Door stopper device

Abstract

The utility model relates to the field of locking devices, and discloses a door stopper device which is used for a train cab door and comprises an electromagnetic lock, a control loop used for controlling the electromagnetic lock and a connecting structure used for fixing the electromagnetic lock. The device is characterized in that the control loop comprises a K1 intermediate relay and a zero-speed relay; the electromagnetic lock comprises an electromagnetic lock main body and a suction block; the connecting structure comprises an electromagnet mounting plate for fixing the electromagnetic lock main body and a suction plate mounting bracket for fixing the suction block; the electromagnetic lock body, the intermediate relay K1 and a normally open contact of the zero-speed relay are connected in series, the normally open contact of the zero-speed relay is further connected with the normally open contact of the intermediate relay K1 in parallel, and the control loop controls the electromagnetic lock body to be powered on, the electromagnetic lock body and the suction block to be sucked in, and the automobile door is locked. The control loop controls the electromagnetic lock body to be powered off, the electromagnetic lock body is separated from the suction block, and the automobile door can be opened. The problem that a subway door cannot be locked due to damage of a mechanical lock can be solved.

Description

Technical Field

[0001] The utility model relates to the field of locking devices, in particular to a door suction device. Background Art

[0002] Under normal circumstances, the doors of the subway train driver's cab are locked or opened manually, but during the train's running, the door frame is prone to deformation, the gap between the train door becomes larger, and the lock tongue may retract, causing the manual lock to fail and the door to open automatically. As a result, the door cannot be locked, causing problems with the train going offline. In addition, the failure to lock the door can easily affect the driver's normal driving, causing traffic operation failures and even safety accidents.

[0003] To solve this technical problem, the prior art discloses a subway train driver's cab passage door locking device (CN217439761U), including a manual lock, an electromagnetic lock and a control circuit for controlling the electromagnetic lock, wherein the electromagnetic lock includes a lock body installed on the door upper rail and a suction plate installed on the door carrying frame; the control circuit includes a passage door electromagnetic lock unlocking circuit for normal use and an emergency passage door electromagnetic lock unlocking circuit connected in parallel; the passage door electromagnetic lock unlocking circuit for normal use includes a first switch, a second switch and a power-off delay relay, the first switch and the second switch are connected in parallel and then connected in series with the power-off delay relay; the passage door electromagnetic lock unlocking circuit for emergency includes a third switch, a normally closed auxiliary contact of the power-off delay relay and the electromagnetic lock connected in series in sequence. The solution of the prior art combines the manual lock with the electromagnetic lock to ensure that the passage door will not open automatically during normal operation.

[0004] Although the above technical solution provides a technical solution combining manual lock and electric lock, the following problems still exist: 1. The control switch in this solution still needs manual control, which is cumbersome and prone to operational errors; 2. Adding an electromagnetic lock will cause jamming and abnormal noise when the car door is closed and opened. Utility Model Content

[0005] The utility model aims to provide a door suction device to solve the problem that the existing subway train driver's cab door cannot be locked due to damage of the mechanical lock during operation and the automatic control problem of the door opening and closing.

[0006] To achieve the above object, the utility model adopts the following technical scheme: a door suction device, used for the door of the driver's cab of a train, comprises an electromagnetic lock, a control circuit for controlling the electromagnetic lock, and a connection structure for fixing the electromagnetic lock; the control circuit comprises a K1 intermediate relay and a zero-speed relay; the electromagnetic lock comprises an electromagnetic lock body and a suction block; the connection structure comprises an electromagnet mounting plate for fixing the electromagnetic lock body and a suction plate mounting bracket for fixing the suction block;

[0007] The normally open contacts of the electromagnet, K1 intermediate relay and zero-speed relay are connected in series, and the normally open contacts of the zero-speed relay are also connected in parallel with the normally open contacts of the K1 intermediate relay. The control circuit controls the electromagnetic lock body to be energized, the electromagnetic lock body and the suction block are attracted, and the car door is locked; the control circuit controls the electromagnet to lose power, the electromagnetic lock body and the suction block are separated, and the car door can be opened.

[0008] The principles and advantages of this solution are:

[0009] In actual use, the train starts, the driver's cab door is closed, and when the speed is greater than five kilometers per hour, the normally open contact of the zero-speed relay is closed, the coil of the K1 intermediate relay is energized, the normally open contact of the K1 intermediate relay is closed, and the electromagnet is energized and attracted; when the speed is less than or equal to five kilometers per hour, the normally open contact of the zero-speed relay is disconnected, the coil of the K1 intermediate relay is de-energized, the normally open contact of the K1 intermediate relay is disconnected, the electromagnetic lock is de-energized, and the door can be opened normally. Its advantage is that the energization and de-energization of the electromagnetic lock do not require manual control, but are controlled by the change of vehicle speed, which solves the problem of cumbersome manual control operation and easy operation errors.

