A multi-level passenger car door emergency control response system

Abstract

This invention discloses a multi-level bus door emergency control response system, relating to the field of door emergency control technology. It includes at least one cylinder with a venting-to-open interface and a venting-to-close interface, the cylinder's output end connected to the corresponding door. It also includes a switching unit with a main input end and a secondary input end. The main input end is connected to the venting-to-open interface and the venting-to-close interface of the corresponding cylinder via pipes, and the secondary input end is connected to the venting-to-open interfaces of all cylinders. The pipes connected to any venting-to-open interface and any venting-to-close interface are not interconnected. A main air source is connected to the main input end of the switching unit via a pipe. This emergency control response system can provide an emergency air path to open the door when the main air source's air path control fails, thereby improving emergency fault tolerance and enhancing the safety and reliability of the emergency response system.

Description

Technical Field

[0001] This invention relates to the field of emergency control technology for vehicle doors, and specifically to a multi-level emergency control response system for bus doors. Background Technology

[0002] With the rapid development of the national economy and the continuous improvement of people's living standards, public transportation has become a hot topic of public concern. People have increasingly higher requirements for the safety of riding in urban buses, and the emergency control of bus doors needs to meet various emergency situations. Based on different conditions of the vehicle during operation and when parked, different levels of emergency response should be implemented to provide passengers with convenient emergency escape routes in emergency situations, thereby improving the overall emergency safety of the vehicle.

[0003] Existing bus door emergency response systems often rely on a single air source to supply air to the cylinders that drive the doors. If the pipeline connected to this single air source fails or malfunctions, preventing the doors from opening, the bus model has no other means to supplement the control of the door air supply system and open it. This results in a low emergency fault tolerance rate for existing door emergency response systems, and there is still room for improvement in the reliability of safety assurance. Summary of the Invention

[0004] The present invention aims to solve the problem that the existing bus door emergency response system only supplies air to the cylinder that drives the door through a single air source, resulting in limited emergency measures and low emergency fault tolerance.

[0005] To address the aforementioned problems, this invention provides a multi-level bus door emergency control response system, comprising at least one cylinder having a ventilation opening interface and a ventilation closing interface, wherein the output end of the cylinder is connected to the corresponding door. Also includes: The switching unit has a main input terminal and a secondary input terminal. The main input terminal is connected to the air vent opening interface and air vent closing interface of the corresponding cylinder through pipes. The secondary input terminal is connected to the air vent opening interface of all cylinders, and the pipes connected to any air vent opening interface and the pipes connected to any air vent closing interface are not interconnected. The main air source is connected to the main input terminal of the switching unit via a pipeline; The secondary gas source is connected to the secondary input terminal of the switching unit via a pipeline; The switching unit is configured to have a first operating state and a second operating state; In the first working state, the main input terminal is open and connected to the corresponding ventilation opening interface or the corresponding ventilation closing interface, while the secondary input terminal is closed. In the second working state, the main input terminal is closed and the secondary input terminal is open.

[0006] The present invention provides a multi-level bus door emergency control response system, which, compared with the prior art, has, but is not limited to, the following beneficial effects: In the first operating state, the main input terminal is opened, and the air from the main air source is transmitted through the pipeline to the corresponding ventilation opening interface or the corresponding ventilation closing interface. When the air is transmitted to the corresponding ventilation opening interface, the corresponding cylinder pushes the connected door to open; when the air is transmitted to the corresponding ventilation closing interface, the corresponding cylinder pushes the connected door to close. Since this system is an emergency system, it needs to cooperate with the opening and closing needs of the door during normal use. Therefore, the cylinder needs to provide commands to cooperate with the normal opening and closing of the door.

[0007] In the second operating state, the main input terminal is closed, preventing air from the main air source from entering the main control valve. The secondary input terminal is opened and connected to all ventilation and door opening interfaces. At this time, air from the secondary air source enters all cylinders through the secondary input terminal and ventilation and door opening interfaces, thereby driving all cylinders to open the corresponding doors. This scheme is suitable for providing an emergency air path to open the doors when the main air source air path control fails, thereby improving the emergency fault tolerance rate and enhancing the safety and reliability of the emergency response system.

[0008] As a further aspect of the present invention, it also includes a wireless receiver connected to the switching unit, used to switch the switching unit between a first working state and a second working state in response to a corresponding wireless signal.

