Light rail vehicle door anti-collision buffering auxiliary device
By designing the light rail door anti-collision buffer auxiliary device, using infrared sensors to detect people's flow and control anti-collision components and buffer components, the safety accident problem of forced plugs and door collisions when the flow in light rail traffic increases, realizing door current limit and impact force unloading, improving safety and stability.
Patent Information
- Application Number
- CN202421938363.5
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-08-12
- Publication Date
- 2025-04-25
- Estimated Expiration
- 2034-08-12
AI Technical Summary
In light rail transit, safety accidents are prone to forced plugs and collisions with the car door when the flow of people increases. Existing anti-collision buffering methods are difficult to effectively solve such problems.
A light rail door anti-collision buffer auxiliary device is designed. By setting up anti-collision components and buffer components, infrared sensors are used to detect people's flow and control the working status of the anti-collision components and buffer components, door current limit and impact force unloading is achieved.
It effectively reduces safety accidents in which forced plugs collide with the car door, improves the safety of passengers and doors, ensures stability in the car and reduces noise.
Smart Images
Figure CN222793498U_ABST
Abstract
Description
Technical Field
[0001] The utility model belongs to the field of vehicle door auxiliary equipment, in particular to an anti-collision buffer auxiliary device for a light rail vehicle door. Background Art
[0002] With the acceleration of urbanization, light rail transportation has been widely used in cities as an efficient and convenient means of transportation. However, the safety issues of light rail transportation have also come along. With the increase in the number of passengers, the safety issues during passengers getting on and off the bus have become prominent, such as not following the principle of getting off first and getting on last, forcing passengers to get on and off the bus and causing congestion, and forcing passengers to squeeze in during the morning rush hour. In order to ensure the safety of passengers, light rail transportation should take a series of safety measures.
[0003] When getting on and off the train, because the light rail closes its doors automatically, there are many cases where passengers collide with the light rail doors or are injured by the closing doors. Therefore, an anti-collision buffer device should be used to protect passengers and car doors. Existing anti-collision buffering means mostly use elastic layers to wrap the car doors, reduce the closing speed, and manually intervene to perform certain anti-collision and flow-limiting buffering. However, manual force is limited. When it comes to the morning rush hour, it is inevitable that some people will ignore the persuasion and force their way in, resulting in a collision with the car door. As the flow of people increases, it is easy to cause safety accidents such as forced jamming and collision with the car door during the process of getting on and off the light rail. Therefore, it is necessary to propose a light rail car door anti-collision buffer auxiliary device that can achieve flow-limiting and anti-collision buffering when closing the door. Utility Model Content
[0004] In order to solve the above problems, the purpose of the utility model is to provide a light rail door anti-collision buffer auxiliary device, which reduces the problem of safety accidents caused by forced jamming and collision with the door by arranging anti-collision components and buffer components.
[0005] In order to achieve the above-mentioned purpose, the technical scheme of the utility model is as follows: a light rail door anti-collision buffer auxiliary device comprises a car door frame, a hidden groove is provided on the top of the car door frame, a control component is arranged in the hidden groove, a card slot is symmetrically provided on the bottom of the car door frame, anti-collision components controlled by the control component are arranged in the card slots, car doors are symmetrically slidably matched on the car door frame, buffer grooves are opened on the sides of the car doors close to each other, buffer components are arranged in the buffer grooves, and airbag components are arranged on the buffer components.
[0006] The principle of the basic solution is: to detect and determine the flow of people at the door through the control component, and to reduce the possibility of safety accidents caused by the door pinching passengers through the anti-collision component, to achieve protection of the door and the human body by unloading and absorbing the impact force through the buffer component, and to achieve the expansion of the airbag component by compressing the buffer component to further alleviate the impact force.
