively compress the sensitive side to cause deformation and thus reduce the resistance value sharply, ensuring the high sensitivity and inevitable response of the anti-drag system when a real danger occurs.

[0021] Optionally, the force-bearing flange is further configured to decompose the inward pulling force into the vehicle when the door-clamped item is pulled inward, into a third pulling force parallel to the long axis of the sensitive side mounting cavity, a fourth pulling force parallel to the long axis of the force-bearing flange, and a fifth pulling force perpendicular to the main force-bearing surface of the sensitive side mounting cavity.

[0022] By adopting the above technical solution, the mechanical decomposition and transmission path under non-hazardous working conditions (objects being pulled into the vehicle) is clarified. After the inward pulling force on the force-bearing flange is decomposed and transmitted, it mainly exerts compression on the clearance cavity or outward stretching and tearing on the sensitive edge mounting cavity, without compressing the sensitive edge. This structural characteristic ensures that the internal sensitive edge will not be compressed, deformed, or have its resistance changed due to normal inward pulling force, effectively shielding false alarms caused by normal passenger actions.

[0023] On the other hand, this application also provides a method for preventing dragging of rail transit vehicle doors, which adopts the following technical solution: A method for preventing dragging of rail transit vehicle doors, based on the aforementioned anti-drag system for rail transit vehicle doors, includes the following steps: An anti-drag trigger signal is generated when an item clamped in the door is pulled out of the vehicle. The anti-detachment period is activated when the vehicle is stopped and the doors are closed. During the anti-drag period, an anti-drag action signal is generated in response to the anti-drag trigger signal; In response to the anti-drag action signal, the safety interlock circuit is disconnected to cut off vehicle power.

[0024] The above technical solution provides a systematic control method based on an anti-drag system. By monitoring unidirectional pulling actions, rigorously determining triggering conditions (vehicle stopped and doors closed), promptly responding to signals, and ultimately executing a safety action to cut off vehicle power, a complete closed-loop anti-drag protection logic is formed. This method features clear control logic and rapid response, ensuring the safety, stability, and reliability of the anti-drag function from both software and strategy execution perspectives, effectively protecting the lives and property of passengers.

[0025] In summary, this application includes at least one of the following beneficial technical effects: 1. By setting a sensitive edge inside the door panel rubber strip that reduces resistance under pressure, the system can highly sensitively detect dangerous situations where items clamped in the door panel are pulled out of the vehicle and generate an anti-drag trigger signal. In conjunction with the anti-drag controller, the system responds to the above signal during a specific anti-drag period when the vehicle is stopped and the doors are closed, and disconnects the safety interlock circuit to cut off the vehicle's power. This allows the system to stop the train from running before or at the moment of start, effectively preventing serious accidents where passengers or items are dragged by the moving train, and greatly improving the overall operational safety of rail transit vehicles.

[0026] 2. Since the sensitive edge is configured not to generate an anti-drag trigger signal when an item clamped in the door is pulled into the car, it can effectively filter the force generated when passengers normally pull out the clamped soft items inside the car, avoiding false triggering (false alarm and false power failure) of the system. Thus, while ensuring safety, it improves the anti-interference capability of the anti-drag system and the reliability of train operation.

[0027] 3. By cleverly utilizing the inclined design of the sensitive edge mounting cavity inside the door panel rubber strip and the asymmetrical spatial structure design of the force-bearing flange offset below the avoidance cavity, the deformation transmission characteristics of rubber material are utilized to endow the sensitive edge with unidirectional sensitive physical filtering properties. This ensures that only when an object is pulled out of the vehicle will the deformation transmission path of the force-bearing flange significantly compress the sensitive edge mounting cavity; while when pulled inward, the deformation transmission deviates or manifests as stretching. From a purely mechanical and physical perspective, this effectively avoids false triggering and further improves the accuracy of the system in recognizing the dragging direction. Attached Figure Description

[0028] Figure 1 A schematic diagram illustrating the electrical principle of an anti-drag system for rail transit vehicle doors according to an embodiment of this application is shown. Figure 2 A schematic diagram illustrating the circuit principle of the resistance sampling circuit according to an embodiment of this application is shown; Figure 3 A cross-sectional schematic diagram of a door leaf rubber strip according to an embodiment of this application is shown; Figure 4 A schematic diagram illustrating the stress analysis of the door leaf rubber strip according to an embodiment of this application is shown. (A) shows the stress under dangerous working conditions, and (B) shows the stress under non-dangerous working conditions. Figure 5 A flowchart illustrating an embodiment of the present application of an anti-drag method for rail transit vehicle doors is shown.

