Full-automatic safety door and system for station diversion

Abstract

The utility model discloses a full-automatic safety door for diversion of a station, which comprises a handrail with a hollow interior; one end of the door body is mounted on one side of the handrail; a coupler is fixedly mounted at the top end of the base, and the bottom end of the handrail is in lap joint with the top end of the base based on the coupler; the lower edge of the bottom of the signal receiving control device is overlapped with the top end of the handrail; the driving unit is fixedly arranged in the handrail, the driving end of the driving unit is connected with the coupler, and the handrail is driven by the driving unit to rotate relative to the base and the signal receiving control device; the door body rotates at any angle along with rotation of the handrail, through the structure, the problems that an existing stainless steel sliding door needs to be manually opened or closed, automatic control cannot be achieved, time and labor force are consumed, and queuing type crowding is likely to be caused are solved, the utility model further discloses a system for flow guiding of the station, and the system is simple in structure and convenient to use. The device is used in cooperation with the safety door, the facility layout is adjusted, and the forward direction of passengers is guided.

Description

Technical Field

[0001] The utility model relates to the technical field of railing doors, in particular to a full-automatic safety door and a system for station diversion. Background Art

[0002] With the acceleration of urbanization and the continuous expansion of population, subways, as an important part of urban rail transit, are bearing the growing travel demand. However, the resulting subway passenger flow pressure cannot be ignored. Especially during the morning and evening commuting peak hours, "queue-style congestion" often occurs at the entrance, exit gate, and subway transfer station passages.

[0003] At present, the rail transit industry mainly relies on traditional fixed stainless steel fences and stainless steel sliding doors for passenger diversion, which are mostly manually operated. They have a low degree of automation, single functions and styles, and are inconvenient to maintain and use. They can no longer meet the needs of intelligent rail transit construction. When traditional fences are connected in series to divert passengers, if the gap in the fence needs to be opened or closed, staff are required to manually open and close the fence, and automated control cannot be achieved. This process consumes time and labor, and is prone to causing queuing congestion. Utility Model Content

[0004] The technical problem to be solved by the utility model is to provide a fully automatic safety door and system for station diversion, which solves the problem that the existing stainless steel sliding doors need to be opened or closed manually, cannot be automatically controlled, waste time and labor, and easily cause queuing and congestion.

[0005] In order to solve the above technical problems, the utility model provides a fully automatic safety door for station diversion, comprising:

[0006] Railings, which are hollow inside;

[0007] A door body, one end of which is mounted on one side of the railing along the axial direction of the railing;

[0008] A base, the top of which overlaps the bottom end of the railing;

[0009] A signal receiving control device, the bottom of which is connected to the top of the railing, for transmitting a control signal to control the rotation of the door body;

[0010] A driving unit, which is fixedly disposed in the railing, wherein a driving end of the driving unit is connected to the base, and the driving unit is controlled by a signal from the signal receiving control device to drive the railing to rotate relative to the base;

[0011] The door body can rotate at any angle along with the rotation of the railing.

[0012] As an improvement of the present utility model, the railing includes an upper bearing fixing frame and an upper bearing, the upper bearing fixing frame is connected and fixed to the inner wall of the railing, one end of the upper bearing is rotatably mounted on the upper bearing fixing frame, and the other end is connected to the bottom of the signal receiving control device.

[0013] As an improvement of the utility model, a lower bearing fixing frame, a lower bearing and a coupling, the coupling is installed on the base, the lower bearing fixing frame is connected and fixed to the inner wall of the railing, one end of the lower bearing is connected to the driving end of the driving unit, and the other end is connected to the coupling;

[0014] A motor bracket is provided in the handrail, and the driving unit is configured as a motor. The motor is mounted on the motor bracket and is located between the upper bearing fixing frame and the lower bearing fixing frame, and is used to drive the rotation between the upper and lower bearing fixing frames and the upper and lower bearings.