[0007] The beneficial effects of the basic scheme are: 1. Because the light rail stops at fixed times, when the flow of people is large, it is easy to cause safety accidents such as passengers being pinched by the doors due to forced squeezing in. The anti-collision component can prevent some passengers from forcing in when the doors are closed, thereby reducing the safety accidents caused by passengers being pinched by the doors and improving safety.
[0008] 2. The design of the buffer component can reduce the damage to passengers when they collide with the car door, and at the same time reduce the damage to the car door caused by the collision, so as to improve passenger safety.
[0009] 3. The design of the airbag assembly can further reduce the damage to passengers when they collide with the car door, thereby improving safety.
[0010] Furthermore, the control component includes an infrared sensor and a controller, the infrared sensor and the controller are respectively fixedly connected to the bottom wall of the hidden groove, and the output end of the infrared sensor is electrically connected to the input end of the controller.
[0011] The beneficial effect of the basic solution is: the flow of people getting on and off the bus is detected by infrared sensors and the data is transmitted to the controller, which then controls the anti-collision components, thereby reducing safety accidents caused by forced squeezing and colliding with car doors.
[0012] Furthermore, the anti-collision component includes a block hinged in the slot, and a number of torsion springs are provided at the hinges between the slot and the block, one side of the torsion spring is fixedly connected to the inner wall of the slot, and the other side is fixedly connected to the bottom of the block, an electromagnet is fixedly connected to the inner wall of the slot close to the torsion spring, and a magnetic block corresponding to the electromagnet is fixedly connected to the bottom of the block, and the input end of the electromagnet is electrically connected to the output end of the controller.
[0013] The beneficial effect of the basic solution is: the torsion spring enables the block to pop out of the slot and block the door from closing, and then the electromagnet and the magnetic block enable the block to return to the slot, thereby reducing the safety accidents caused by forced jamming and colliding with the door.
[0014] Furthermore, the buffer assembly includes a buffer plate and a plurality of springs, one end of each spring is fixedly connected to the inner wall of the buffer groove, and the other end of each spring is fixedly connected to a side of the buffer plate away from each other.
[0015] The beneficial effect of the basic solution is that when a passenger collides with a vehicle door, the spring is used to cushion the collision so as to reduce the damage to the passenger caused by the collision.
[0016] Furthermore, the airbag assembly includes a plurality of air holes evenly distributed on one side of the buffer plate close to each other, the airhole walls are all fixedly connected with elastic airbags, and the airbags are all in an inflated state.
[0017] The beneficial effect of the basic solution is that the impact force of the door collision is further reduced by the expansion of the elastic airbag, thereby improving safety.
[0018] Furthermore, the distance between the two card slots is set to be between 20 cm and 30 cm.
[0019] The beneficial effect of the basic solution is that by setting the distance between the two card slots between 20 cm and 30 cm, the problem of passengers forcing their way into the car can be reduced.
[0020] Furthermore, the two buffer plates are provided with concave-convex matching grooves and convex blocks on one side close to each other.
[0021] The beneficial effect of the basic solution is: through the concave and convex cooperation of the two buffer plates, the airtightness of the door when closed is ensured, thereby improving the stability of the car and reducing noise.
[0022] Furthermore, a dustproof plate is fixedly connected to the top of the stopper, and the area of the dustproof plate is larger than the area of the top of the stopper.
[0023] The beneficial effect of the basic solution is that the dustproof plate reduces the problem of dust and particles entering the card slot and affecting the operation of the torsion spring.
[0024] Furthermore, an anti-skid pad is fixedly connected to the dustproof plate.
[0025] The beneficial effect of the basic solution is that the design of the anti-slip mat can reduce the possibility of passengers slipping and falling when they pass through the door when getting on and off the vehicle normally, thereby improving safety.
[0026] Furthermore, a rubber layer is fixedly connected to the side surface of the stopper.
[0027] The beneficial effect of the basic solution is that when the stopper collides with the vehicle door, the rubber layer can buffer the impact force to a certain extent, thereby ensuring that the stopper and the vehicle door work normally for a long time. BRIEF DESCRIPTION OF THE DRAWINGS
[0028] Figure 1 It is a side sectional view of the anti-collision buffer auxiliary device for light rail door in an embodiment of the utility model.