[0009] As a further aspect of the present invention: the switching unit includes a main control valve and a secondary control valve, wherein the main input terminal is located on the main control valve and the secondary input terminal is located on the secondary control valve. The main control valve is connected to the venting venting venting port of the corresponding cylinder through a first venting port pipeline and is connected to the venting venting port of the corresponding cylinder through a pipeline. The secondary control valve is connected to the venting venting ports of all cylinders through a second venting port pipeline, and the first venting port pipeline and the second venting port pipeline are configured such that gas in the first venting port pipeline cannot enter the second venting port pipeline.

[0010] As a further aspect of the present invention: one end of the second door opening interface pipeline is connected to the emergency input terminal on the main control valve. The emergency input terminal is used to connect the second door opening interface pipeline to the corresponding first door opening interface pipeline when the switching unit is in the second working state.

[0011] As a further aspect of the present invention: the cylinder is provided in at least two sets, the number of cylinders in a set is at least one, a set of cylinders is used to control the opening or closing of a corresponding set of doors, the number of sets of cylinders matches the number of sets of doors in the corresponding bus, the number of cylinders in a set of cylinders matches the number of doors in the corresponding set of doors, and the output end of a cylinder is connected to only one door.

[0012] As a further aspect of the present invention: the number of main control valves matches the number of cylinder groups; the connecting pipeline between the main air source and the main input terminal of the switching unit includes a first main pipeline and multiple secondary pipelines; one end of the first main pipeline is connected to the output terminal of the main air source, and the other end is connected to all secondary pipelines; one end of a secondary pipeline is connected to the main input terminal of one of the main control valves; and one main control valve is connected to the air venting ports of all cylinders in one group of cylinders through a first valve opening interface pipeline.

[0013] As a further aspect of the present invention: a main shut-off valve is provided on the first main pipeline, which is used to switch the first main pipeline between connected and disconnected states.

[0014] As a further aspect of the present invention: a secondary shut-off valve group is provided on the secondary pipeline, the secondary shut-off valve group including an external secondary shut-off valve and an internal secondary shut-off valve, wherein the external secondary shut-off valve is located outside the corresponding set of doors or outside the vehicle body; the internal secondary shut-off valve is located outside the corresponding set of doors or outside the vehicle body.

[0015] As a further aspect of the present invention: it also includes a vehicle speed monitoring unit for monitoring the real-time vehicle speed; the connecting pipeline between the main air source and the main input terminal of the switching unit further includes a second main pipeline, one end of which is connected to the first main pipeline, and the connection point is located on the pipeline between the main shut-off valve and the main air source output terminal, or connected to the output terminal of the main air source; the other end of the second main pipeline is connected to the air replenishment input terminal on all main control valves; the main control valves and the vehicle speed monitoring unit are configured as follows: When the switching unit is in the first working state: When the vehicle's real-time speed exceeds the set safe door opening speed, the air supply input terminals on all main control valves open, allowing the second main pipeline to connect with the corresponding air supply and door closing interface through the main control valve. When the vehicle's real-time speed is less than or equal to the set safe door opening speed, the air supply input terminals on all main control valves are closed. When the switching unit is in the second working state: Close the air supply input on all main control valves.

[0016] As a further aspect of the present invention, each secondary pipeline is also equipped with a pressure reducing valve and a low-pressure alarm. Attached Figure Description

[0017] The invention will now be further described with reference to the accompanying drawings.

[0018] Figure 1 This is a schematic diagram of the system structure of the present invention; Figure 2 This is a schematic diagram of the system structure of the main control valve and a set of cylinder control parts of the present invention; Figure 3 This is a schematic diagram of part of the control block diagram of the present invention.

[0019] In the diagram: 1. Cylinder; 11. Ventilation and door opening interface; 12. Ventilation and door closing interface; 2. Switching unit; 21. Main input terminal; 22. Secondary input terminal; 23. Main control valve; 230. Emergency input terminal; 231. Air replenishment input terminal; 24. Secondary control valve; 3. Main air source; 4. Secondary air source; 5. Wireless receiver; 61. First door opening interface pipeline; 62. Second door opening interface pipeline; 71. First main pipeline; 72. Secondary pipeline; 73. Secondary main pipeline; 81. Main shut-off valve; 82. External secondary shut-off valve; 83. Internal secondary shut-off valve; 9. Vehicle speed monitoring unit; 100. Pressure reducing valve; 101. Low pressure alarm. Detailed Implementation

[0020] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions in the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings showing multiple embodiments according to this application. It should be understood that the described embodiments are only a part of the embodiments of this application, and not all of the embodiments. All other embodiments obtained by those skilled in the art based on the embodiments described in this application without creative effort will fall within the scope of protection of this application.

