A reversing seat for rail transit and a reversing method thereof

Abstract

This invention relates to the field of in-vehicle devices for rail transit vehicles, and in particular to a reversing seat for rail transit and its reversing method. The base assembly is fixedly mounted on the side wall of the rail transit vehicle. A conversion device is installed under each seat assembly. A first locking component is installed on the bottom surface of the seat assembly, a second locking component is installed on the unlocking component, and the unlocking component is installed on the base assembly and connected to the locking component. The equipped locking device has basic locking, reliable load-bearing, and automatic locking functions. It not only has sufficient load-bearing strength, but also has a rapid response to the automatic locking function, eliminating the need for cumbersome manual operation and improving the stability and safety of the seat after reversing. The conversion device simplifies the overall structural design, eliminates the need for ultra-long stroke drive components, effectively reduces its own space occupation, and flexibly realizes the overall or backrest reversing adjustment. When the passenger flow is high, it can be adjusted to a longitudinal arrangement, and when the passenger flow is low, it can be adjusted to a transverse arrangement, improving the utilization rate of the carriage space.

Description

Technical Field

[0001] This invention relates to the field of in-vehicle devices for rail transit vehicles, and in particular to a reversing seat for rail transit and a reversing method thereof. Background Technology

[0002] As a convenient and efficient public transportation tool, the comfort, practicality, and operational reliability of the seats in rail transit vehicles directly affect the passenger experience and the operational efficiency of the vehicles. Among them, reversible seats, which can flexibly adjust their orientation according to the vehicle's direction of travel and changes in passenger flow, can effectively improve the utilization of carriage space and enhance the passenger experience. They have been widely used in various types of rail transit vehicles, such as high-speed trains, subways, and light rails, becoming one of the core interior components of rail transit vehicles.

[0003] The core functions of a steering seat rely on its reversing mechanism and locking device. The rationality of their structural design, operational reliability, and overall performance directly determine the steering seat's effectiveness, lifespan, passenger safety, and ease of use, and are crucial to ensuring the seat functions properly. However, current rail transit steering seats have several shortcomings in their reversing mechanisms and locking devices, specifically as follows: I. Regarding locking devices, existing products often suffer from limited functionality and insufficient overall performance: 1. Some locking devices can only achieve basic locking functions and lack reliable load-bearing capacity. When rail transit vehicles are running at high speed, undergoing emergency braking, or when passengers frequently lean on them, the locking structure is prone to deformation and loosening, or even unexpected unlocking, posing serious safety hazards. 2. Some locking devices are cumbersome to operate, which not only increases the workload of the crew, but also makes it easy for improper operation to cause the locking to fail in the event of passengers changing direction, which further aggravates the safety risks and cannot meet the needs of efficient and convenient operation of rail transit vehicles. 3. Some locking devices attempt to achieve automatic locking, but their structural design is unreasonable, the automatic locking response is lagging, and the load-bearing strength is insufficient. It is difficult to balance the reliability of locking and the stability of the structure, and cannot meet the long-term, high-frequency turning and load-bearing requirements of rail transit seats.

[0004] Second, regarding the reversing mechanism, existing products often employ complex multi-link transmission structures, multi-stage gear meshing structures, or hydraulic / pneumatic drive structures to achieve smooth seat reversing and precise positioning, which have many drawbacks: 1. The large number of parts and complex assembly process increases production costs and assembly difficulty, and also has problems such as large transmission clearance, easy jamming, and rapid wear. 2. The need to design ultra-long stroke drive components to meet the movement range requirements of seat reversal results in excessively long drive stroke and further increases the space occupied, making it difficult to adapt to the narrow interior cavity of rail vehicles. In addition, ultra-long stroke drive components have poor stress stability and insufficient rigidity, making them prone to deformation and damage, which further affects the reliability of the mechanism. 3. Complex structures not only occupy a large amount of space, making it difficult to fit into the narrow installation space inside rail transit vehicle carriages, but also restrict the optimization design of the overall seat structure due to structural redundancy, which is not conducive to the efficient use of carriage space. 4. The increased number of transmission links due to the complex structure will further aggravate wear and tear between components, shorten the service life of the mechanism, and require precise alignment of multiple transmission nodes and control of fit clearances during assembly. This places extremely high demands on the professional skills of operators, is prone to assembly deviations, and is time-consuming. In daily operation, the complex transmission logic and cumbersome steps are prone to operator errors, and troubleshooting is difficult. During later maintenance and repair, multiple components need to be disassembled to troubleshoot and replace worn parts, which is not only time-consuming and labor-intensive, but also prone to damage to related components due to improper disassembly and installation, further increasing vehicle operation and maintenance costs and personnel operation risks. Summary of the Invention

[0005] The technical problem to be solved by the present invention is to provide a reversing seat for rail transit and a reversing method thereof in order to solve the problems existing in the prior art described in the background.

[0006] The technical solution adopted by this invention to solve its technical problem is: a reversing seat for rail transit, comprising: The base assembly is fixedly mounted on the side wall of the rail transit vehicle, and the bottom of the base assembly is connected to the vehicle floor. The length direction of the base assembly is consistent with the length direction of the rail transit vehicle. Several sets of seat assemblies; Several conversion devices are installed under each seat assembly to change the orientation of the corresponding group of seat assemblies; The locking device includes a locking component and an unlocking component. The locking component includes a first locking component and a second locking component. The first locking component is installed on the bottom surface of the seat assembly and is used to lock the seat assembly onto the base assembly after the seat assembly has been reversed. The second locking component is installed on the unlocking component to lock the conversion device and prevent the conversion device from shaking after being locked. The unlocking component, installed on the base assembly and connected to the locking component, unlocks the locking component to allow the seat assembly to be reversed. Precise locking is achieved through the cooperation of the first and second locking components, automatically triggering the locking mechanism without manual intervention, which reduces the workload of operators and avoids operational errors. When unlocking, the unlocking component unlocks both sets of seats simultaneously, comprehensively improving operational efficiency.