[0010] The zero-speed relay is connected in parallel with the K1 intermediate relay to prevent excessive current from directly breaking through the zero-speed relay and provide overload protection for the zero-speed relay.

[0011] Preferably, as an improvement, the electromagnetic lock body is fixedly mounted on the front end face of the electromagnet mounting plate; the electromagnet mounting plate is fixedly mounted on the upper guide rail of the vehicle door, and the lower end of the electromagnet mounting plate has a mounting hole, and the mounting hole is a waist hole; the suction block is fixedly mounted on the rear end face of the suction plate mounting bracket; the suction plate mounting bracket is fixedly mounted on the vehicle door carrying frame, and the lower end of the suction plate mounting bracket has a mounting hole, and the mounting hole is a waist hole, and the rear end face of the suction plate mounting bracket is opposite to the front end face of the electromagnet mounting plate. At the same time, by adding springs and gaskets to the connecting structure to change the rigid contact between the electromagnet and the suction block into a flexible contact, the problem of abnormal door noise and jamming caused by the addition of the electromagnetic lock is solved, and the service life of the electromagnetic lock body can also be extended.

[0012] Preferably, as an improvement, the electromagnet is connected in parallel with a diode. The diode is connected in parallel with the electromagnet to avoid reverse voltage causing current to flow backwards and directly breakdown the electromagnet.

[0013] Preferably, as an improvement, an isolating switch is connected in series between the normally open contact of the K1 intermediate relay and the AC power supply, and between the electromagnet and the normally open contact of the K1 intermediate relay. When the zero-speed relay fails and the control circuit continues to be powered, the power supply can be disconnected by disconnecting the corresponding isolating switch to ensure normal opening and closing of the door.

[0014] Preferably, as an improvement, the isolating switch is a normally closed switch. The isolating switch is normally closed to maintain a normal passage of the control loop.

[0015] Preferably, as an improvement, the control circuit is connected to an AC power source, and the AC power source is drawn from the driver's cab. The driver's cab door is a manual sliding door, without an electric control system, and needs to be drawn from an additional power source.

[0016] Preferably, as an improvement, a spring and a gasket are installed between the nut and the front end face of the suction plate mounting bracket. The suction block is fixedly connected to the rear end face of the suction plate mounting bracket by nuts and bolts. The spring gasket installed between the nut and the front end face of the suction plate mounting bracket can provide a certain buffer for the suction block and the electromagnet to be adsorbed and separated, avoiding the door jamming and abnormal noise. At the same time, it can also change the rigid contact between the suction block and the electromagnet into flexible contact, reduce friction and collision, and increase the service life of the electromagnetic lock body.

[0017] Preferably, as an improvement, the connection portion between the suction plate mounting bracket and the door carrying frame has a bending shock-absorbing structure, which further provides a buffer for the adsorption and separation of the suction block and the electromagnet.

[0018] Preferably, as an improvement, when the train speed is greater than five kilometers per hour, the normally open contact of the zero-speed relay is closed, and the electromagnet is energized; when the train speed is less than or equal to five kilometers per hour, the normally open contact of the zero-speed relay is disconnected, and the electromagnetic lock loses power. The zero-speed relay is a component on the train that indicates whether the speed is zero or not. It is automatically energized when the train speed is greater than five kilometers per hour, and automatically de-energized when the train speed is less than or equal to five kilometers per hour. As a control component for the electromagnet to be energized or de-energized, there is no need to install additional control components, which simplifies the circuit structure and reduces the probability of circuit failure. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 This is a schematic diagram of the main structure of the electromagnetic lock according to an embodiment of the present invention;

[0020] Figure 2 This is a schematic diagram of the suction block structure of an embodiment of the present invention;

[0021] Figure 3 4 is a control loop diagram of an embodiment of the present invention. DETAILED DESCRIPTION

[0022] The following is further described in detail through specific implementation methods:

[0023] The figure marks in the drawings of the specification include: electromagnetic lock body 1, suction block 2, upper guide rail 3, door carrying frame 4, electromagnet mounting plate 5, suction plate mounting bracket 6, locking wire screw sleeve 7, conical spring washer 8, bolt 9, gasket 10, spring 11, locking nut 12, screw 13, first isolating switch 14-1, second isolating switch 14-2, K1 intermediate relay normally open contact 15-1, K1 intermediate relay coil 15-2, zero speed relay 16, diode 17.