[0021] Unless otherwise defined, all technical and scientific terms used in this application have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains; the terminology used in the description of this application is for the purpose of describing specific embodiments only and is not intended to limit this application; the terms "comprising," "including," "having," "containing," etc., in the description, claims, and accompanying drawings of this application are open-ended terms. Therefore, "comprising," "including," or "having" refers to, for example, a method or apparatus having one or more steps or elements, but is not limited to having only these one or more elements. The terms "first," "second," etc., in the description, claims, or accompanying drawings of this application are used to distinguish different objects, not to describe a specific order or hierarchy. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, unless otherwise stated, "a plurality of" means two or more.

[0022] In the description of this invention, it should be understood that the terms "upper", "lower", "left", "right", "front", "rear", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0023] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "attachment" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0024] It should be emphasized that when the term "comprising / including" is used in this specification, it is used to explicitly indicate the presence of the stated feature, integer, step, or component, but does not exclude the presence or addition of one or more other features, integers, steps, parts, or groups of features, integers, steps, or parts.

[0025] In this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, in this application, the character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0026] In this invention, when the cylinder 1 used to push the door open and close is supplied with air from its ventilation opening port 11, the output end of the cylinder 1 pushes the door open under the action of air pressure on one side inside; when the cylinder 1 is supplied with air from its ventilation closing port 12, the output end of the cylinder 1 pushes the door close under the action of air pressure on the other side inside. When the cylinder 1 loses its air supply, the output end of the cylinder 1 is not restricted, so that the door can be freely opened or closed under the action of conventional external force, wherein conventional external force may include human power.

[0027] like Figure 1-2As shown, a multi-level bus door emergency control response system includes at least one cylinder 1, having a ventilated door opening interface 11 and a ventilated door closing interface 12, with the output end of cylinder 1 connected to the corresponding door; it also includes a switching unit 2, having a main input terminal 21 and a secondary input terminal 22, the main input terminal 21 being connected to the ventilated door opening interface 11 and the ventilated door closing interface 12 of the corresponding cylinder 1 respectively through pipes, and the secondary input terminal 22 being connected to the ventilated door opening interfaces 11 of all cylinders 1, and the pipe connected to any ventilated door opening interface 11 being connected to any... The pipes connected to the ventilation valve 12 are not interconnected; the main air source 3 is connected to the main input terminal 21 of the switching unit 2 via a pipe; the secondary air source 4 is connected to the secondary input terminal 22 of the switching unit 2 via a pipe; the switching unit 2 is configured to have a first working state and a second working state; in the first working state, the main input terminal 21 is open and connected to the corresponding ventilation valve 11 or the corresponding ventilation valve 12, and the secondary input terminal 22 is closed; in the second working state, the main input terminal 21 is closed and the secondary input terminal 22 is open.

[0028] In this embodiment, the main input terminal 21 has a pipe connected to the ventilation opening interface 11 of the corresponding cylinder 1, and a pipe connected to the ventilation closing interface 12 of the corresponding cylinder 1. Secondly, the secondary input terminal 22 is connected to the ventilation opening interface 11 of all cylinders 1, and is used to supply air through the secondary input terminal 22 when necessary so that all cylinders 1 can open the corresponding connected door. The pipes connected to any ventilation opening interface 11 and the pipes connected to any ventilation closing interface 12 are not interconnected, which can avoid the air intake used to drive the door opening and the air intake used to drive the door closing being independent of each other. Correspondingly, one main input terminal 21 can be connected to some cylinders 1, rather than to all cylinders 1. When one main input terminal 21 is only connected to some cylinders 1, then the air intake supplied by the main air source 3 into the main input terminal 21 is only used for the cylinders 1 connected to the main air source 3. The switching unit 2 can have multiple main input terminals 21 for connecting different cylinders 1.