[0007] Furthermore, the conversion device includes: A supporting connecting rod is rotatably mounted at one end on a base assembly to form a fixed rotation point A. A main shaft seat is mounted on the base assembly. The supporting connecting rod is mounted on the main shaft seat via a linkage main shaft. The two linkage main shafts are connected by a gearbox assembly to achieve steering linkage between the two conversion devices. The load-bearing swing arm has one end mounted on the seat assembly and the other end connected to the other end of the load-bearing linkage to form the swing arm rotation point B. The support rail is mounted on the base assembly. The guide direction of the support rail is parallel to the length direction of the base assembly. The support rail extends along the length direction of the base assembly. The extended end of the support rail is equipped with a lower bearing bracket. The seat assembly is connected to the support rail through the lower bearing bracket to form a dynamic rotation point C. The bearing connecting rod, bearing swing arm and bearing guide rail together form a crank-slider mechanism, which converts the operator's pulling action into the positional movement of the seat surface assembly of the reversing seat, and precisely constrains the motion trajectory of the seat surface assembly of the reversing seat. The load-bearing guide rail includes: A primary sliding assembly includes a primary slider and a primary slide rail. The primary slider is mounted on the base assembly, and the primary slide rail and the primary slider are in sliding engagement. A secondary sliding assembly includes a secondary slider and a secondary slide rail. The secondary slide rail is installed opposite to the primary slide rail, and the secondary slider and the secondary slide rail are in sliding engagement. A lower bearing bracket is installed at the extended end of the secondary slider. The output slider assembly includes a first rack, a second rack, and a gear. The gear is rotatably mounted on the top surface formed by the first-stage sliding assembly and the second-stage sliding assembly through a gear seat. The first rack is mounted on the second-stage slider, and the second rack is mounted on the base assembly. The first rack, the gear, and the second rack mesh with each other in sequence. The short-stroke design of the three-level load-bearing guide rail significantly reduces installation space, eliminates the need for extra-long drive stroke, adapts to the narrow interior of rail transit vehicles, and improves the utilization rate of carriage space.

[0008] Furthermore, the first locking component initially locks the seat assembly, including: The spring lock has its mounting end connected to the linkage of the unlocking component, and its working end faces the bottom surface of the seat assembly. The lock sleeve is mounted on the base assembly and fitted onto the lock body of the spring lock; The latching assembly is mounted on the bottom surface of the seat assembly and includes a first latch and a second latch, which are located at opposite ends of the bottom surface of the seat assembly. Among them, the lock sleeve and the latch assembly have a latch that works together to form an anti-rollover structure.

[0009] Furthermore, the lock sleeve includes a mounting block, the mounting block has a recessed center and a third mounting hole, the spring lock is installed in the third mounting hole, and both sides of the mounting block are provided with outwardly extending wedge blocks to achieve gapless self-locking and fastening, thereby improving load-bearing capacity.

[0010] Furthermore, both the first and second latches include a latch body, which has a locking hole that cooperates with the spring lock. The latch body also has a guide block that compresses and guides the working end of the spring lock. The lower end of the latch body has a wedge groove, and the wedge block in the lock sleeve is inserted into the wedge groove to prevent the reversing seat from tipping over and to meet the seat load-bearing requirements.

[0011] Furthermore, the second locking component further restricts the load-bearing link to prevent it from wobbling and ensure the stability of the seat assembly, including: The linkage fork has one end fitted onto the linkage lock shaft of the unlocking component, and the other end has a fork opening. The drive block is located near the linkage fork. One end of the drive block is sleeved on the linkage lock shaft of the unlocking component, and the other end has a toggle opening. The lower locking pin includes a lock housing and a lower locking tongue. The lock housing is mounted on the main shaft seat of the base assembly, and the lower locking tongue is sleeved inside the lock housing. The lower end of the lower locking tongue is mounted on the linkage fork via a pin shaft, and the working end of the lower locking tongue is directly opposite the locking hole opened on the bearing connecting rod of the conversion device. A cylindrical pin is installed on the side of the linkage fork and extends into the actuation port. The drive block moves the cylindrical pin to drive the lower latch lock downward to unlock.

[0012] Furthermore, the unlocking components include: The linkage shift fork assembly is mounted on the base assembly and is set along the length of the base assembly to unlock both sets of seat assemblies simultaneously. Two locking links are respectively installed at both ends of the linkage shift fork assembly; The linkage rod has one end connected to the spring lock in the first locking assembly, and the other end connected to the locking linkage rod; The longitudinal unlocking pedal is located along the length of the base assembly and is used to unlock the longitudinally arranged seat assembly; The lateral unlocking pedal is located in the width direction of the base assembly and is used to unlock the horizontally arranged seat assembly. The working end of the lateral unlocking pedal faces the side of the locking rod.

[0013] Furthermore, the longitudinal unlocking pedal includes: The longitudinal pedal body has a foot pedal end at one end and a connecting lug and a connecting block at the other end. The vertical cross-sectional shape of the connecting block is triangular. The oblique waist hole is formed on the plate surface of the connecting block and is set along the oblique side of the connecting block. It is used to provide a range of motion for the intermediate locking linkage when the horizontal unlocking pedal is unlocked, so as to prevent the longitudinal unlocking pedal from being driven to work. The first mounting hole, which passes through the connecting lug and the connecting block, is used to allow the pin to pass through and to mount the longitudinal unlocking pedal on the base assembly; The middle locking link has one end movably mounted in the inclined waist hole via a pin, and this end slides in the inclined waist hole. The other end is equipped with a small locking link, which holds the linkage locking shaft in the linkage fork assembly.

[0014] Furthermore, the lateral unlocking pedal includes: The horizontal pedal body has a foot pedal end at one end and a connecting rod at the other end; The second mounting hole is provided on the connecting rod for the pin to pass through and for mounting the lateral unlocking pedal on the base assembly; The toggle block is located at the lower end of the connecting rod, facing the side of the locking rod. When toggled, the toggle block engages with the unlocking rod on the locking rod, unlocking the first locking component. It can unlock without affecting the lateral pedal body when the longitudinal pedal body is unlocked. It is a separate entity from the longitudinal pedal body, perfectly adapting to the longitudinal and lateral switching scenarios.