[0024] The embodiment is basically as shown in the attached Figure 1 As shown:

[0025] As attached Figure 1 , 2 As shown, a door suction device is used for the door of a train driver's cab, including an electromagnetic lock, a control circuit for controlling the electromagnetic lock, and a connecting structure for fixing the electromagnetic lock. The electromagnetic lock includes an electromagnetic lock body 1 and a suction block 2; the control circuit includes a K1 intermediate relay, a zero-speed relay 16, and an electromagnetic lock body 1. The K1 intermediate relay includes a K1 intermediate relay normally open contact 15-1 and a K1 intermediate relay coil 15-2.

[0026] As attached Figure 3 As shown, the electromagnetic lock body 1, the K1 intermediate relay coil 15-2, and the normally open contact of the zero-speed relay 16 are connected in series, and the normally open contact of the zero-speed relay 16 is also connected in parallel with the normally open contact 15-1 of the K1 intermediate relay. The electromagnetic lock body 1 is energized by the control circuit, and the electromagnetic lock body 1 is attracted to the suction block 2, and the door is locked; the electromagnetic lock body 1 is de-energized by the control circuit, and the electromagnetic lock body 1 is separated from the suction block 2, and the door can be opened. The electromagnetic lock body 1 is connected in parallel with a diode 17 to protect the electromagnetic lock body 1 and prevent the current from flowing in the opposite direction.

[0027] A first isolating switch 14-1 is connected in series between the normally open contact 15-1 of the K1 intermediate relay and the AC power supply, and a second isolating switch 14-2 is connected in series between the electromagnetic lock body 1 and the normally open contact 15-1 of the K1 intermediate relay. The isolating switches 14-1 and 14-2 are normally closed switches. Normally, they are normally closed to maintain the passage. In an emergency, the circuit can be disconnected by disconnecting the isolating switches 14-1 and 14-2 to cut off the power to the electromagnetic lock body 1. The control circuit is connected to the AC power supply drawn from the driver's cab to provide power for the entire circuit. When the train speed is greater than five kilometers per hour, the normally open contact of the zero-speed relay 16 is closed, and the electromagnetic lock body 1 is energized; when the train speed is less than or equal to five kilometers per hour, the normally open contact of the zero-speed relay 16 is disconnected, and the electromagnetic lock body 1 loses power.

[0028] As attached Figure 1 , 2As shown, the connection structure includes an electromagnet mounting plate 5 and a suction plate mounting bracket 6; the electromagnetic lock body 1 is fixedly mounted on the front end surface of the electromagnet mounting plate 5 by means of screws 13; the electromagnet mounting plate 5 is fixedly mounted on the upper guide rail 3 of the vehicle door by means of screws 13, and a locking wire screw sleeve 7 and a conical spring washer 8 are fixed between the screws 13 and the electromagnet mounting plate 5 to make the fixation between the electromagnet mounting plate 5 and the upper guide rail 3 more secure, and a plurality of mounting holes are provided at the lower end of the electromagnet mounting plate 5, and the mounting holes are waist holes, and the electromagnet mounting plate 5 can adjust the mounting position within the range of the waist holes.

[0029] The suction block 2 is connected by a locking nut 12 and a bolt 9, and is fixedly mounted on the rear end face of the suction plate mounting bracket 6; the suction plate mounting bracket 6 is fixedly mounted on the door carrying frame 4 by a screw 13, and the lower end of the suction plate mounting bracket 6 has a plurality of mounting holes, which are waist holes, and the suction plate mounting bracket 6 can adjust the mounting position within the waist hole range. The rear end face of the suction plate mounting bracket 6 is opposite to the front end face of the electromagnet mounting plate 5, and the rear end face of the suction block 2 can be adsorbed with the front end face of the electromagnetic lock body 1. A spring 11 and a gasket 10 are installed between the locking nut 12 and the front end face of the suction plate mounting bracket 6, and the two ends of the spring 11 are respectively pressed against the suction plate mounting bracket 6 and the locking nut 12, and the bolt 9 is located inside the electromagnetic lock body 1 and the suction plate mounting bracket 6. The part of the bolt 9 located inside the electromagnetic lock body 1 and the suction plate mounting bracket 6 is slidably connected with the suction block 2 and the suction plate mounting bracket 6, and a receiving groove is opened on the back of the suction block 2, and the bolt head of the bolt 9 is located in the receiving groove to provide a shock-absorbing effect when the electromagnetic lock body 1 and the suction block 2 are adsorbed. The connection part of the suction plate mounting bracket 6 and the door carrying frame 4 has a bending shock-absorbing structure. The bent shock-absorbing structure is in a multi-layer bent form and can provide a shock-absorbing function during use.