[0029] In the first working state, the main input terminal 21 is opened, and the air from the main air source 3 is transmitted through the pipeline to the corresponding ventilation opening interface 11 or the corresponding ventilation closing interface 12. When the air is transmitted to the corresponding ventilation opening interface 11, the corresponding cylinder 1 pushes the connected door to open; when the air is transmitted to the corresponding ventilation closing interface 12, the corresponding cylinder 1 pushes the connected door to close. Since this system is an emergency system, it needs to cooperate with the opening and closing requirements of the door during normal use. Therefore, the cylinder 1 needs to provide instructions to cooperate with the normal opening and closing of the door.

[0030] In the second working state, the main input terminal 21 is closed, preventing air from the main air source 3 from entering the main control valve 23. The secondary input terminal 22 is opened and connected to all ventilation and door opening interfaces 11. At this time, air from the secondary air source 4 enters all cylinders 1 through the secondary input terminal 22 and the ventilation and door opening interfaces 11, thereby causing all cylinders 1 to drive the corresponding doors to open. This scheme is suitable for providing an emergency air path to open the doors when the air path control of the main air source 3 fails, thereby improving the emergency fault tolerance rate and the safety and reliability of the emergency response system.

[0031] like Figure 3 As shown, optionally, it also includes a wireless receiver 5, which is signal-connected to the switching unit 2, and is used to switch the switching unit 2 between the first working state and the second working state in response to the corresponding wireless signal.

[0032] In this embodiment, the switching unit 2 can be controlled by a wireless signal to switch between a first working state and a second working state, which facilitates the emergency opening of the car door by external signal control in an emergency, thereby improving the emergency response rate. The switching unit 2 can also perform a simultaneous emergency response with the corresponding glass breaking device (the device for breaking glass).

[0033] like Figure 1-2 As shown, optionally, the switching unit 2 includes a main control valve 23 and a secondary control valve 24, wherein the main input terminal 21 is located on the main control valve 23, and the secondary input terminal 22 is located on the secondary control valve 24. The main control valve 23 is connected to the venting ...

[0034] In this embodiment, the switching unit 2 may include a main control valve 23 and a secondary control valve 24. The main control valve 23 is used to control the switching of the main air source 3 and the secondary air source 4, while the secondary control valve 24 is mainly used to control the on / off of the secondary air source 4. In the first working state, the secondary input terminal 22 on the secondary control valve 24 is closed, so that the main control valve 23 mainly regulates the operation of the corresponding cylinder 1 through the air intake of the main air source 3. In the second working state, the secondary input terminal 22 on the secondary control valve 24 is opened, so that the air intake of the secondary air source 4 is used to drive the cylinder 1. At this time, the main control valve 23... The input terminal 21 is closed to prevent the intake air of the main air source 3 from entering the cylinder 1. It is controlled by two valves to facilitate the corresponding control of the intake air of the main air source 3 and the intake air of the secondary air source 4, thereby improving the overall fault tolerance of the system. When the second opening interface pipe 62 bypasses the main control valve 23 and is directly connected to the first opening interface pipe 61, in order to prevent the gas in the first opening interface pipe 61 from entering the second opening interface pipe 62, a one-way valve can be installed on the second opening interface pipe 62 to prevent the gas in the first opening interface pipe 61 from entering the second opening interface pipe 62.

[0035] like Figure 2 As shown, optionally, one end of the second door opening interface pipe 62 is connected to the emergency input terminal 230 on the main control valve 23. The emergency input terminal 230 is used to connect the second door opening interface pipe 62 to the corresponding first door opening interface pipe 61 when the switching unit 2 is in the second working state.

[0036] In this embodiment, an emergency input terminal 230 is provided on the main control valve 23. In the second working state, the second door opening interface pipe 62 is connected to the first door opening interface pipe 61 on the corresponding cylinder 1, so that the corresponding cylinder 1 can open the corresponding connected door. The switching process can be easily controlled by the main control valve 23. At the same time, there is no need to set an additional check valve to prevent the air intake in the first door opening interface pipe 61 from entering the second door opening interface pipe 62. It is only necessary to control the corresponding emergency input terminal 230 to open or close.

[0037] Optionally, the cylinder 1 is provided in at least two sets, with at least one cylinder 1 in each set. Each set of cylinder 1 is used to control the opening or closing of a corresponding set of doors. The number of sets of cylinder 1 matches the number of sets of doors in the corresponding bus. The number of cylinders 1 in each set matches the number of doors in the corresponding set of doors. The output of one cylinder 1 is connected to only one door.