[0029] Explanation of reference numerals in the attached drawings: 10, anti-drag controller; 20, fixed end; 30, adhesive strip body; 31, sensitive edge mounting cavity; 32, clearance cavity; 33, force-bearing flange. Detailed Implementation

[0030] The following combination Figures 1-5 This application will be described in further detail.

[0031] This application discloses an anti-drag system for rail transit vehicle doors. The system includes an anti-drag controller 10, a sensitive edge, a door controller, and an alarm. The basic working principle of the system is as follows: The sensitive edge is installed inside the door panel's rubber strip. A high-sensitivity resistive contact sensitive edge can be used, and its resistance decreases when pressure is applied. When a small object is caught in the closed door, the door panel's rubber strip deforms due to the pressure from the object, thus compressing the sensitive edge inside the rubber strip, causing a significant decrease in its resistance. The anti-drag controller 10 detects the change in the resistance of the sensitive edge to detect small objects. When the anti-drag controller 10 detects a decrease in the resistance of the sensitive edge (a decrease in sampling voltage), it controls the door safety interlock circuit to disconnect. The door controller then activates the alarm to issue an audible and visual warning. The vehicle loses traction power and stops moving due to the loss of the safety interlock circuit signal. Maintenance personnel can quickly locate the door based on the audible and visual warning.

[0032] Figure 1 This diagram illustrates the electrical principle of an anti-drag system for rail transit vehicle doors according to an embodiment of this application. (Refer to...) Figure 1 The anti-drag controller 10 includes an anti-drag power supply module 11, an anti-drag input module 12, and an anti-drag output module 13.

[0033] The anti-drag power supply module 11 is connected to the anti-drag input module 12 and the anti-drag output module 13, and is used to connect to the power supply terminal (power positive and power negative) to supply power to the anti-drag input module 12 and the anti-drag output module 13.

[0034] The anti-drag input module 12 has a sensor sampling interface and a working condition access interface. It collects sensitive edge sensing signals and vehicle status signals through these interfaces as the input basis for anti-drag logic judgment.

[0035] The sensor interface includes a first port X1:1 and a second port X1:2, used to connect to the sensitive edge installed inside the door leaf rubber strip. The first port X1:1 is connected to the sensitive edge signal terminal (SIG), and the second port X1:2 is connected to the sensitive edge common terminal. The anti-drag input module 12 has a built-in resistor sampling circuit. Figure 2 A schematic diagram illustrating the circuit principle of the resistance sampling circuit in an embodiment of this application is shown. (Refer to...) Figure 2The resistance sampling circuit can be connected to the sensitive edge through the sensor interface to form a sampling loop, thereby monitoring the resistance change of the sensitive edge in real time. When the clamped object squeezes the door leaf rubber strip, causing the sensitive edge to deform, the resistance between the first port X1:1 and the second port X1:2 decreases, thus converting the physical compression into a voltage change signal. Then, by judging the voltage magnitude, a digital judgment result is output, realizing the signal conversion from resistance value to digital level. The conversion relationship between the sensitive edge resistance and voltage is as follows: the trigger threshold of the sensitive edge is less than 400Ω, at which time the voltage value is 0 to 1.4V; when the sensitive edge is not triggered, the resistance is about 1.2KΩ, at which time the voltage value is 1.4V to 3.14V; when the sensitive edge fails, the resistance value is usually greater than 1.7kΩ, at which time the voltage value is greater than 3.14V. In some embodiments, the anti-drag input module 12 not only compares the absolute value of the sampled voltage, but also makes a comprehensive judgment on the duration, slope of change and / or continuous sampling results of the sampled voltage. For example, a valid anti-drag trigger signal is only recognized when the sampling voltage is below the trigger threshold for multiple consecutive sampling cycles; when the sampling voltage only momentarily exceeds the threshold and then quickly recovers, it can be identified as a disturbance signal and not trigger a safety action. In other embodiments, the anti-drag input module 12 can be set with at least two discrimination thresholds, corresponding to the trigger threshold and the fault threshold, respectively. The trigger threshold is used to identify the normal alarm state caused by pressure deformation of the sensitive edge, and the fault threshold is used to identify the high-resistance fault state caused by wire breakage, poor contact, or abnormal aging of the sensitive edge. By distinguishing between the normal trigger state and the fault state, it is possible to avoid misjudging sensor abnormalities as dragging events and to facilitate targeted troubleshooting by maintenance personnel based on the fault type. It is also understood that the anti-drag input module 12 can be equipped with analog filtering circuits and / or digital filtering programs to attenuate the influence of vehicle vibration, electromagnetic interference, door bounce, and transient contact jitter on the sampling results, thereby further improving the stability of the anti-drag determination.