[0030] In actual use, the driver enters the cab and closes the door. As the train starts, when the speed is greater than five kilometers per hour, the normally open contact of the zero-speed relay 16 is closed, the coil 15-2 of the K1 intermediate relay is energized, the normally open contact 15-1 of the K1 intermediate relay is closed, and the electromagnetic lock body 1 is energized to generate magnetism, which is attracted to the suction block 2, and the door remains locked. At this time, the spring 11 installed between the locking nut 12 and the front end surface of the suction plate mounting bracket 6 produces elastic deformation due to inertia, and the process of restoring the deformation provides the suction block 2 with an elastic force in the opposite direction to the magnetic attraction of the electromagnetic lock body 1. At the same time, the bending shock-absorbing structure of the connection part of the suction plate mounting bracket 6 and the door carrying frame 4 provides an elastic force in the same direction, so that the contact between the electromagnetic lock body 1 and the suction block 2 changes from rigid contact to flexible contact, avoiding the problem of collision and abnormal noise. When the train slows down and the speed is less than or equal to 5 kilometers per hour, the normally open contact of the zero-speed relay 16 is disconnected, the coil 15-2 of the K1 intermediate relay loses power, the normally open contact 15-1 of the K1 intermediate relay is disconnected, the electromagnetic lock body 1 loses power and loses magnetism, the suction block 2 is separated from the electromagnetic lock body 1, and the door can be opened normally. If the electromagnetic lock body 1 fails and cannot work, such as the electromagnetic lock body 1 cannot be unlocked, the power supply can be disconnected by disconnecting the corresponding isolation switch 14-1 and the isolation switch 14-2, and the door can be opened normally.

[0031] The above is only an embodiment of the present invention, and the common knowledge such as the known specific technical solutions and / or characteristics in the solution is not described in detail here. It should be pointed out that for those skilled in the art, without departing from the technical solution of the present invention, several modifications and improvements can be made, which should also be regarded as the protection scope of the present invention, and these will not affect the effect of the implementation of the present invention and the practicality of the patent. The scope of protection required by this application shall be based on the content of its claims, and the specific implementation methods and other records in the specification can be used to interpret the content of the claims.

Claims

1. A door stopper device for a train door, comprising an electromagnetic lock, a control circuit for controlling the electromagnetic lock, and a connecting structure for fixing the electromagnetic lock; characterized in that: The control circuit includes a K1 intermediate relay and a zero-speed relay; the electromagnetic lock includes an electromagnetic lock body and a suction block; the connection structure includes an electromagnet mounting plate for fixing the electromagnetic lock body and a suction plate mounting bracket for fixing the suction block; The normally open contacts of the electromagnetic lock body, the K1 intermediate relay and the zero-speed relay are connected in series, and the normally open contacts of the zero-speed relay are also connected in parallel with the normally open contacts of the K1 intermediate relay. The electromagnetic lock body is energized by the control circuit, the electromagnetic lock body is attracted to the suction block, and the car door is locked; the electromagnetic lock body is de-energized by the control circuit, the electromagnetic lock body is separated from the suction block, and the car door can be opened.

2. A door stopper device according to claim 1, characterized in that: The electromagnetic lock body is fixedly mounted on the front end face of the electromagnet mounting plate; the electromagnet mounting plate is fixedly mounted on the upper guide rail of the vehicle door, and a mounting hole is provided at the lower end of the electromagnet mounting plate, and the mounting hole is a waist hole; the suction block is fixedly mounted on the rear end face of the suction plate mounting bracket; the suction plate mounting bracket is fixedly mounted on the vehicle door carrying frame, and a mounting hole is provided at the lower end of the suction plate mounting bracket, and the mounting hole is a waist hole, and the rear end face of the suction plate mounting bracket is opposite to the front end face of the electromagnet mounting plate.

3. A door stopper device according to claim 2, characterized in that: The electromagnetic lock body is connected in parallel with a diode.

4. A door stopper device according to claim 3, characterized in that: An isolating switch is connected in series between the normally open contact of the K1 intermediate relay and the AC power supply, and between the electromagnetic lock body and the normally open contact of the K1 intermediate relay.

5. A door stopper device according to claim 4, characterized in that: The isolating switch is a normally closed switch.

6. A door stopper device according to claim 5, characterized in that: The control circuit is connected to an AC power source, and the AC power source is drawn from the driver's cab.

7. A door stopper device according to claim 6, characterized in that: The connection part between the suction plate mounting bracket and the door carrying frame has a bending shock-absorbing structure.

8. A door stopper device according to claim 7, characterized in that: When the train speed is greater than five kilometers per hour, the normally open contacts of the zero-speed relay are closed and the electromagnetic lock body is energized; when the train speed is less than or equal to five kilometers per hour, the normally open contacts of the zero-speed relay are disconnected and the electromagnetic lock body loses power.

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