[0015] A reversing method for a reversing seat in rail transit, comprising a reversing seat for rail transit as described in any of the above claims, comprising the following specific steps: Step 1: The operator steps on the unlocking pedal, which pulls the unlocking component to rotate, thereby pulling the connected spring lock downwards. At the same time, one of the latches in the latch assembly separates from the lock sleeve, completing the unlocking of the first locking component. Step 2: As the unlocking component rotates, it also causes the lower locking tongue in the second locking component to move downward, thus completing the unlocking of the second locking component; Step 3: The operator places their hand in the hand latch slot under the seat assembly of the reversing seat and applies a pulling force; under the action of the pulling force, the seat assembly reverses through the conversion device until the spring lock, the lock sleeve and another latch in the latch assembly engage, and the seat assembly is locked. Step 4: At the same time, the second locking component is inserted into the lock hole opened on the bearing link under the action of the spring, completing the locking of the bearing link, thereby completing the reversing locking of a set of chair seat assemblies; Step 5: Repeat the above steps to complete the reversing lock of the other seat assembly, thereby completing the reversing of the entire reversing seat.

[0016] The beneficial effects of this invention are: 1. The locking device equipped with this invention has the functions of basic locking, reliable load bearing and automatic locking. It not only has sufficient load bearing strength to effectively resist the forces brought about by high-speed train operation, emergency braking and frequent passenger leaning, avoiding deformation, loosening and unexpected unlocking of the locking structure; at the same time, the automatic locking function responds quickly and does not require cumbersome manual operation, which reduces the workload of the crew and avoids the problem of incomplete locking caused by improper operation by passengers or staff. It fundamentally improves the stability and riding safety after the seat turns, and meets the efficient and convenient operation needs of rail transit vehicles. 2. The conversion device of the present invention simplifies the overall structural design, reduces the number of parts, lowers manufacturing costs and assembly difficulty, and avoids problems such as large transmission clearance, easy jamming, and rapid wear caused by complex structures. In addition, the optimized conversion device does not require ultra-long stroke drive components, effectively reducing its own space occupation, adapting to the narrow installation space of rail transit vehicle carriages, and the drive components are more stable under force and have stronger rigidity, making them less prone to deformation and damage, thus extending the service life of the device. At the same time, the simplified structure also reduces the difficulty of assembly, daily operation and subsequent inspection and maintenance, reduces the time spent on assembly deviation, operation errors and fault diagnosis, avoids damage to related components during disassembly and installation, and further reduces vehicle operation and maintenance costs and personnel operation risks. 3. This invention allows for flexible adjustment of the overall or backrest orientation. When passenger flow is high, it can be adjusted to a longitudinal arrangement to ensure ample passage space in the carriage and improve passenger flow efficiency. When passenger flow is low, it can be adjusted to a transverse arrangement to ensure that passengers face the same direction as the train, avoiding dizziness and discomfort caused by riding in the opposite direction, and significantly improving riding comfort. At the same time, the optimized design of the conversion device and locking device reduces structural redundancy, provides space for the overall optimization of the seat structure, further improves the efficient utilization of carriage space, and adapts to the usage needs of various rail transit vehicles. Attached Figure Description

[0017] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0018] Figure 1 This is a schematic diagram of the structure of the present invention; Figure 2 This is the present invention. Figure 1 A structural diagram from another direction; Figure 3 This is a schematic diagram of the rear view structure of the present invention; Figure 4 This is a bottom-view structural diagram of the present invention; Figure 5 This is a schematic diagram of the locking device of the present invention; Figure 6 This is a schematic diagram of the structure of the second locking component of the present invention; Figure 7 This is a schematic diagram of the structure of the locking sleeve of the present invention; Figure 8 This is a schematic diagram of the structure of the first locking latch of the present invention; Figure 9 This is a schematic diagram of the structure of the second locking mechanism of the present invention; Figure 10 This is a schematic diagram of the longitudinal unlocking pedal of the present invention; Figure 11 This is a schematic diagram of the structure of the longitudinal unlocking pedal of the present invention in another direction; Figure 12 This is a schematic diagram of the structure of the horizontal unlocking pedal of the present invention; Figure 13 This is a schematic diagram of the conversion device of the present invention; Figure 14 This is a schematic diagram of the structure of the bearing guide rail and the lower bearing bracket of the present invention. Figure 15 This is a schematic diagram of the conversion device of the present invention mounted on the base assembly; Figure 16 This is a schematic diagram of the working state of the present invention; In the diagram: 100, base assembly; 101, spindle seat; 200. Seat assembly; 300. Conversion device; 1. Load-bearing connecting rod; 2. Load-bearing swing arm; 3. Load-bearing guide rail; 31. Primary sliding assembly; 311. Primary slider; 312. Primary slide rail; 32. Secondary sliding assembly; 321. Secondary slider; 322. Secondary slide rail; 33. Output slider assembly; 331. First rack; 332. Second rack; 333. Gear; 34. Movable decorative panel; 4. Lower bearing bracket; 41. Rotating shaft; 5. Leaving slot; 400. Locking device; 6. First locking component; 61. Spring lock; 62. Lock sleeve; 621. Mounting block; 622. Third mounting hole; 623. Wedge block; 63. Locking assembly; 631. First lock; 632. Second lock; 633. Locking hole; 634. Guide block; 635. Wedge groove; 7. Unlock components; 71. Linkage shift fork assembly; 711. Linkage lock shaft; 712. Linkage drive linkage; 713. Linkage lock shaft assembly; 72. Locking lever; 721. Unlocking lever; 73. Linkage rod; 74. Longitudinal unlocking pedal; 741. Longitudinal pedal body; 742. Connecting lug; 743. Connecting block; 744. Angled waist hole; 745. First mounting hole; 746. Intermediate locking rod; 747. Small locking rod; 75. Lateral unlocking pedal; 751. Lateral pedal body; 752. Connecting rod; 753. Second mounting hole; 754. Actuating block; 76. Unlock the bearing seat; 8. Gearbox assembly; 9. Second locking component; 91. Linkage fork; 911. Fork opening; 92. Drive block; 921. Actuation port; 93. Lower bolt lock; 931. Lock housing; 932. Lower bolt; 94. Cylindrical pin. Detailed Implementation

[0019] The present invention will now be described in further detail with reference to the accompanying drawings. These drawings are simplified schematic diagrams, illustrating only the basic structure of the invention, and therefore only show the components relevant to the invention.