[0038] In this embodiment, when a set of doors is a double door, two cylinders 1 can be used to open the corresponding doors to both sides respectively, and these two cylinders 1 constitute a set; when a set of doors is a single door, one cylinder 1 can be used to open the door to one side, and this one cylinder 1 also constitutes a set. Since some buses have at least two sets of doors, the number of cylinders 1 used is also set to two sets to open the corresponding doors. Multiple sets of cylinders 1 are set to adapt to bus models with multiple sets of doors.

[0039] like Figure 1-2 As shown, optionally, the number of main control valves 23 matches the number of cylinder groups 1. The connecting pipe between the main air source 3 and the main input terminal 21 of the switching unit 2 includes a first main pipe 71 and multiple secondary pipes 72. One end of the first main pipe 71 is connected to the output terminal of the main air source 3, and the other end is connected to all secondary pipes 72. One end of a secondary pipe 72 is connected to the main input terminal 21 of one of the main control valves 23. A main control valve 23 is connected to the air venting port 11 of all cylinders 1 in one group of cylinders 1 through the first opening port pipe 61.

[0040] In this embodiment, the number of main control valves 23 is matched with the number of cylinder groups 1, so that each main control valve 23 controls only one group of cylinders 1. This has at least two advantages: first, it further increases the response fault tolerance in the emergency system; second, since each main control valve 23 controls a corresponding group of cylinders 1, the opening and closing process of the corresponding door can also be controlled independently. The first main pipeline 71 is the main pipeline for air supply, and the secondary pipeline 72 is used to distribute the air intake of the first main pipeline 71 to each main control valve 23, which facilitates independent control of each group of cylinders 1 in the case of multiple groups of cylinders 1.

[0041] like Figure 1 As shown, optionally, the first main pipeline 71 is provided with a main shut-off valve 81, which is used to switch the first main pipeline 71 between connected and disconnected states.

[0042] In this embodiment, a main shut-off valve 81 is provided on the first main pipeline 71. In an emergency, the main shut-off valve 81 can cut off the air supply from the main air source 3 to the cylinder 1. After the air supply to the cylinder 1 is cut off, it can be opened by conventional external force to facilitate passenger self-rescue. The main shut-off valve 81 can be located near the driver's seat and can be opened by the driver or passenger when needed.

[0043] like Figure 1 As shown, optionally, a secondary shut-off valve group is provided on the secondary pipeline 72. The secondary shut-off valve group includes an external secondary shut-off valve 82 and an internal secondary shut-off valve 83. The external secondary shut-off valve 82 is located outside the corresponding set of doors or outside the vehicle body; the internal secondary shut-off valve 83 is located outside the corresponding set of doors or outside the vehicle body.

[0044] In this embodiment, a secondary shut-off valve assembly is provided on the secondary pipeline 72, and the secondary shut-off valve assembly includes an external secondary shut-off valve 82 and an internal secondary shut-off valve 83. On the same secondary pipeline 72, at least one of the external secondary shut-off valve 82 and the internal secondary shut-off valve 83 can be used to disconnect the secondary pipeline 72. The two valves are respectively located outside and inside the vehicle, which facilitates the gas cut-off operation of the corresponding door from inside or outside the vehicle in an emergency, which is convenient for emergency rescue.

[0045] In one possible embodiment, the main shut-off valve 81, the external secondary shut-off valve 82, and the internal secondary shut-off valve 83 can all be manually controlled valves, which can be rotated to open or close the corresponding air circuits, making it convenient for passengers to operate them themselves.

[0046] like Figure 1-3 As shown, optionally, it also includes a vehicle speed monitoring unit 9 for monitoring the real-time vehicle speed. The connecting pipe between the main air source 3 and the main input terminal 21 of the switching unit 2 also includes a second main pipe 73. One end of the second main pipe 73 is connected to the first main pipe 71, and the connection point is located on the pipeline between the main shut-off valve 81 and the output terminal of the main air source 3, or connected to the output terminal of the main air source 3. The other end of the second main pipe 73 is connected to the air replenishment input terminal 231 on all main control valves 23. The main control valves 23 and the vehicle speed monitoring unit 9 are configured such that: when the switching unit 2 is in the first working state: when the real-time vehicle speed is greater than the set safe door opening speed, the air replenishment input terminal 231 on all main control valves 23 is opened, so that the second main pipe 73 is connected to the corresponding air venting and closing interface 12 through the main control valves 23; when the real-time vehicle speed is less than or equal to the set safe door opening speed, the air replenishment input terminal 231 on all main control valves 23 is closed; when the switching unit 2 is in the second working state: the air replenishment input terminal 231 on all main control valves 23 is closed.