[0036] The operating condition access interface includes a third port X1:3, a fourth port X1:4, a fifth port X1:5, and a sixth port X1:6. The third port X1:3 is connected to the zero-speed train track of the rail transit vehicle to acquire the zero-speed signal to determine whether the rail transit vehicle is stationary. The zero-speed signal is a prerequisite for activating the anti-drag function. The fourth port X1:4 is connected to the closed-position limit switch of the rail transit door to receive the closed-position signal. The fifth port X1:5 is connected to the locked-position detection switch of the rail transit door to receive the locked-position signal. When both the fourth port X1:4 and the fifth port X1:5 simultaneously return a high-level signal, it indicates that the rail transit door has been completely closed and locked, at which point the anti-drag function enters a pre-activated state. In this embodiment, the anti-drag period is not limited to a single stationary time point, but refers to a predetermined monitoring phase associated with platform stopping, door closing, and train preparation for departure. Preferably, the anti-drag period can be jointly determined by the zero-speed signal, the closed-in signal, and the locked-in signal, and can be further limited to a predetermined time window after the door is closed and locked, such as a detection window of 1 to 10 seconds, preferably 3 to 5 seconds. In some embodiments, the anti-drag period can also be extended to the initial stage of train departure, that is, within a short period after the door is closed and locked and the zero-speed state is just released, the monitoring of the sensitive edge signal is still maintained to cover the high-risk stage when the clamped object is initially pulled outward relative to the platform as the train starts. In other embodiments, the anti-drag controller 10 can also receive at least one of the platform area enable signal, the pre-departure permission state signal, and the vehicle wake-up state signal. The anti-drag logic is only enabled when the relevant operating conditions of the platform are met, so as to further narrow the detection scenario and reduce the probability of false triggering in non-platform operation stages. The sixth port X1:6 is used to connect to the isolation lock switch of the rail transit vehicle door. When the rail transit vehicle door is cut off or in a maintenance isolation state, an isolation signal is acquired, and the anti-drag controller 10 uses this signal to shield subsequent alarm and cut-off actions to avoid false triggering. Furthermore, in situations of single-door failure, door area maintenance, vehicle debugging, or special testing, the isolation signal can be used to partially shield the anti-drag function of the corresponding door area, causing that door area to exit the anti-drag action link without affecting the continued operation of other normal door areas. In some embodiments, the anti-drag controller 10 can also upload the door area isolation status to the door controller, train network, or maintenance terminal through an alarm feedback interface or independent diagnostic interface to indicate that the current door area is in a degraded operation state. Therefore, the system not only has anti-drag protection capabilities but also good maintainability and operational flexibility.

[0037] The anti-drag output module 13 has an alarm feedback interface and a safety interlock control interface. These interfaces can output control commands to achieve audible and visual warnings and safety control of the safety circuit. The alarm feedback interface includes a seventh port X1:7, which is electrically connected to the digital input terminal of the door controller. When the anti-drag input module 12 determines that a dragging event has occurred, it sends a trigger signal to the door controller through the seventh port X1:7. The door controller then drives the buzzer or indicator light in the door area to provide audible and visual warnings, assisting personnel in quickly locating the faulty door.