[0020] like Figures 1-16 A reversing seat for rail transit, as shown, includes: The base assembly 100 is fixedly installed on the side wall of the rail transit vehicle. The bottom of the base assembly 100 is connected to the vehicle floor. The length direction of the base assembly 100 is consistent with the length direction of the rail transit vehicle. Several sets of seat assemblies, 200; Several conversion devices 300 are installed under each seat assembly 200 to change the orientation of the corresponding group of seat assemblies 200; The locking device 400 includes a locking component and an unlocking component 7. The locking component includes a first locking component 6 and a second locking component 9. The first locking component 6 is installed on the bottom surface of the seat assembly 200 and is used to lock the seat assembly 200 onto the base assembly 100 after the seat assembly 200 has been reversed. The second locking component 9 is installed on the linkage locking shaft 711 of the unlocking component 7 to lock the bearing link 1 of the conversion device 300 and prevent the bearing link 1 of the conversion device 300 from shaking after locking. Unlocking component 7 is installed on base assembly 100 and connected to locking component. Unlocking the locking component allows seat assembly 200 to be reversed.

[0021] After the seat assembly 200 is turned, it is precisely locked by the cooperation of the first locking component 6 and the second locking component 9, and the locking mechanism is automatically triggered without manual intervention. This reduces the workload of operators and avoids operational errors. In addition, when unlocking, the unlocking component 7 unlocks both seat assemblies 200 at the same time, which comprehensively improves operational efficiency.

[0022] like Figure 5 As shown, the first locking component 6 includes: Spring lock 61, the mounting end of spring lock 61 is connected to the linkage rod 73 of unlocking component 7, and its working end faces the bottom surface of seat assembly 200; like Figure 7 As shown, the lock sleeve 62 is mounted on the base assembly 100 and fitted onto the lock body of the spring lock 61. The lock sleeve 62 includes a mounting block 621, which has a recessed center and a third mounting hole 622. The spring lock 61 is installed in the third mounting hole 622. Both sides of the mounting block 621 are provided with outwardly extending wedge blocks 623. The latch assembly 63 is installed on the bottom surface of the seat assembly 200 and includes a first latch 631 and a second latch 632. The first latch 631 and the second latch 632 are located at opposite ends of the bottom surface of the seat assembly 200. Both the first latch 631 and the second latch 632 include a latch body. The latch body has a locking hole 633 that cooperates with the spring lock 61. The latch body also has a guide block 634 that compresses and guides the working end of the spring lock 61. The lower end of the latch body has a wedge groove 635. The wedge block 623 in the lock sleeve 62 is inserted into the wedge groove 635. Among them, the locking sleeve 62 and one of the locking buckles in the locking assembly 63 cooperate to form an anti-tipping structure, which is used to prevent the seat assembly 200 after locking from bearing the load and to prevent it from tipping over.

[0023] In addition, such as Figure 8 The first latch 631 shown is used to prevent rollover when the seat is arranged longitudinally in a reverse orientation. like Figure 9 The second latch 632 shown is used to prevent rollover when the seat is arranged laterally.

[0024] When arranged longitudinally, the spring lock 61 engages with the first latch 631, but has no locking relationship with the second latch 632; When arranged horizontally, the spring lock 61 engages with the second latch 632, but has no locking relationship with the first latch 631.

[0025] The spring lock 61 works in conjunction with the first latch 631 / second latch 632 to prevent tipping, meet the load-bearing requirements of the reversing seat, prevent the reversing seat from shaking, and is not easily deformed or loosened under long-term high-frequency use, significantly extending the equipment's lifespan, reducing maintenance and replacement costs, and ensuring driving safety and passenger safety.

[0026] like Figure 6 As shown, the second locking component 9 includes: The linkage fork 91 has one end sleeved on the linkage locking shaft 711 of the unlocking component 7, and the other end has a fork opening 911. The drive block 92 is located near the linkage fork 91. One end of the drive block 92 is sleeved on the linkage lock shaft 711 of the unlocking component 7, and the other end has a toggle port 921. The lower pin lock 93 includes a lock housing 931 and a lower locking tongue 932. The lock housing 931 is mounted on the main shaft seat 101 of the base assembly 100, and the lower locking tongue 932 is sleeved inside the lock housing 931. The lower end of the lower locking tongue 932 is mounted on the linkage fork 91 through a pin. The working end of the lower locking tongue 932 is directly opposite the lock hole opened on the bearing connecting rod 1 of the conversion device 300. A cylindrical pin 94 is installed on the side of the linkage fork 91 and extends into the actuation port 921. The drive block 92 drives the lower pin lock 93 to move downward and unlock by actuating the cylindrical pin 94.

[0027] like Figure 5 As shown, unlocking component 7 includes: The linkage shift fork assembly 71 is mounted on the base assembly 100. The linkage shift fork assembly 71 is set along the length of the base assembly 100 to unlock two sets of seats simultaneously. Two locking links 72 are respectively installed at both ends of the linkage shift fork assembly 71; Linkage rod 73, one end of which is connected to spring lock 61 in first locking assembly 6, and the other end of which is connected to locking link 72. Linkage rod 73 is hinged to one end of unlocking shaft seat 76, and the other end of unlocking shaft seat 76 is mounted on base assembly 100. The longitudinal unlocking pedal 74 is located along the length of the base assembly 100 and is used to unlock the longitudinally arranged seat assembly 200. The lateral unlocking pedal 75 is set in the width direction of the base assembly 100 and is used to unlock the horizontally arranged seat assembly 200. The working end of the lateral unlocking pedal 75 faces the side of the locking rod 72.

[0028] One of the unlocking pedals is in use while the other is in a vertical position (i.e., not in use), and the appropriate choice is made based on the orientation of the seat assembly 100.

[0029] like Figure 5 As shown, the linkage shift fork assembly 71 includes: Linkage locking shaft 711, Two linkage drive links 712 are respectively installed at both ends of the linkage lock shaft 711 and connected to the lock link 72; The linkage lock shaft assembly 713 is mounted on the shaft of the linkage lock shaft 711, and the linkage shift fork assembly 71 is mounted on the base assembly 100 of the reversing seat through it.

