Lifting type rail transit safety protective fence
By designing a lifting rail transit safety guardrail and using the lifting mechanism and guide mechanism to automatically manage the position of the barrier belt, the problem of the lack of safety guardrails on the high-speed rail station platform is solved and safety and efficiency are improved.
Patent Information
- Application Number
- CN202421318902.5
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-06-11
- Publication Date
- 2025-01-21
- Estimated Expiration
- 2034-06-11
AI Technical Summary
The lack of safety guardrails on the platforms of the existing high-speed rail stations makes it difficult to maintain passenger order and poses a major safety hazard.
Design a lifting type rail transit safety guardrail, including a symmetrically arranged frame body, an L-shaped frame body that can move up and down, a lifting mechanism and a guide mechanism. The driving motor drives the main shaft and auxiliary shaft to rotate to realize the lifting and lowering of the barrier belt. and mobile.
It realizes the automatic management of passenger order on the high-speed rail station platform, improves safety, reduces waste of manpower and material resources, and avoids the risk of passengers accidentally walking into dangerous areas.
Smart Images
Figure CN222372871U_ABST
Abstract
Description
Technical Field
[0001] The utility model belongs to the technical field of safety protection of high-speed railway stations, and in particular relates to a lifting type rail transit safety protection fence. Background Art
[0002] Safety management is required at high-speed railway station platforms, subway platforms or other places that require intermittent release of passengers. However, the existing railway platforms lack protective devices, and station staff usually maintain passenger order on the platforms. This not only wastes manpower and material resources, but also when children or some passengers inadvertently walk to the edge of the platform, it is very dangerous to approach the dangerous area due to the extremely high speed of the subway or high-speed railway. Maintaining order manually not only increases the workload of the staff, but also due to the large number of passengers, there are still great safety hazards. Therefore, the existing high-speed railway station platforms cannot meet the needs by maintaining passenger order manually. Utility Model Content
[0003] In order to solve the technical problem that the existing high-speed railway station platform lacks a safety guardrail, the utility model provides a lifting rail transit safety guardrail, including two symmetrically arranged frame bodies, the top of the frame body is open, and the frame body is provided with a frame body that can move up and down, and a lifting mechanism for driving the frame body to lift and lower and a first guide mechanism for guiding the frame body to move (not shown in the drawings of the specification) are provided between the frame body and the frame body, and the cross section of the frame body is L-shaped, and the lower end of the frame body is rotatably provided with a horizontally arranged main shaft through a support seat, and a driving motor is provided on the frame body below the main shaft, and the driving motor is connected to the main shaft by transmission, and the upper end of the frame body is rotatably equipped with a horizontally arranged secondary shaft through a support seat, and a main shaft synchronous wheel is fixed on the main shaft, and a secondary shaft synchronous wheel is fixed on the secondary shaft, and a synchronous belt is provided between the main shaft synchronous wheel and the secondary shaft synchronous wheel, and the driving motor drives the main shaft and the secondary shaft to rotate. The lifting mechanism includes a rack fixed on the frame body, and the rack is parallel to the synchronous belt; the right end of the main shaft extends out of the support seat, and a gear is fixed on the right end of the main shaft, and the gear and the rack are meshed with each other. The first guide mechanism includes a slide groove provided on the frame body and a slider fixed on the frame body, the slider and the slide groove are arranged one by one, and the slider can be slidably assembled in the slide groove. A plurality of main transmission gears arranged evenly at intervals are arranged on the secondary shaft on the left side of the secondary shaft synchronous wheel, and the outer diameter of the main transmission gear increases from right to left in sequence, so as to meet the different movement speeds of each connecting rod, that is, when the barrier belt needs to be lowered, after the barrier belt moves down to the position, the intervals between each barrier belt are even, and when the barrier belt needs to be raised, when the barrier belt moves up to the upper end of the frame body, each barrier belt moves close to each other. A bearing seat arranged one by one corresponding to the main transmission gear is fixed on the frame body between the main shaft and the secondary shaft, the leftmost bearing seat is arranged at the lower left end of the frame body, and the rightmost bearing seat is arranged at the upper right end of the frame body, and each bearing seat is evenly spaced from the lower left end of the frame body to the upper right end of the frame body. A support shaft is rotatably mounted on the bearing seat, and auxiliary transmission gears with the same diameter are fixed on the support shafts. A transmission belt is arranged between the main transmission gear and the auxiliary transmission gear, and a connecting rod is detachably fixed on each transmission belt. A second guide mechanism is arranged at the left end of the frame body, and the second guide mechanism includes two optical axes arranged at the left end of the frame body, and both ends of the optical axes are fixed to the frame body through the optical axis base. A number of support blocks corresponding to the connecting rods are arranged between the two optical axes, and the support blocks are slidably mounted on the optical axes through sliders, and the support blocks are detachably fixed to the connecting rods. The other end of the connecting rod is detachably fixed to the second guide mechanism, and a number of barrier belts are arranged between the two frame bodies, and one end of the barrier belt is fixed to the support block on one of the frame bodies, and the other end of the barrier belt is fixed to the support block on the other frame body, and each barrier belt is arranged in parallel and at intervals.