[0047] In this embodiment, to prevent passengers or unauthorized personnel from manually cutting off the air supply to the doors, which could cause the doors to lose control while the vehicle is still at high speed, a vehicle speed monitoring unit 9 is also included in the emergency system to monitor the real-time vehicle speed. Simultaneously, a second main pipeline 73 is connected in parallel with the first main pipeline 71. The second main pipeline 73 is directly connected to the air supply input terminals 231 on multiple main control valves 23. When the switching unit 2 is in its first operating state: when the real-time vehicle speed is greater than the set safe door opening speed, the air supply input terminals 231 on all main control valves 23 are opened, allowing the second main pipeline 73 to connect to the corresponding air supply and closing interface 12 through the main control valves 23. This ensures that the air supply and closing interface 12 of all cylinders 1 is always supplied with air, preventing the doors from opening even if the main shut-off valve 81 or the secondary shut-off valve group is manually activated. However, when the real-time vehicle speed is less than... When the set safe door opening speed is reached, the supplementary air input terminals 231 on all main control valves 23 are closed. At this time, the air intake of the main air source 3 can only enter the main control valve 23 from the first main pipeline 71. At this time, the main shut-off valve 81 or the secondary shut-off valve group can be manually activated to cut off the air supply to the door cylinder 1, which is convenient for passengers to carry out self-rescue. When the switching unit 2 is in the second working state: the supplementary air input terminals 231 on all main control valves 23 are closed, that is, when the main air source 3 is considered to have failed or the air supply to the cylinder 1 cannot be cut off through the main shut-off valve 81 and the secondary shut-off valve group, the secondary air source 4 is activated to open the door cylinder 1 accordingly. At this time, the secondary air source 4 is activated without speed limitation and can directly open the door. This provides a multi-level emergency response scheme, which enables the emergency response system to respond to the opening and closing of the door according to different situations, with high flexibility.

[0048] like Figure 1-2 As shown, optionally, each secondary pipeline 72 is also equipped with a pressure reducing valve 100 and a low-pressure alarm 101.

[0049] In this embodiment, the pressure reducing valve 100 is used to reduce the intake air pressure provided by the main air source 3 to stabilize it, and the low pressure alarm 101 is used to alarm when the corresponding secondary pipeline 72 is cut off, so that people around can hear the alarm sound and carry out auxiliary rescue.

[0050] While the present invention has been disclosed above, its scope of protection is not limited thereto. Those skilled in the art can make various changes and modifications without departing from the spirit and scope of the present invention, and all such changes and modifications will fall within the scope of protection of the present invention.

Claims

1. A multi-level bus door emergency control and response system, comprising: At least one cylinder (1) has a venting opening port (11) and a venting closing port (12), and the output end of the cylinder (1) is connected to the corresponding door; Its features are, Also includes: The switching unit (2) has a main input terminal (21) and a secondary input terminal (22). The main input terminal (21) is connected to the ventilation opening interface (11) and ventilation closing interface (12) of the corresponding cylinder (1) through pipes. The secondary input terminal (22) is connected to the ventilation opening interface (11) of all cylinders (1), and the pipes connected to any ventilation opening interface (11) and the pipes connected to any ventilation closing interface (12) are not interconnected. The main gas source (3) is connected to the main input terminal (21) of the switching unit (2) through a pipeline; The secondary gas source (4) is connected to the secondary input terminal (22) of the switching unit (2) through a pipeline; The switching unit (2) is configured to have a first working state and a second working state; In the first working state, the main input terminal (21) is opened and connected to the corresponding ventilation opening interface (11) or the corresponding ventilation closing interface (12), while the secondary input terminal (22) is closed. In the second working state, the main input terminal (21) is closed and the secondary input terminal (22) is open.