[0029] Figure 2 It is an enlarged view of A of the light rail door anti-collision buffer auxiliary device in the embodiment of the utility model.
[0030] Figure 3 It is an axonometric view of a torsion spring in the anti-collision buffer auxiliary device for light rail door in an embodiment of the utility model.
[0031] The figure marks in the drawings of the specification include: a car door frame 1, a hidden groove 2, a controller 3, an infrared sensor 4, a buffer plate 5, a block 6, a slot 7, a dustproof plate 8, an electromagnet 9, a magnetic block 10, a torsion spring 11, and a spring 12. DETAILED DESCRIPTION
[0032] The following is further described in detail through specific implementation methods:
[0033] Embodiment 1:
[0034] Basically Figure 1 , Figure 2 and Figure 3 As shown: a light rail door anti-collision buffer auxiliary device, including a car door frame 1, a hidden groove 2 is provided on the top of the car door frame 1, a control component is fixedly connected in the hidden groove 2, and a card slot 7 is symmetrically provided at the bottom of the car door frame 1. The spacing between the two card slots 7 is set to be between 20 cm and 30 cm. Anti-collision components controlled by the control component are hinged in the card slots 7. Car door frames 1 are symmetrically slidably matched, and buffer grooves are opened on the sides of the car doors close to each other. Buffer components are arranged in the buffer grooves, and airbag components are arranged on the buffer components.
[0035] The control component includes an infrared sensor 4 and a controller 3. The infrared sensor 4 and the controller 3 are respectively fixedly connected to the inner bottom wall of the hidden groove 2. The output end of the infrared sensor 4 is electrically connected to the input end of the controller 3.
[0036] The anti-collision component includes a block 6 hinged in the slot 7, and a plurality of torsion springs 11 are provided at the hinges between the slot 7 and the block 6. One side of the torsion spring 11 is fixedly connected to the inner wall of the slot 7, and the other side is fixedly connected to the bottom of the block 6. An electromagnet 9 is fixedly connected to the inner wall of the slot 7 close to the torsion spring 11, and a magnetic block 10 corresponding to the electromagnet 9 is fixedly connected to the bottom of the block 6. The input end of the electromagnet 9 is electrically connected to the output end of the controller 3.
[0037] The buffer assembly includes a buffer plate 5 and a plurality of springs 12. One end of each spring 12 is fixedly connected to the inner wall of the buffer groove, and the other end of each spring 12 is fixedly connected to a side of the buffer plate 5 that is away from each other.
[0038] The airbag assembly includes a plurality of air holes evenly distributed on one side of the buffer plate 5 close to each other, the airhole walls are fixedly connected with elastic airbags, and the airbags are in an inflated state, further reducing the possibility of safety accidents such as the door pinching the passengers.
[0039] The specific implementation process is as follows: when the flow of people increases, the situation at the door will be very complicated when the door is closed. The infrared sensor 4 will monitor the situation of people passing through the door in real time. The infrared sensor 4 is preferably an infrared sensor 4 of E3F-DS10C430C4. When the door starts to close and the passenger is still in the infrared detection area of the door, the controller 3 will signal to control the electromagnet 9 to close. The controller 3 is preferably a Siemens controller 3 of CPU222. The elastic potential energy of the torsion spring 11 is released, thereby applying a certain thrust to the block 6, so that the block in the slot 7 6 pops out, and as the door continues to close, the door will touch the block 6, thereby preventing the door from continuing to close. Since the distance between the card slots 7 is 20 cm, one person cannot pass through, thereby limiting the subsequent passengers from forcing their way into the car, thereby improving safety; at the same time, only when the infrared sensor 4 detects that there are no passengers at the entrance, the controller 3 will signal to control the opening of the electromagnet 9 switch, and the magnetic block 10 will be attracted closer due to the magnetic attraction of the electromagnet 9, so that the torsion spring 11 is compressed, deformed and stores energy, thereby facilitating the next pop-up of the block 6, and then the door continues to close.