[0030] like Figures 10-11 As shown, the longitudinal unlocking pedal 74 includes: The longitudinal pedal body 741 has a foot pedal end at one end and a connecting lug 742 and a connecting block 743 at the other end. The vertical cross-sectional shape of the connecting block 743 is triangular. An oblique waist hole 744 is formed on the plate surface of the connecting block 743 and is set along the oblique side of the connecting block 743. It is used to provide a range of motion for the intermediate locking rod 746 when the transverse unlocking pedal 75 is unlocked, so as to prevent the longitudinal unlocking pedal 74 from being driven to work. A first mounting hole 745 is provided, which passes through the connecting lug 742 and the connecting block 743, for the pin to pass through and for mounting the longitudinal unlocking pedal 74 on the base assembly 100. The intermediate locking link 746 has one end movably mounted in the inclined waist hole 744 via a pin, and this end slides in the inclined waist hole 744. The other end is equipped with a small locking link 747, which holds the linkage locking shaft 711 in the locking linkage shift fork assembly 71.

[0031] like Figure 12 As shown, the lateral unlocking pedal 75 includes: The transverse pedal body 751 has a foot pedal end at one end and a connecting rod 752 at the other end. The second mounting hole 753 is provided on the connecting rod 752 for the pin to pass through and for mounting the lateral unlocking pedal 75 on the base assembly 100. A toggle block 754 is located at the lower end of the connecting rod 752. The toggle block 754 faces the side of the locking rod 72. When toggled, the toggle block 754 engages with the unlocking rod 721 on the locking rod 72, thereby unlocking the first locking component 6.

[0032] like Figures 13-15 As shown, the conversion device 300 includes: The supporting connecting rod 1 is rotatably mounted on the main shaft seat 101 of the base assembly 100 to form a fixed rotation point A. The main shaft seat 101 is mounted on the base assembly 100. The supporting connecting rod 1 is mounted on the main shaft seat 101 via the linkage main shaft (that is, at the fixed rotation point A). The two linkage main shafts are connected by the gearbox assembly 8 to realize the steering linkage of the two conversion devices 300. In addition, a locking hole is provided on the bottom surface of the bearing link 1, which is used to lock the bearing link 1 through the second locking component after the reversal is completed, so as to prevent the bearing link 1 from shaking.

[0033] The supporting swing arm 2 has one end mounted on the seat assembly 200 and the other end connected to the other end of the supporting connecting rod 1 to form the swing arm rotation point B. The supporting swing arm 2 is installed at the center of the bottom surface of the seat assembly 200 and is perpendicular to the bottom plane of the seat assembly 200. The sum of the length L3 of the supporting swing arm 2 and the length L4 of the supporting connecting rod 1 is equal to the total length L2 of the seat assembly 100.

[0034] The load-bearing guide rail 3 has stable driving force and strong rigidity, ensuring force performance, extending the service life of the mechanism, and adapting to the long-term high-frequency reversing requirements of vehicles. It is installed on the base assembly 100. The guiding direction of the load-bearing guide rail 3 is parallel to the length direction of the base assembly 100. The load-bearing guide rail 3 extends along the length direction of the base assembly 100. The extended end of the load-bearing guide rail 3 is equipped with a lower bearing bracket 4. The seat assembly 200 is connected to the load-bearing guide rail 3 through the lower bearing bracket 4 to form a dynamic rotation point C.

[0035] The crank-slider mechanism is formed by the supporting connecting rod 1, the supporting swing arm 2, and the supporting guide rail 3. This simplifies the structure, eliminates complex transmission structures, reduces the number of parts, simplifies assembly and maintenance operations, and reduces manufacturing and operation and maintenance costs. At the same time, it eliminates the need to design extra-long drive components, optimizes drive reliability, simplifies the structure, reduces transmission nodes, reduces the probability of jamming, failure and other malfunctions, and improves reliability.

[0036] The seat assembly 200 has an opening on its bottom surface, and a pivot bracket assembly is installed in the opening. The pivot 41 in the lower bearing bracket 4 is inserted into the pivot bracket assembly.

[0037] like Figure 14 As shown, the load-bearing guide rail 3 is a three-stage telescopic load-bearing rail, achieving a large stroke amplification ratio, good stability and synchronization, ensuring that the reversing seats can smoothly switch between longitudinal and lateral arrangements, meeting core usage requirements and improving passenger comfort. The short-stroke design of the load-bearing guide rail 3 significantly reduces installation space, eliminating the need for extra-long drive strokes, adapting to the narrow interior of rail transit vehicles, and improving the utilization rate of carriage space. The load-bearing guide rail 3 includes: The primary sliding assembly 31 includes a primary slider 311 and a primary slide rail 312. The primary slider 311 is mounted on the base assembly 100, and the primary slide rail 312 slides in a sliding fit with the primary slider 311. The secondary sliding assembly 32 includes a secondary slider 321 and a secondary slide rail 322. The secondary slide rail 322 is installed opposite to the primary slide rail 312. The secondary slider 321 and the secondary slide rail 322 are in sliding engagement. The lower bearing bracket 4 is installed at the extended end of the secondary slider 321. The output slider assembly 33 includes a first rack 331, a second rack 332, and a gear 333. The gear 333 is rotatably mounted on the top surface formed by the first-stage sliding assembly 31 and the second-stage sliding assembly 32 after being assembled via a gear seat. The first rack 331 is mounted on the second-stage slider 321, and the second rack 332 is mounted on the base assembly 100. The first rack 331, the gear 333, and the second rack 332 mesh with each other in sequence.

[0038] In this device, the second rack 332 in the two sets of conversion devices 300 is disposed on the same mounting strip, and the second rack 332 in the two sets of conversion devices 300 is disposed on two opposite sides of the mounting strip, and the two second racks 332 partially overlap in space.

[0039] In addition, the central axis of gear 333 is flush with the center line of symmetry of the two seat assembly 100; the total length L2 of seat assembly 100 is twice the width D1 of seat assembly 100. The total length L1 of the extended support rail 3 is equal to the total length L2 of the seat assembly 100.

[0040] like Figure 13 and Figure 14 As shown, the extended ends of the primary sliding assembly 31 and / or the secondary sliding assembly 32 are equipped with movable decorative plates 34, which move synchronously with the movement of the support guide rail 3.