2. The multi-level bus door emergency control and response system according to claim 1, characterized in that, It also includes a wireless receiver (5), which is signal-connected to the switching unit (2) and is used to switch the switching unit (2) between the first working state and the second working state in response to the corresponding wireless signal.

3. The multi-level bus door emergency control and response system according to claim 1, characterized in that, The switching unit (2) includes a main control valve (23) and a secondary control valve (24). The main input end (21) is located on the main control valve (23), and the secondary input end (22) is located on the secondary control valve (24). The main control valve (23) is connected to the ventilation opening port (11) of the corresponding cylinder (1) through the first opening port pipe (61). The main control valve (23) is connected to the ventilation closing port (12) of the corresponding cylinder (1) through the pipe. The secondary control valve (24) is connected to the ventilation opening port (11) of all cylinders (1) through the second opening port pipe (62). The first opening port pipe (61) and the second opening port pipe (62) are configured such that the gas in the first opening port pipe (61) cannot enter the second opening port pipe (62).

4. The multi-level bus door emergency control and response system according to claim 3, characterized in that, One end of the second door opening interface pipe (62) is connected to the emergency input terminal (230) on the main control valve (23). The emergency input terminal (230) is used to connect the second door opening interface pipe (62) to the corresponding first door opening interface pipe (61) when the switching unit (2) is in the second working state.

5. A multi-level bus door emergency control and response system according to claim 3, characterized in that, The cylinder (1) is provided in at least two groups, and the number of cylinders (1) in a group is at least one. A group of cylinders (1) is used to control the opening or closing of a corresponding group of doors. The number of groups of cylinders (1) matches the number of groups of doors in the corresponding bus. The number of cylinders (1) in a group of cylinders (1) matches the number of doors in the corresponding group of doors. The output end of a cylinder (1) is connected to only one door.

6. A multi-level bus door emergency control and response system according to claim 5, characterized in that, The number of main control valves (23) matches the number of cylinders (1). The connecting pipe between the main air source (3) and the main input terminal (21) of the switching unit (2) includes a first main pipe (71) and multiple secondary pipes (72). One end of the first main pipe (71) is connected to the output terminal of the main air source (3), and the other end is connected to all the secondary pipes (72). One end of a secondary pipe (72) is connected to the main input terminal (21) of one of the main control valves (23). A main control valve (23) is connected to the air opening port (11) of all the cylinders (1) in one of the cylinder groups (1) through the first opening port pipe (61).

7. A multi-level bus door emergency control and response system according to claim 6, characterized in that, The first main pipeline (71) is provided with a main shut-off valve (81), which is used to switch the first main pipeline (71) between connected and disconnected states.

8. A multi-level bus door emergency control and response system according to claim 6, characterized in that, The secondary pipeline (72) is equipped with a secondary shut-off valve group, which includes an external secondary shut-off valve (82) and an internal secondary shut-off valve (83). The external secondary shut-off valve (82) is located outside the corresponding set of doors or outside the vehicle body; the internal secondary shut-off valve (83) is located outside the corresponding set of doors or outside the vehicle body.

9. A multi-level bus door emergency control and response system according to claim 6, characterized in that, It also includes a vehicle speed monitoring unit (9) for monitoring the real-time vehicle speed. The connecting pipe between the main air source (3) and the main input terminal (21) of the switching unit (2) also includes a second main pipe (73). One end of the second main pipe (73) is connected to the first main pipe (71), and the connection point is located on the pipeline between the main shut-off valve (81) and the output terminal of the main air source (3), or connected to the output terminal of the main air source (3). The other end of the second main pipe (73) is connected to the supplementary air input terminal (231) on all main control valves (23). The main control valves (23) and the vehicle speed monitoring unit (9) are configured as follows: When the switching unit (2) is in the first working state: When the vehicle's real-time speed is greater than the set safe door opening speed, the air supply input terminals (231) on all main control valves (23) are opened, so that the second main pipeline (73) is connected to the corresponding air supply and closing interface (12) through the main control valve (23); When the real-time vehicle speed is less than or equal to the set safe door opening speed, the air supply input terminals (231) on all main control valves (23) are closed; When the switching unit (2) is in the second working state: All air supply input terminals (231) on the main control valves (23) are closed.

10. A multi-level bus door emergency control and response system according to claim 6, characterized in that, Each secondary pipeline (72) is also equipped with a pressure reducing valve (100) and a low-pressure alarm (101).

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