[0038] The safety interlock control interface includes port 8 (X1:8), port 9 (X1:9), and port 10 (X1:10). Port 8 (X1:8) is the control terminal for the anti-drag relay, used to connect to the coil of the anti-drag relay. When a dragging risk is detected, the relay contact state is changed by controlling port 8 (X1:8) to be de-energized or energized. Ports 9 (X1:9) and 10 (X1:10) are the safety interlock circuit serial interfaces. The normally closed contact of the anti-drag relay is connected in series between these two ports, and this path is directly connected to the safety interlock circuit of the entire train. During normal operation, ports 9 (X1:9) and 10 (X1:10) remain conductive, ensuring the safety interlock circuit is closed and the train can be pulled normally. Once the anti-drag module detects an abnormal resistance value on the sensitive side within the activation time (e.g., within 5 seconds after the door closes), it controls the relay to activate, forcibly disconnecting the physical connection between ports 9 (X1:9) and 10 (X1:10), thereby cutting off the train's safety interlock circuit. The train will be unable to obtain traction power or apply brakes due to the loss of interlock signals, forcing the train to stop and preventing dragging accidents.

[0039] As a local management unit for a single door, the door controller is responsible for conventional functions such as door opening and closing, anti-pinch, and status monitoring. In this embodiment, the door controller is equipped with the ability to receive and parse drag alarm signals from the anti-drag controller 10. When the door controller receives this specific trigger signal, it executes preset alarm logic. This logic drives the alarm associated with the door leaf to operate. The alarm is preferably an audible and visual alarm unit integrated on the door pillar or above the door leaf, which may include a high-decibel buzzer and a high-brightness LED indicator. When triggered by the door controller, the alarm emits highly recognizable audible and visual signals that distinguish it from conventional door control malfunctions, such as a continuous buzzing sound and a high-frequency flashing red or yellow light. This intuitive and strong warning can provide train drivers, crew members, and ground maintenance personnel with immediate and clear fault location. In a train with multiple carriages and dozens of doors, if the train stops due to the activation of the anti-drag system, staff can quickly pinpoint the specific door affected by the dragging event based on audible and visual warnings, without having to check each door individually. This significantly reduces troubleshooting and handling time and improves the operational efficiency of the line. In some embodiments, the alarm can output different alarm modes for different event types. For example, when an anti-drag trigger is detected, a first audible and visual mode is output; when a sensitive side fault or wire breakage is detected, a second audible and visual mode, distinct from the anti-drag trigger, is output. By differentiating dragging events from sensor faults, ambiguity in on-site handling can be reduced. Furthermore, the door controller can upload the door number information triggered by the anti-drag system to the train-level monitoring system, allowing the driver's cab, crew handheld terminals, or maintenance terminals to simultaneously display the faulty door area. This forms a dual fault location mechanism of local audible and visual positioning + remote information positioning, further improving fault handling efficiency.

[0040] In summary, this anti-drag system, through the coordinated operation of the anti-drag controller 10 and the door controller, achieves the separation and linkage of main safety control (circuit cutoff) and auxiliary diagnostic indication (audible and visual alarm). The former ensures driving safety, while the latter guarantees operational efficiency, together forming a complete and efficient anti-drag solution for rail transit doors. In this embodiment, the sensitive edge is preferably a flexible resistive sensitive edge, which can be continuously arranged along the length of the door leaf rubber strip to cover the main clamping area of ​​the door leaf. Optionally, the sensitive edge can also be arranged in segments, that is, one or more sensitive detection segments are set in local areas prone to dragging risk, to balance sensitivity, wiring convenience, and manufacturing cost. In terms of installation, the sensitive edge can be directly embedded in the sensitive edge mounting cavity 31, or it can be fixed in the sensitive edge mounting cavity 31 by a covering layer, positioning ribs, limiting ribs, or adhesive structure to reduce the movement, torsion, and fatigue damage caused by long-term door opening and closing vibration. In other embodiments, a flexible protective sleeve, a low-friction coating layer, or a moisture-proof insulation layer may also be provided on the outer periphery of the sensitive edge to improve its wear resistance, water resistance, and weather resistance, thereby adapting to the long-term service environment of rail transit vehicles.