[0041] like Figure 1 As shown, both sides of the bottom surface of the seat assembly 100 are provided with clearance grooves 5, and the width W1 of the clearance grooves 5 is equal to the width W2 of the movable decorative panel 34. The surface of the movable decorative panel 34 is flush with the surface of the surrounding panel of the chair seat assembly 100.

[0042] A reversing method for a reversing seat in rail transit, comprising a reversing seat for rail transit as described in any one of the above claims, comprising the following specific steps: Step 1: The operator steps on the unlocking pedal, which pulls the unlocking component 7 to rotate, thereby pulling the connected spring lock 61 downward. At the same time, one of the latches in the latch component 63 separates from the lock sleeve 62, completing the unlocking of the first locking component 6. Step 2: As the unlocking component 7 rotates, it also causes the lower locking tongue 932 in the second locking component 9 to move downward, thus completing the unlocking of the second locking component 9; Step 3: The operator places his hand in the hand buckle slot under the seat assembly 100 and applies a pulling force; under the action of the pulling force, the seat assembly 200 is reversed through the conversion device 300 until the spring lock 61, the lock sleeve 62 and another lock in the lock assembly 63 are engaged to complete the locking of the seat assembly 200. Step 4: At the same time, the second locking component 9 is inserted into the lock hole opened on the bearing link 1 under the action of the spring, and the bearing link 1 is locked, thereby completing the reversing lock of a set of seat assembly 200; Step 5: Repeat the above steps to complete the reversing lock of the other seat assembly 200, thereby completing the reversing of the entire reversing seat.

[0043] The reversible seating system comprises four seats as a single system, capable of switching between two states: two seats per group, which can be arranged longitudinally (in the direction of vehicle travel) or laterally back-to-back. The movement of the two seat assemblies 200 is designed to be either linked or independent. The unlocking method will be designed later based on actual needs, and may be a manual pull-type mechanism.

[0044] Specific work process: Figure 16 (a) is a schematic diagram of the longitudinal position. Figure 16 (b) is a schematic diagram of the horizontal (back-to-back) layout, as shown below. Figure 16 As shown in (a), the reversing seats are currently in a longitudinal arrangement. Taking this position as the initial state, the longitudinal arrangement is shifted to a lateral (back-to-back) arrangement (as shown in the image). Figure 16 (b) shows the conversion; Unlock Action: Step 1: The operator steps on the longitudinal unlocking pedal 74 and pulls it down to release the locking state of the reversing seat. The longitudinal unlocking pedal 74 drives the linkage fork assembly 71 to rotate via the intermediate locking link 746 and the small locking link 747 (rotation direction as follows). Figure 5 (as shown); At the same time, when the longitudinal unlocking pedal 74 is working, the lateral unlocking pedal 75 is still in the vertical state (non-working state), and the toggle block 754 of the lateral unlocking pedal 75 is separated from the unlocking lever 721 and has no effect on the lateral unlocking pedal 75. Step 2: The linkage fork assembly 71 rotates (towards the vehicle floor), driving the locking linkage 72 to move upward, thereby causing the linkage linkage 73 to tilt downward, which in turn pulls the spring lock 61 downward, completing the unlocking of the first locking component 6; Step 3: At the same time, when the linkage shift fork assembly 71 rotates, it also drives the drive block 92 to rotate toward the vehicle floor. The drive block 92 applies a downward force to the cylindrical pin 94, thereby driving the linkage shift fork 91, which is mounted on the cylindrical pin 94, to rotate toward the vehicle floor as well, pulling down the lower locking tongue 932 to complete the unlocking of the second locking component 9. Step 4: The operator places their hand in the hand buckle slot below the seat assembly 200 and applies pull force; Step 5: Under the action of the tension, the bearing connecting rod 1 rotates around the fixed rotation point A, thereby driving the bearing swing arm 2 to rotate around the swing arm rotation point B, so that the seat assembly 200 changes from a longitudinal arrangement to a transverse (back-to-back) arrangement. At the same time, under the linkage of the gearbox assembly 8, the two sets of seat assemblies 200 change simultaneously. Step 6: At the same time, the seat assembly 200 drives the bearing guide rail 3 to retract via the lower bearing bracket 4. Specifically, the seat assembly 200 pushes the secondary slider 321 in the secondary sliding component 32 to slide along the secondary slide rail 322 toward the middle position of the base assembly 100 via the lower bearing bracket 4. At the same time, the secondary slider 321 drives the first rack 331 to move synchronously. At this time, the first rack 331 is driven by the meshing transmission of the gear 333 to move linearly along the second rack 332 toward the middle position of the base assembly 100. like Figure 16 As shown, when the bearing bracket 4 contacts the side of the gear seat, the back of the seat assembly 200 is flush with the axis of the gear 333, and the reversing seat completes the conversion from longitudinal arrangement to transverse (back-to-back) arrangement. Meanwhile, the supporting connecting rod 1 and the supporting swing arm 2 are set vertically, and the swing arm rotation point B faces the inner cavity of the rail vehicle. Locking action: Step 7: During the conversion process, when the seat assembly 200 rotates close to the spring lock 61, the guide block 634 gradually applies compression to the working end of the spring lock 61 until the working end of the spring lock 61 is engaged in the corresponding locking hole 633. At the same time, the second latch 632 cooperates with the lock sleeve 62, and the wedge block 623 is inserted into the wedge groove 635 to form an anti-rollover structure. This anti-rollover structure can withstand the load requirements of the seat and realize the locking of the seat assembly 200. Step 8: In addition, after the conversion is in place, the second locking component 9, under the action of the spring, drives the lower locking tongue 932 of the lower latch lock 93 to extend and insert into the locking hole opened on the bearing linkage 1 of the reversing seat, thereby completing the locking of the bearing linkage 1 and thus completing the locking of a set of seat assembly 200. Step 9: Repeat steps 4 to 5 to change the orientation of the other set of seat assemblies 200. At this time, the two sets of seat assemblies 200 are arranged horizontally (back to back).