[0040] When passengers get on or off the vehicle and when a collision occurs, the parts that come into contact with the most are the closed contact parts of the doors on both sides. By opening the buffer grooves on these two sides, the impact force can be unloaded as much as possible without affecting the opening and closing of the doors, thereby protecting the passengers and the doors at the same time. When the doors collide with the passengers, the buffer plate 5 will be squeezed and deformed to a certain extent to absorb part of the impact force. At the same time, the spring 12 fixedly connected to the buffer plate 5 will also be squeezed by the buffer plate 5 and deformed to a certain extent, thereby converting the potential energy of the impact into elastic potential energy, thereby playing a buffering role. When the buffer plate 5 is squeezed and deformed, the diameter of the pores on the surface of the buffer plate 5 will become smaller. Since an inflated elastic airbag is arranged in the pores, the inner wall of the pore will continue to squeeze the elastic airbag during the process of the pore diameter becoming smaller, causing the elastic airbag to bulge outward, thereby further providing buffering protection for the door or the passengers. At the same time, after the buffer plate 5 is restored, the diameter of the pores on its surface will also be restored, so that the elastic airbag will also return to its original position when it is not squeezed inside the pores, preparing for the next action, thereby reducing the possibility of safety accidents caused by the door pinching the passengers.
[0041] Embodiment 2:
[0042] The difference from the above embodiment is that the Figure 1 As shown: the two buffer plates 5 are provided with concave-convex matching grooves and convex blocks on one side close to each other.
[0043] The specific implementation process is as follows: when the door is closed, the light rail running at high speed needs the door to be tightly closed to ensure the stability in the car and reduce noise. The two buffer plates 5 with concave and convex shapes can make the door close more tightly, and there will be better air tightness after closing.
[0044] Embodiment 3:
[0045] The difference from the above embodiment is that the Figure 1 As shown: a dustproof plate 8 is fixedly connected to the top of the block 6, and the area of the dustproof plate 8 is larger than the area of the top of the block 6, so as to reduce the dust accumulation in the card slot 7 to affect the heat dissipation of the electromagnet 9.
[0046] The specific implementation process is as follows: after the block 6 returns to the slot 7, there is a vertical gap between the block 6 and the slot 7. When a large number of passengers pass by from above, dust and foreign particles may directly enter the slot 7 through the vertical gap. At the same time, when the electromagnet 9 is working, these dust or foreign particles may be adsorbed on the surface of the electromagnet 9 through the magnetic field. When there is a lot of dust on the surface of the electromagnet 9, it will affect the heat dissipation of the electromagnet 9. Then, when the temperature of the electromagnet 9 is high, it will affect the effect and service life of the electromagnet 9, so that the block 6 cannot return to the slot 7 through the magnetic attraction generated by the electromagnet 9 on the magnetic block 10. Then, a dustproof plate 8 is set on the top of the block 6, and the above-mentioned gap is blocked by the dustproof plate 8, thereby reducing the dust from directly falling into the slot 7 through the vertical gap.
[0047] Embodiment 4:
[0048] The difference from the above embodiment is that the Figure 1 As shown: an anti-skid pad is fixedly connected to the dustproof plate 8 to improve safety.
[0049] The specific implementation process is as follows: when passengers get on and off the vehicle normally through the door, the anti-skid pad can increase the friction between the passengers and the block 6, thereby reducing the possibility of passengers falling due to slipping, thereby improving safety.
[0050] Embodiment 5:
[0051] The difference from the above embodiment is that the Figure 1 As shown: a rubber layer is fixedly connected to the side of the stopper 6.