[0004] Preferably, a shaft sleeve is provided on the secondary shaft between two adjacent main transmission gears.
[0005] Preferably, the driving motor is a servo motor.
[0006] Preferably, the driving motor is connected to the power supply and the PLC controller via a cable.
[0007] The above solution has the following advantages:
[0008] The drive motor, lifting mechanism, main shaft and secondary shaft are arranged so that one drive motor can drive the lifting and lowering of the frame at the same time, and can also drive each baffle belt to move up and down, making the structure more compact and streamlined; the main transmission gears are arranged with different diameters so as to meet the different movement speeds of each connecting rod, that is, when the baffle belt needs to be lowered, after the baffle belt moves down to the right position, the intervals between each baffle belt are uniform; when the baffle belt needs to be raised, when the baffle belt moves up to the upper end of the frame, each baffle belt moves closer to each other; the first guide mechanism and the second guide mechanism both play a guiding role. BRIEF DESCRIPTION OF THE DRAWINGS
[0009] Figure 1 This is a schematic diagram of the main structure of the utility model;
[0010] Figure 2 It is a right view structural schematic diagram of the utility model;
[0011] Figure 3 for Figure 1 A magnified view of part A;
[0012] Figure 4 It is a schematic diagram of the use state of the utility model.
[0013] Figure numerals: 1. frame body; 2. frame body; 3. lifting mechanism; 4. main shaft; 5. secondary shaft; 6. driving motor; 7. second guide mechanism; 8. barrier belt; 31. rack; 32. gear; 41. main shaft synchronous wheel; 51. secondary shaft synchronous wheel; 52. synchronous belt; 53. main drive gear; 54. bearing seat; 55. secondary drive gear; 56. transmission belt; 57. connecting rod; 58. support block; 71. optical axis; 72. optical axis base; 73. slider. DETAILED DESCRIPTION
[0014] like Figure 1-4As shown, a lifting rail transit safety guardrail comprises two symmetrically arranged frame bodies 1, the top ends of the frame bodies 1 are open, and the frame bodies 1 are each provided with a frame body 2 which can move up and down, a lifting mechanism 3 for driving the frame body 2 to lift and a first guide mechanism for guiding the frame body to move (not shown in the drawings of the specification) are provided between the frame body 2 and the frame body 1, the cross section of the frame body 2 is L-shaped, and the lower end of the frame body 2 is rotatably provided with a horizontally arranged main shaft 4 through a support seat, a driving motor 6 is provided on the frame body below the main shaft 4, the driving motor 6 is transmission-connected with the main shaft 4, the upper end of the frame body 2 is rotatably equipped with a horizontally arranged secondary shaft 5 through a support seat, a main shaft synchronous wheel 41 is fixed on the main shaft 4, a secondary shaft synchronous wheel 51 is fixed on the secondary shaft 5, a synchronous belt 52 is provided between the main shaft synchronous wheel 41 and the secondary shaft synchronous wheel 51, and the driving motor 6 drives the main shaft 4 and the secondary shaft 5 to rotate. The lifting mechanism 3 includes a rack 31 fixed on the frame body 1, and the rack 31 is parallel to the synchronous belt 52; the right end of the main shaft 4 extends out of the support seat, and the right end of the main shaft 4 is fixed with a gear 32, and the gear 32 and the rack 31 are meshed with each other. The first guide mechanism includes a slide groove opened on the frame body and a slider fixed on the frame body, the slider and the slide groove are arranged one by one, and the slider can be slidably assembled in the slide groove. The secondary shaft 5 on the left side of the secondary shaft synchronous wheel 51 is provided with a plurality of main transmission gears 53 arranged at even intervals, and the