[0045] Transition from horizontal (back-to-back) layout to vertical layout: Unlock Action: Step 1: Pull down the foot pedal end of the lateral unlocking pedal 74, thereby causing the working end of the lateral unlocking pedal 75 to tilt upwards (e.g., Figure 5 As shown), the toggle block 754 and the unlocking lever 721 overlap. When the unlocking lever 721 is toggleed, the locking link 72 moves upward, thereby causing the linkage link 73 to tilt downward, pulling the spring lock 61 and completing the unlocking of the first locking component 6. At the same time, when the horizontal unlocking pedal 75 is working, the vertical unlocking pedal 74 is still in the vertical state (non-working state). The small locking link 747 and the middle locking link 746 move in the inclined waist hole 744, but do not act on the vertical unlocking pedal body 741. Step 2: Simultaneously, as the drive locking rod 72 moves upward, the locking rod 72 also drives the linkage fork assembly 71 to rotate towards the vehicle floor (e.g., Figure 5 As shown), the drive block 92 rotates toward the vehicle floor, and the drive block 92 applies a downward force to the cylindrical pin 94, thereby causing the linkage fork 91, which is mounted on the cylindrical pin 94, to also rotate toward the vehicle floor, pulling down the lower locking tongue 932 to complete the unlocking of the second locking component 9. Step 3: The operator places their hand in the hand buckle slot below the seat assembly 200 and applies pull force; Step 4: Under the action of tension, the bearing connecting rod 1 rotates around the fixed rotation point A, thereby driving the bearing swing arm 2 to rotate around the swing arm rotation point B, so that the seat assembly 200 changes from a horizontal (back-to-back) arrangement to a vertical arrangement. At the same time, under the linkage of the gearbox assembly 8, the two sets of seat assemblies 200 change simultaneously. Step 5: At the same time, the seat assembly 200 drives the bearing guide rail 3 to extend through the lower bearing bracket 4. Specifically, the seat assembly 200 pushes the secondary slider 321 in the secondary sliding component 32 to slide along the secondary slide rail 322 towards the outer end of the base assembly 100 through the lower bearing bracket 4. At the same time, the secondary slider 321 drives the first rack 331 to move synchronously. At this time, the first rack 331 is driven by the meshing transmission of the gear 333 to move linearly along the second rack 332 toward the outer end of the base assembly 100 until the total length L1 of the extended bearing guide rail 3 is equal to the total length L2 of the seat assembly 100, and the seat assembly 200 completes the conversion from a horizontal (back-to-back) arrangement to a vertical arrangement. Meanwhile, the load-bearing connecting rod 1 and the load-bearing swing arm 2 are vertically arranged, the load-bearing connecting rod 1 is parallel to the side wall of the rail transit vehicle, and the swing arm rotation point B faces the front of the rail transit vehicle. Locking action: Step 6: During the conversion process, when the seat assembly 200 rotates close to the spring lock 61, the guide block 634 gradually applies compression to the working end of the spring lock 61 until the working end of the spring lock 61 is engaged in the corresponding locking hole 633. At the same time, the first latch 631 cooperates with the lock sleeve 62, and the wedge block 623 is inserted into the wedge groove 635 to form an anti-rollover structure. This anti-rollover structure can withstand the load requirements of the seat and realize the locking of the seat assembly 200. Step 7: In addition, after the conversion is in place, the second locking component 9, under the action of the spring, drives the lower locking tongue 932 of the lower latch lock 93 to extend and insert into the locking hole opened on the bearing linkage 1 of the reversing seat, thereby completing the locking of the bearing linkage 1 and thus completing the locking of a set of seat assembly 200. Step 8: Repeat steps 4 to 5 to change the orientation of the other set of seat assemblies 200. At this time, the two sets of seat assemblies 200 are arranged longitudinally.

[0046] Based on the above-described preferred embodiments of the present invention, and through the foregoing description, those skilled in the art can make various changes and modifications without departing from the inventive concept. The technical scope of this invention is not limited to the contents of the specification, but must be determined according to the scope of the claims.

Claims

1. A reversing seat for rail transit, characterized in that: include: The base assembly (100) is fixedly installed on the side wall of the rail transit vehicle. The bottom of the base assembly (100) is connected to the vehicle floor. The length direction of the base assembly (100) is consistent with the length direction of the rail transit vehicle. Several sets of seat surface assemblies (200); Several conversion devices (300) are installed under each seat assembly (200) for reversing the seat assemblies (200) of the corresponding group; The locking device (400) includes a locking component and an unlocking component (7). The locking component includes a first locking component (6) and a second locking component (9). The first locking component (6) is mounted on the bottom surface of the seat assembly (200) and is used to lock the seat assembly (200) onto the base assembly (100) after the seat assembly (200) has been reversed. The second locking component (9) is installed on the unlocking component (7) to lock the conversion device (300) and prevent the locked conversion device (300) from shaking; The unlocking component (7) is installed on the base assembly (100) and connected to the locking component to unlock the locking component so that the seat assembly (200) can be reversed.

2. A reversing seat for rail transit according to claim 1, characterized in that: The conversion device (300) includes: The supporting connecting rod (1) is rotatably mounted on the base assembly (100) to form a fixed rotation point A. The base assembly (100) is equipped with a spindle seat (101). The supporting connecting rod (1) is mounted on the spindle seat (101) through the linkage spindle. The two linkage spindles are connected through the gearbox assembly (8) to realize the steering linkage of the two conversion devices (300). The supporting swing arm (2) has one end mounted on the seat assembly (200) and the other end connected to the other end of the supporting link (1) to form the swing arm rotation point B; The support rail (3) is mounted on the base assembly (100). The guide direction of the support rail (3) is parallel to the length direction of the base assembly (100). The support rail (3) extends along the length direction of the base assembly (100). The extended end of the support rail (3) is equipped with a lower bearing bracket (4). The seat assembly (200) is connected to the support rail (3) through the lower bearing bracket (4) to form a dynamic rotation point C. The crank-slider mechanism is formed by the supporting connecting rod (1), the supporting swing arm (2), and the supporting guide rail (3); The load-bearing guide rail (3) includes: The primary sliding assembly (31) includes a primary slider (311) and a primary slide rail (312). The primary slider (311) is mounted on the base assembly (100), and the primary slide rail (312) slides in cooperation with the primary slider (311). The secondary sliding assembly (32) includes a secondary slider (321) and a secondary slide rail (322). The secondary slide rail (322) is installed opposite to the primary slide rail (312). The secondary slider (321) and the secondary slide rail (322) slide together. The lower bearing bracket (4) is installed at the extended end of the secondary slider (321). The output slider assembly (33) includes a first rack (331), a second rack (332), and a gear (333). The gear (333) is rotatably mounted on the top surface formed by the first-stage sliding assembly (31) and the second-stage sliding assembly (32) through a gear seat. The first rack (331) is mounted on the second-stage slider (321), and the second rack (332) is mounted on the base assembly (100). The first rack (331), the gear (333), and the second rack (332) mesh with each other in sequence.