[0041] To verify the stability of the anti-drag system for rail transit vehicle doors provided in this application, static and dynamic tests were conducted according to the test requirements for anti-drag function in EN14752 standard. The main purpose of the static test was to simulate a stationary vehicle and verify whether the door could detect a small, soft object trapped inside, thereby disengaging the door's safety interlock circuit and preventing vehicle towing. The main purpose of the dynamic test was to simulate a vehicle starting and leaving the platform and verify whether the door could detect a small, soft object being dragged, thereby disengaging the door's safety interlock circuit, activating the vehicle's brakes, and stopping the vehicle in time. The test results are shown in Table 1. The system meets the anti-drag function requirements and exhibits good stability and anti-interference capabilities.

[0042] Table 1

[0043] The implementation principle of an anti-drag system for rail transit vehicle doors according to an embodiment of this application is as follows: By setting a sensitive edge inside the door panel rubber strip that reduces resistance under pressure, it can highly sensitively detect dangerous situations where items clamped in the door panel are pulled outwards from the vehicle and generate an anti-drag trigger signal; in conjunction with the anti-drag controller, it responds to the above signal during a specific anti-drag period when the vehicle is stopped and the door is closed, and disconnects the safety interlock circuit to cut off the vehicle's power, thereby timely stopping the train before or at the moment of train start-up, effectively avoiding serious accidents of passengers or items being dragged by the moving train, and greatly improving the overall operational safety of rail transit vehicles.

[0044] To further improve the stability and anti-interference capability of the anti-drag system for rail transit vehicle doors in this application, an embodiment of this application also discloses a door leaf rubber strip.

[0045] Figure 3 A cross-sectional schematic diagram of a door leaf sealing strip according to an embodiment of this application is shown. To cooperate with the anti-drag system and achieve anti-accidental triggering and direction recognition capabilities, this embodiment features an irregularly shaped internal structure for the door leaf sealing strip. (Refer to...) Figure 3 The door panel sealing strip has a fixing end 20 for fixing to the door panel and a strip body 30 extending toward the closed side of the door. A sensitive edge mounting cavity 31 and a clearance cavity 32 are longitudinally arranged side-by-side inside the strip body 30. The sensitive edge is installed in the sensitive edge mounting cavity 31, and the long axis of the cross-section of the sensitive edge mounting cavity 31 is inclined, so that its main force-bearing surface has an inclined angle relative to the horizontal plane. A downwardly extending force-bearing flange 33 is integrally formed at the bottom end of the strip body 30 (i.e., the far end that is pressed against the other door panel or door frame when the door is closed). The force-bearing flange 33 is offset below the clearance cavity 32, and its extending direction forms a specific spatial intersection angle (e.g., approximately perpendicular) with the plane containing the main force-bearing surface of the sensitive edge mounting cavity 31. This offset and inclined spatial layout constitutes the basis for the transmission of force deformation of the door panel sealing strip. It should be noted that... Figure 3 The cross-section of the door panel rubber strip shown is only one preferred embodiment, and this application is not limited to the specific outline shown. Any method that achieves the selective force application effect of "compressing the sensitive edge when pulled outwards and not triggering compression when pulled inwards" can be used. For example, in some embodiments, the cross-section of the sensitive edge mounting cavity 31 can be set as an ellipse, flattened circle, polygon, approximately teardrop shape, or an irregularly shaped cavity with a local plane, to adjust the position of its main force-bearing surface and compressive stiffness. In some embodiments, the clearance cavity 32 can be a closed cavity, a semi-closed cavity, or a release cavity with its opening facing the inside of the rubber strip. Its position can be set on one side, diagonally below, or adjacent to the force-bearing flange 33 of the sensitive edge mounting cavity 31, so as to provide release space for force deformation in non-dangerous directions. In some embodiments, the force-bearing flange 33 can be designed as a straight sheet, an arc sheet, a hook shape, a wedge shape, or a sheet structure with rounded corners. Its root can also form a locally thinned area, a flexible hinge area, or a deformation guiding area to enhance the deflection response sensitivity when pulled outwards and suppress adverse pressure on the sensitive side mounting cavity 31 when pulled inwards. Furthermore, the wall thickness between the sensitive side mounting cavity 31 and the clearance cavity 32, as well as the length, thickness, and inclination angle of the force-bearing flange 33, can be matched and designed according to the door clamping force, rubber hardness, and target triggering sensitivity, thereby achieving similar anti-drag direction recognition effects in different vehicle models and different door systems.