outer diameter of the main transmission gear 53 increases from right to left in sequence, so that the movement speeds of each connecting rod 57 can be different, that is, when the barrier belt 8 needs to be lowered, after the barrier belt 8 moves down to the position, the intervals between each barrier belt 8 are even, and when the barrier belt 8 needs to be raised upward, when the barrier belt 8 moves up to the upper end of the frame body 2, each barrier belt 8 moves closer to each other, and the interval distance becomes smaller. Bearing seats 54 corresponding to the main transmission gears 53 are fixed on the frame 2 between the main shaft 4 and the secondary shaft 5. The leftmost bearing seat 54 is arranged at the lower left end of the frame 2, and the rightmost bearing seat 54 is arranged at the upper right end of the frame 2. The bearing seats 54 are evenly spaced from the lower left end of the frame 2 to the upper right end of the frame 2. A support shaft is rotatably mounted on the bearing seat 54, and auxiliary transmission gears 55 of the same diameter are fixed on the support shaft. A transmission belt 56 is provided between the main transmission gear 53 and the auxiliary transmission gear 55, and a connecting rod 57 is detachably fixed on each transmission belt 56. A second guide mechanism 7 is provided at the left end of the frame body 2, and the second guide mechanism 7 includes two optical axes 71 arranged at the left end of the frame body 2. Both ends of the optical axis 71 are fixed to the frame body 2 through an optical axis base 72. A number of support blocks 58 corresponding to the connecting rod 57 are provided between the two optical axes 71. The support block 58 can be slidably assembled on the optical axis 71 through a slider 73, and the support block 58 is detachably fixedly connected to the connecting rod 57.The other end of the connecting rod 57 is detachably fixed to the second guide mechanism 7, and a plurality of barrier strips 8 are provided between the two frame bodies 1. One end of the barrier strip 8 is fixed to a support block 58 on one of the frame bodies 1, and the other end of the barrier strip 8 is fixed to a support block 58 on the other frame body 1, and each barrier strip 8 is arranged in parallel and at intervals.
[0015] Preferably, a shaft sleeve is provided on the secondary shaft 5 between two adjacent main transmission gears 53 .
[0016] Preferably, the driving motor 6 is a servo motor.
[0017] Preferably, the driving motor 6 is connected to the power supply and the PLC controller via a cable.
[0018] Usage process:
[0019] When the utility model is in use, two devices are used in a group, and the frame body 1 is placed at the boarding entrance of the high-speed railway station platform, and then the two ends of the multiple barrier belts 8 are fixed on the support blocks 58 respectively. When the high-speed railway has not arrived at the station, it is necessary to move the barrier belt 8 to the lower end of the frame body 1, start the drive motor 6, and the drive motor 6 drives the gear 32 to rotate counterclockwise, and the gear 32 moves downward along the rack 31. At this time, the frame body 2 moves down, and the main shaft 4 and the secondary shaft 5 rotate counterclockwise under the action of the drive motor 6. The connecting rod 57 moves down with the transmission belt 56 until the barrier belt 8 moves to the specified position, and the barrier belt forms a uniform spacing state between the two frame bodies 1, which plays a blocking and isolating role; when the high-speed railway or train arrives at the station, it is necessary to raise each barrier belt 8, and at this time start the drive motor 6, and the drive motor 6 drives the frame body 2 to move up. At the same time, the barrier belt moves up to the upper end of the frame body 2 under the action of the transmission belt 56, and the passengers pass from under the barrier belt 8 and get on the train smoothly.