3. A reversing seat for rail transit according to claim 1, characterized in that: The first locking component (6) includes: Spring lock (61), the mounting end of spring lock (61) is connected to the linkage rod (73) of unlocking component (7), and its working end faces the bottom surface of seat assembly (200); Lock sleeve (62), which is mounted on base assembly (100) and fitted onto lock body of spring lock (61); The latch assembly (63) is mounted on the bottom surface of the seat assembly (200) and includes a first latch (631) and a second latch (632), with the first latch (631) and the second latch (632) located at opposite ends of the bottom surface of the seat assembly (200); Among them, the lock sleeve (62) and the latch assembly (63) cooperate to form an anti-rollover structure.

4. A reversing seat for rail transit according to claim 3, characterized in that: The lock sleeve (62) includes a mounting block (621), the mounting block (621) is recessed in the middle and has a third mounting hole (622), the spring lock (61) is installed in the third mounting hole (622), and there are outwardly extending wedge blocks (623) on both sides of the mounting block (621).

5. A reversing seat for rail transit according to claim 3, characterized in that: The first latch (631) and the second latch (632) both include a latch body. The latch body has a locking hole (633) that cooperates with the spring lock (61). The latch body also has a guide block (634) that compresses and guides the working end of the spring lock (61). The lower end of the latch body has a wedge groove (635). The wedge block (623) in the lock sleeve (62) is inserted into the wedge groove (635).

6. A reversing seat for rail transit according to claim 1, characterized in that: The second locking component (9) includes: The linkage fork (91) has one end sleeved on the linkage lock shaft (711) of the unlocking component (7), and the other end has a fork opening (911). The drive block (92) is located near the linkage fork (91). One end of the drive block (92) is sleeved on the linkage lock shaft (711) of the unlocking component (7), and the other end is provided with a toggle port (921). The lower latch lock (93) includes a lock housing (931) and a lower latch (932). The lock housing (931) is mounted on the main shaft seat (101) of the base assembly (100). The lower latch (932) is sleeved inside the lock housing (931). The lower end of the lower latch (932) is mounted on the linkage fork (91) through a pin. The working end of the lower latch (932) is directly opposite the lock hole opened on the bearing connecting rod (1) of the conversion device (300). A cylindrical pin (94) is installed on the side of the linkage fork (91) and extends into the actuation port (921). The drive block (92) drives the lower pin lock (93) to move downward and unlock by actuating the cylindrical pin (94).

7. A reversing seat for rail transit according to claim 1, characterized in that: The unlocking component (7) includes: A linkage shift fork assembly (71) is mounted on a base assembly (100) and is arranged along the length of the base assembly (100); Two locking links (72) are respectively installed at both ends of the linkage fork assembly (71); Linkage rod (73), one end of which is connected to the spring lock (61) in the first locking assembly (6), and the other end of which is connected to the locking link (72); A longitudinal unlocking pedal (74) is provided along the length of the base assembly (100) for unlocking the longitudinally arranged seat assembly (200); A lateral unlocking pedal (75) is set in the width direction of the base assembly (100) and is used to unlock the laterally arranged seat assembly (200). The working end of the lateral unlocking pedal (75) faces the side of the locking rod (72).

8. A reversing seat for rail transit according to claim 7, characterized in that: The longitudinal unlocking pedal (74) includes: The longitudinal pedal body (741) has a foot pedal end at one end and a connecting lug (742) and a connecting block (743) at the other end. The vertical cross-sectional shape of the connecting block (743) is triangular. An oblique waist hole (744) is formed on the plate surface of the connecting block (743) and is provided along the oblique side of the connecting block (743); A first mounting hole (745) is provided, which passes through the connecting lug (742) and the connecting block (743), for the pin to pass through and for the longitudinal unlocking pedal (74) to be mounted on the base assembly (100); The intermediate locking link (746) has one end movably installed in the inclined waist hole (744) by a pin, and this end slides in the inclined waist hole (744). The other end is equipped with a small locking link (747), which is connected to the linkage locking shaft (711) in the locking linkage shift fork assembly (71).

9. A reversing seat for rail transit according to claim 7, characterized in that: The lateral unlocking pedal (75) includes: The transverse pedal body (751) has a foot pedal end at one end and a connecting rod (752) at the other end. The second mounting hole (753) is provided on the connecting rod (752) for the pin to pass through and for mounting the transverse unlocking pedal (75) on the base assembly (100); A toggle block (754) is located at the lower end of the connecting rod (752), and the toggle block (754) faces the side of the locking rod (72).

10. A reversing method for a reversing seat in rail transit, comprising a reversing seat for rail transit as described in any one of claims 1 to 9, characterized in that: The specific steps are as follows: Step 1: The operator steps on the unlocking pedal, which pulls the unlocking component (7) to rotate, and then pulls the spring lock (61) connected to it downwards. At the same time, one of the latches in the latch component (63) separates from the lock sleeve (62), thus completing the unlocking of the first locking component (6). Step 2: As the unlocking component (7) rotates, it also causes the lower locking tongue (932) in the second locking component (9) to move downward, thus completing the unlocking of the second locking component (9); Step 3: The operator places his hand in the hand buckle slot under the seat assembly of the reversing seat and applies a pulling force; under the action of the pulling force, the seat assembly (200) is reversed through the conversion device (300) until the spring lock (61), the lock sleeve (62) and another lock in the lock assembly (63) are engaged to complete the locking of the seat assembly (200); Step 4: At the same time, the second locking component (9) is inserted into the lock hole opened on the bearing link (1) under the action of the spring, and the bearing link (1) is locked, thereby completing the reversing lock of a set of seat assembly (200); Step 5: Repeat the above steps to complete the reversing lock of the other seat assembly (200), thereby completing the reversing of the entire reversing seat.

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