[0046] Figure 4A schematic diagram illustrating the stress analysis of the door leaf sealing strip according to an embodiment of this application is shown. (A) shows the stress under hazardous conditions, and (B) shows the stress under non-hazardous conditions. (Refer to...) Figure 4 (A) When a passenger's soft items are caught in the train door, and the train starts, causing the caught items to be pulled outward relative to the platform, the end of the force-bearing flange 33 experiences an outward pulling force. The force-bearing flange 33 deflects outward, and this outward pulling force is transmitted upward through the solid part of the rubber strip body to the sensitive edge mounting cavity 31. Based on the relative angle structure between the force-bearing flange 33 and the sensitive edge mounting cavity 31, this outward pulling force is decomposed into stresses in three extreme directions within the structure: a first pulling force parallel to the long axis of the sensitive edge mounting cavity 31, a second pulling force parallel to the long axis of the force-bearing flange 33, and a compressive force perpendicular to the main force-bearing surface of the sensitive edge mounting cavity 31. Since the vector direction of the compressive force is exactly perpendicular to the side wall of the sensitive edge mounting cavity 31, the compressive deformation it produces on the sensitive edge mounting cavity 31 is the most significant. This deformation directly compresses the internal sensitive edge, causing a sharp decrease in the resistance of the sensitive edge, thereby triggering the system to disconnect the safety interlock circuit and achieve anti-drag stopping. (Refer to...) Figure 4 (B) When a passenger pulls an item inside the carriage, the end of the force-bearing flange 33 experiences an inward pulling force, causing it to deflect inward. Based on the aforementioned offset structure, this inward pulling force is transmitted within the structure and decomposed into a third pulling force parallel to the long axis of the sensitive edge mounting cavity 31, a fourth pulling force parallel to the long axis of the force-bearing flange 33, and a fifth pulling force perpendicular to the main force-bearing surface of the sensitive edge mounting cavity 31. Under this force condition, the fifth pulling force stretches and tears the sidewall of the sensitive edge mounting cavity 31 outward, rather than squeezing it inward. Meanwhile, the third pulling force mainly exerts localized compression on the clearance cavity 32, but no sensitive edge is arranged in this area. Therefore, the sensitive edge inside the sensitive edge mounting cavity 31 will not be compressed or deformed, and will not trigger a change in resistance, thus effectively shielding against false alarms when passengers normally pull items inward. As can be seen from the above force analysis, the door panel sealing strip in this embodiment does not simply rely on material flexibility to sense external forces. Instead, it converts the direction of external tension into differences in internal compression or tension by utilizing the relative spatial relationships between the sensitive edge mounting cavity 31, the avoidance cavity 32, and the force-bearing flange 33. In other words, the door panel sealing strip itself constitutes a direction-selective mechanical filter: for tension forces directed outwards, it outputs compressive deformation beneficial to the sensitive edge; for tension forces directed inwards, it outputs tensile deformation or bypass release deformation that has no triggering effect on the sensitive edge. Therefore, the technical concept of this application is not merely to trigger upon detecting force, but to pre-screen the direction of force through the irregular cross-sectional structure of the sealing strip, allowing only the mechanical components related to dragging risk to be converted into effective detection signals, thereby suppressing false triggering at the sensing front end.

[0047] In summary, this embodiment of the application cleverly utilizes the deformation transmission characteristics of rubber material through an asymmetrical spatial structure with an inclined sensitive edge mounting cavity 31 and an offset force-bearing flange 33. This ensures that the deformation transmission path only points towards the sensitive edge mounting cavity 31 to generate compression when the force-bearing flange 33 is subjected to outward frictional force; while when subjected to inward frictional force, the deformation transmission path deviates from the sensitive edge mounting cavity 31 or exhibits stretching. This purely mechanical and physical structural design endows the sensitive edge with unidirectional sensitive physical filtering characteristics, fundamentally improving the anti-drag system's anti-interference capability.