[0015] As an improvement of the present invention, the door body has a rotation angle of 0° to 360°, and the door body can be rotated to a preset angle, which is 90°, 180°, 270°, and 360°.

[0016] As an improvement of the utility model, a battery compartment is further provided in the railing, and a storage battery is provided in the battery compartment for power supply;

[0017] And / or the railing is configured as a circular tube.

[0018] As an improvement of the utility model, a proximity switch is also installed on the lower bearing fixing frame, and the proximity switch controls the rotation of the railing after each power-on. The proximity switch automatically detects the initial angle of the railing and automatically resets it, and the initial angle is set to 0°.

[0019] As an improvement of the utility model, a rotating button fixing plate and an emergency button fixing plate are provided on one side of the railing close to the top, a left rotating button and a right rotating button are installed on the rotating button fixing plate, and an emergency button is installed on the emergency button fixing plate.

[0020] As an improvement of the utility model, the signal receiving control device is configured as an antenna box, an antenna is provided inside the antenna box for realizing wireless communication, and an annular indicator light bar is provided at the outer edge of the bottom of the antenna box for displaying the working status.

[0021] As another improvement of the utility model, it includes a control host, a plurality of fences, and a plurality of fully automatic safety doors for station diversion as described above, which are connected to and used in conjunction with the fences and are controlled by command signals issued by the control host.

[0022] As an improvement of the utility model, a plurality of the fences are connected to a plurality of signal receiving control devices of fully automatic safety doors through telescopic belts.

[0023] After adopting such a design, the utility model has at least the following advantages:

[0024] 1. By setting a driving unit inside the railing to drive the railing, the railing can rotate relative to the base and the antenna box, so that the door body can rotate at any angle, and the door body can open and close automatically, reducing the manual operation process of the staff, saving time and labor costs;

[0025] 2. By setting a battery compartment in the railing, a battery is installed in the battery compartment to continuously power the device, so that the device can work normally without external wires, and the device can continue to work in the event of a power outage;

[0026] 3. By installing a proximity switch on the lower bearing fixing frame, the proximity switch controls the rotation of the railing after power is turned on, and the door body automatically resets with the rotation of the railing, which is easy to manage and saves the time of manual recovery for staff;

[0027] 4. By setting a knob on the railing, the railing can be manually operated in an emergency;

[0028] 5. By setting up an antenna box and a ring-shaped indicator light bar, wireless communication can be realized in the station diversion system to control the door body to rotate open or close. The setting of the ring-shaped indicator light bar can display the working status. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] The above is only an overview of the technical solution of the present invention. In order to more clearly understand the technical means of the present invention, the present invention is further described in detail below in conjunction with the accompanying drawings and specific implementation methods.

[0030] Figure 1 The utility model is a schematic diagram of the overall structure of a fully automatic safety door used for station diversion in one embodiment.

[0031] Figure 2 It is a structural schematic diagram of the connection between the antenna box and the railing in the utility model.

[0032] Figure 3 It is a structural schematic diagram of the connection between the base and the railing in the utility model.

[0033] Figure 4 It is a sectional view of the overall structure of the fully automatic safety door used for station diversion in the utility model.

[0034] Figure 5 The utility model is a use status diagram of a fully automatic safety door and system for station diversion in one embodiment of the utility model.

[0035] Description of reference numerals:

[0036] 1. Railing; 11. Motor bracket; 111. Motor; 12. Upper bearing fixing frame; 121. Upper bearing; 13. Lower bearing fixing frame; 131. Lower bearing; 132. Proximity switch; 14. Battery compartment; 141. Storage battery; 15. Rotary button fixing plate; 151. Rotary button; 16. Emergency button fixing plate; 161. Emergency button;

[0037] 2. Base; 21. Coupling;

[0038] 3. Antenna box; 31. Antenna; 32. Ring indicator light bar; 33. Bottom lower edge;

[0039] 4. Door body. DETAILED DESCRIPTION

[0040] The technical solution of the utility model will be clearly and completely described below in conjunction with the accompanying drawings.