[0052] The specific implementation process is as follows: when the vehicle door collides with the block 6, the vehicle door first collides with the rubber layer, and then the rubber layer is deformed under the squeezing of the vehicle door. At the same time, when the rubber layer is deformed, the potential energy of the impact is converted into the elastic potential energy of the rubber layer, thereby buffering the block 6 and the vehicle door, thereby ensuring that the block 6 and the vehicle door can operate normally for a long time.
[0053] It should be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device.
[0054] The above is only an embodiment of the utility model. The common sense such as the known specific structure and characteristics in the scheme is not described in detail here. The ordinary technicians in the relevant field know all the common technical knowledge in the technical field of the invention before the application date or priority date, can obtain all the existing technologies in the field, and have the ability to apply the conventional experimental means before that date. The ordinary technicians in the relevant field can improve and implement this scheme in combination with their own abilities under the enlightenment given by this application. Some typical known structures or known methods should not become obstacles for ordinary technicians in the relevant field to implement this application. It should be pointed out that for the technicians in this field, without departing from the structure of the utility model, several deformations and improvements can be made, which should also be regarded as the protection scope of the utility model, which will not affect the effect of the implementation of the utility model and the practicality of the patent. The protection scope 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 explain the content of the claims.
Claims
1. A light rail door anti-collision buffer auxiliary device, characterized in that: It includes a car door frame, a hidden groove is provided on the top of the car door frame, a control component is arranged in the hidden groove, a card slot is symmetrically provided on the bottom of the car door frame, anti-collision components controlled by the control component are arranged in the card slots, car doors are symmetrically slidably fitted on the car door frame, buffer grooves are opened on the sides of the car doors close to each other, buffer components are arranged in the buffer grooves, and airbag components are arranged on the buffer components.
2. The light rail door anti-collision buffer auxiliary device according to claim 1, characterized in that: The control component comprises an infrared sensor and a controller. The infrared sensor and the controller are respectively fixedly connected to the bottom wall of the hidden groove, and the output end of the infrared sensor is electrically connected to the input end of the controller.
3. The light rail door anti-collision buffer auxiliary device according to claim 2, characterized in that: The anti-collision component includes a block hinged in the slot, and a number of torsion springs are provided at the hinges between the slot and the block, one side of the torsion spring is fixedly connected to the inner wall of the slot, and the other side is fixedly connected to the bottom of the block, an electromagnet is fixedly connected to the inner wall of the slot close to the torsion spring, and a magnetic block corresponding to the electromagnet is fixedly connected to the bottom of the block, and the input end of the electromagnet is electrically connected to the output end of the controller.
4. The light rail door anti-collision buffer auxiliary device according to claim 3, characterized in that: The buffer assembly comprises a buffer plate and a plurality of springs, one end of each spring is fixedly connected to the inner wall of the buffer groove, and the other end of each spring is fixedly connected to a side of the buffer plate away from each other.
5. The light rail door anti-collision buffer auxiliary device according to claim 4, characterized in that: The airbag assembly comprises a plurality of air holes evenly distributed on one side of the buffer plate close to each other, the airhole walls are all fixedly connected with elastic airbags, and the airbags are all in an inflated state.
6. The light rail door anti-collision buffer auxiliary device according to claim 5, characterized in that: The distance between the two card slots is set between 20 cm and 30 cm.
7. The light rail door anti-collision buffer auxiliary device according to claim 6, characterized in that: The two buffer plates are provided with concave-convex matching grooves and convex blocks on one side close to each other.
8. The light rail door anti-collision buffer auxiliary device according to claim 7, characterized in that: A dustproof plate is fixedly connected to the top of the stopper, and the area of the dustproof plate is larger than the area of the top of the stopper.
9. The light rail door anti-collision buffer auxiliary device according to claim 8, characterized in that: An anti-skid pad is fixedly connected to the dustproof plate.
10. The light rail door anti-collision buffer auxiliary device according to claim 9, characterized in that: A rubber layer is fixedly connected to the side surface of the stopper.