[0048] In conjunction with the door panel sealing strip, the anti-drag system in this embodiment of the application implements a multi-level anti-false triggering architecture. Specifically, the first layer is the directional force triggering layer of the door panel sealing strip. Through the asymmetrical spatial structure between the internal mounting cavity, the avoidance cavity, and the force-bearing flange of the door panel sealing strip, the sensitive edge is only sensitive to the dragging action of the clamped object towards the outside of the vehicle, and is not sensitive to the normal pulling action of the passenger towards the inside of the vehicle. The second layer is the working condition access layer. The anti-drag controller 10 performs logical combination of zero speed signal, closed position signal, locked position signal, and / or isolation signal, and only opens the anti-drag judgment when the preset safety working condition is met. The third layer is the electrical signal identification layer. By judging the amplitude, duration, and / or change trend of the sampled voltage of the sensitive edge, it distinguishes between real triggering, non-triggering, and fault states. The fourth layer is the linkage feedback layer. After confirming the dragging risk, it simultaneously executes the safety interlock cut-off and the door area audible and visual warning. The embodiments of this application form a composite anti-false triggering mechanism that combines mechanical orientation screening, working condition access screening, and electrical signal discrimination screening. This not only improves the accuracy of identifying real dragging risks, but also suppresses false alarms and malfunctions caused by normal passenger movements, occasional vibrations, rubber strip rebound, and maintenance isolation conditions.

[0049] The implementation principle of a door panel sealing strip in this application embodiment is as follows: Using the above-mentioned technical solution, the inclined setting of the sensitive edge mounting cavity inside the door panel sealing strip and the asymmetrical spatial structure design of the force-bearing flange offset below the avoidance cavity cleverly utilize the deformation transmission characteristics of rubber material, giving the sensitive edge a unidirectional sensitive physical filtering characteristic. This ensures that only when an object is pulled out of the vehicle will the deformation transmission path of the force-bearing flange significantly compress the sensitive edge mounting cavity; while when pulled inward, the deformation transmission deviates or manifests as stretching, effectively avoiding false triggering from a purely mechanical and physical perspective, further improving the accuracy of the system in identifying the dragging direction.

[0050] This application also provides a method for preventing dragging of rail transit vehicle doors.

[0051] Figure 5 This illustration shows a flowchart of an anti-drag method for rail transit vehicle doors according to an embodiment of this application. (Refer to...) Figure 5The method, based on the aforementioned anti-drag system for rail transit vehicle doors, includes the following steps: S1. Generates an anti-drag trigger signal when an item clamped in the door is pulled out of the vehicle.

[0052] S2. Activate the anti-drag period when the vehicle is stopped and the doors are closed.

[0053] S3. During the anti-drag period, respond to the anti-drag trigger signal to generate an anti-drag action signal.

[0054] S4. In response to the anti-drag action signal, disconnect the safety interlock circuit to cut off the vehicle's power.

[0055] The implementation principle of the anti-drag method for rail transit vehicle doors in this application embodiment is as follows: by monitoring unidirectional pulling actions, strictly determining the triggering time period (vehicle stopped and door closed), promptly responding to signals, and finally executing the safety action of cutting off vehicle power, a complete closed-loop anti-drag protection logic is formed. This method has clear control logic and rapid response, ensuring the safety, stability, and reliability of the anti-drag function from the software and strategy execution levels, effectively protecting the life and property safety of passengers.

[0056] The above are all preferred embodiments of this application, and are not intended to limit the scope of protection of this application. Therefore, all equivalent changes made in accordance with the structure, shape and principle of this application should be covered within the scope of protection of this application.

Claims

1. An anti-drag system for rail transit vehicle doors, characterized in that, include: A sensitive edge is used to be installed in the door panel rubber strip of a rail transit vehicle door. The sensitive edge is a resistive sensitive element whose resistance value decreases after being compressed. The sensitive edge is configured to generate an anti-drag trigger signal when the door panel clamps an item and it is pulled outward. The anti-drag controller (10), connected to the sensitive side, is configured to enter an anti-drag period when the vehicle stops and the door is closed, and generate an anti-drag action signal in response to the anti-drag trigger signal during the anti-drag period. The anti-drag action signal is used to disconnect the safety interlock circuit to cut off the vehicle power.

2. The anti-drag system for rail transit vehicle doors according to claim 1, characterized in that, The sensitive edge is also configured not to generate an anti-drag trigger signal when an item clamped in the door is pulled toward the vehicle.