[0020] In the description of the present invention, it should be understood that the terms "up", "down", "left", "right", "top", "bottom", "horizontal", "vertical", etc., indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present invention.
[0021] The above embodiments are intended to illustrate the present invention, not to limit the present invention. Any solution that is a simple transformation of the present invention falls within the protection scope of the present invention.
Claims
1. A lifting rail transit safety guardrail, comprising two symmetrically arranged frame bodies, the tops of the frame bodies are open, and each frame body is provided with a frame body that can move up and down, and a lifting mechanism for driving the frame body to lift and lower and a first guide mechanism for guiding the frame body to move are provided between the frame body and the frame body, characterized in that: The cross-section of the frame is L-shaped, and the lower end of the frame is rotatably provided with a horizontally arranged main shaft through a support seat, a driving motor is provided on the frame below the main shaft, and the driving motor is transmission-connected to the main shaft, and the upper end of the frame is rotatably equipped with a horizontally arranged secondary shaft through a support seat, a main shaft synchronous wheel is fixed on the main shaft, a secondary shaft synchronous wheel is fixed on the secondary shaft, and a synchronous belt is provided between the main shaft synchronous wheel and the secondary shaft synchronous wheel; a plurality of main transmission gears evenly spaced are provided on the secondary shaft on the left side of the secondary shaft synchronous wheel, and the outer diameter of the main transmission gear increases successively from right to left, and bearing seats corresponding to the main transmission gears are fixed on the frame between the main shaft and the secondary shaft, and the leftmost bearing seat is provided on the lower left side of the frame. The rightmost bearing seat is arranged at the upper right end of the frame body, and the bearing seats are evenly spaced from the lower left end to the upper right end of the frame body; a support shaft is rotatably mounted on the bearing seat, and auxiliary transmission gears with the same diameter are fixed on the support shafts, a transmission belt is provided between the main transmission gear and the auxiliary transmission gear, and a connecting rod is detachably fixed on each transmission belt, and a second guide mechanism is provided at the left end of the frame body, and the other end of the connecting rod is detachably fixed to the second guide mechanism; a plurality of barrier belts are provided between the two frame bodies, one end of the barrier belt is fixed to a support block on one of the frame bodies, and the other end of the barrier belt is fixed to a support block on the other frame body, and each barrier belt is parallel and spaced apart.
2. The lifting rail transit safety guardrail according to claim 1 is characterized in that: The lifting mechanism includes a rack fixed on the frame body, the rack is parallel to the synchronous belt; the right end of the main shaft extends out of the support seat, and the right end of the main shaft is fixed with a gear, and the gear and the rack are meshed with each other.
3. The lifting rail transit safety guardrail according to claim 1 is characterized in that: The first guide mechanism comprises a slide groove provided on the frame body and a slider fixed on the frame body. The slider and the slide groove are arranged in a one-to-one correspondence, and the slider can be slidably assembled in the slide groove.
4. The lifting rail transit safety guardrail according to claim 1 is characterized in that: The second guiding mechanism includes two optical axes arranged at the left end of the frame, both ends of the optical axes are fixed to the frame through optical axis bases, and a number of support blocks corresponding to the connecting rods are provided between the two optical axes. The support blocks can be slidably assembled on the optical axes through sliders, and the support blocks are detachably fixedly connected to the connecting rods.
5. The lifting rail transit safety guardrail according to claim 1 is characterized in that: A shaft sleeve is arranged on the countershaft between two adjacent main transmission gears.
6. A lifting rail transit safety guardrail according to any one of claims 1 to 5, characterized in that: The driving motor is a servo motor.
7. The lifting rail transit safety guardrail according to claim 6, characterized in that: The drive motor is connected to the power supply and the PLC controller through a cable.