3. The anti-drag system for rail transit vehicle doors according to any one of claims 1 and 2, characterized in that, The door panel sealing strip includes: The fixed end (20) is used to fix it to the door leaf; The adhesive strip body (30) is integrally formed with the fixed end (20). The adhesive strip body (30) has a sensitive edge mounting cavity (31) and a clearance cavity (32) arranged side by side. The sensitive edge mounting cavity (31) is used to install the sensitive edge. The long axis of the cross section of the sensitive edge mounting cavity (31) is inclined so that the main force surface has an inclined angle with respect to the horizontal plane. The bottom end of the adhesive strip body (30) has a downwardly extending force flange (33). The force flange (33) is offsetly arranged below the clearance cavity (32) and its extension direction is perpendicular to the main force surface of the sensitive edge mounting cavity (31).

4. The anti-drag system for rail transit vehicle doors according to claim 1, characterized in that, The anti-drag controller (10) includes: The anti-drag power supply module (11) is connected to the anti-drag input module (12) and the anti-drag output module (13) and is used to supply power to the anti-drag input module (12) and the anti-drag output module (13); The anti-drag input module (12) has a sensor sampling interface and a working condition access interface. The sensor sampling interface is used to collect the anti-drag trigger signal, and the working condition access interface is used to receive the zero speed signal and the lock-in signal to enter the anti-drag period. The anti-drag output module (13) is connected to the anti-drag input module (12) and has a safety interlock control interface. The safety interlock control interface is used to cut off the safety interlock circuit in response to the anti-drag trigger signal during the anti-drag period.

5. The anti-drag system for rail transit vehicle doors according to claim 4, characterized in that, The operating condition access interface is also used to detect isolation signals, which are used to shield against dragging actions.

6. The anti-drag system for rail transit vehicle doors according to claim 4, characterized in that, It also includes a door controller and an alarm. The anti-drag output module (13) further includes an alarm feedback interface. The alarm feedback interface is used to generate an alarm trigger signal in response to the anti-drag trigger signal during the anti-drag period. The door controller is connected to the anti-drag output module (13) and is used to generate an alarm control signal in response to the alarm trigger signal. The alarm is connected to the door controller and is used to issue an audible and visual warning in response to the alarm control signal.

7. A door leaf sealing strip, characterized in that, Adapted to the anti-drag system for rail transit vehicle doors as described in any one of claims 1-6, the door panel rubber strip comprises: The fixed end (20) is used to fix it to the door leaf; The adhesive strip body (30) is integrally formed with the fixed end (20). The adhesive strip body (30) has a sensitive edge mounting cavity (31) and a clearance cavity (32) arranged side by side. The sensitive edge mounting cavity (31) is used to install the sensitive edge. The long axis of the cross section of the sensitive edge mounting cavity (31) is inclined so that the main force surface has an inclined angle with respect to the horizontal plane. The bottom end of the adhesive strip body (30) has a downwardly extending force flange (33). The force flange (33) is offsetly arranged below the clearance cavity (32) and its extension direction is perpendicular to the main force surface of the sensitive edge mounting cavity (31).

8. The door leaf sealing strip according to claim 7, characterized in that, The force-bearing flange (33) is configured to decompose the outward pulling force into a first pulling force parallel to the long axis of the sensitive side mounting cavity (31), a second pulling force parallel to the long axis of the force-bearing flange (33), and a compressive force perpendicular to the main force-bearing surface of the sensitive side mounting cavity (31) when the door clamps an item and is pulled outward.

9. The door leaf sealing strip according to claim 7, characterized in that, The force-bearing flange (33) is also configured to decompose the inward pulling force into the vehicle when the door clamped item is pulled inward into the vehicle as a third pulling force parallel to the long axis of the sensitive side mounting cavity (31), a fourth pulling force parallel to the long axis of the force-bearing flange (33), and a fifth pulling force perpendicular to the main force-bearing surface of the sensitive side mounting cavity (31).

10. A method for preventing dragging of doors in rail transit vehicles, characterized in that, Based on the anti-drag system for rail transit vehicle doors as described in any one of claims 1-6, the method includes the following steps: An anti-drag trigger signal is generated when an item clamped in the door is pulled out of the vehicle. The anti-drag period is activated when the vehicle is stopped and the doors are closed. During the anti-drag period, an anti-drag action signal is generated in response to the anti-drag trigger signal; In response to the anti-drag action signal, the safety interlock circuit is disconnected to cut off vehicle power.

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