[0041] See also Figures 1 to 5 A specific implementation scheme of a fully automatic safety door and system for station diversion is shown. The fully automatic safety door and system for station diversion can meet the needs of intelligent construction of rail transit, and solve the problem of traditional stainless steel sliding doors for passenger diversion. If the gap in the fence needs to be opened or closed, the staff needs to manually operate the sliding door to open or close it. This process consumes time and labor, cannot achieve automatic control, and is prone to cause queuing congestion.

[0042] like Figures 1 to 4 As shown, in this embodiment, the fully automatic safety door for station diversion includes a railing 1 shaped as a circular tube, the internal structure of the railing 1 is hollow, one end of the door body 4 is installed on one side of the railing 1 along the axial direction of the railing 1, and a coupling 21 is fixedly installed on the top of the base 2. The bottom end of the railing 1 overlaps with the top of the base 2 based on the coupling 21, and the bottom lower edge 33 of the signal receiving control device overlaps with the top of the railing 1. The driving unit is fixedly arranged in the railing 1, and the driving end of the driving unit is connected to the coupling 21. The railing 1 rotates relative to the base 2 and the signal receiving control device based on the drive of the driving unit. The door body 4 rotates at any angle with the rotation of the railing 1. By realizing the rotation of the railing 1, the door body 4 can realize rotation at any angle, thereby adjusting the facility layout and guiding the passengers' forward direction. The door body 4 is automatically opened and closed by the drive of the driving unit, reducing the manual operation process of the staff, saving time and labor costs.

[0043] It should be noted that the overall shape of the railing 1 can be a circular tube, or a rectangular or other polygonal column structure, etc. There is no specific limitation on the structure of the railing 1, as long as the railing 1 can be rotated relative to the base 2. The material of the railing 1 is preferably selected to be a thin and rust-proof stainless steel material. The door body 4 is vertically installed on the peripheral wall of the railing 1 with a circular tube structure. The structure of the door body 4 can be set to any structure that can block the passage of people. The driving unit is specifically set to a motor 111, and the railing 1 is driven and rotated by the motor 111 as its power source. The signal receiving control device is specifically set to an antenna box 3 for receiving signals to realize wireless communication.

[0044] Specifically, Figure 2 and Figure 3 As shown, the railing 1 includes an upper bearing fixing frame 12 and an upper bearing 121, the upper bearing fixing frame 12 is connected and fixed to the inner wall of the railing 1, one end of the upper bearing 121 is rotatably mounted on the upper bearing fixing frame 12, and the other end is connected to the bottom of the antenna box 3 (signal receiving control device), the railing 1 also includes a lower bearing fixing frame 13 and a lower bearing 131, the lower bearing fixing frame 13 is connected and fixed to the inner wall of the railing 1, one end of the lower bearing 131 is connected to the driving end (output shaft) of the motor 111, and the other end is connected to the coupling 21, the antenna box 3 and the railing 1 are rotatably mounted through the upper bearing fixing frame 12 and the upper bearing 121, and the base 2 and the circular tube are rotatably mounted through the lower bearing fixing frame 13 and the lower bearing 131.

[0045] Specifically, Figure 2 The schematic diagram of the structure of the antenna box 3 connected to the railing 1 shown in the figure, the railing 1 is a hollow structure, and has openings at the top and bottom. The opening at the top of the railing 1 has a circular inner edge extending inward, and the bottom of the antenna box 3 has a circular lower edge of the antenna box 3 protruding downward from the box body. The protruding lower edge of the antenna box 3 fits with the circular opening at the top of the railing 1 and is connected and installed in an overlapping manner, so that the railing 1 can rotate relative to the antenna box 3, combined with Figure 3 The structural schematic diagram of the connection between the base 2 and the railing 1 shown in the figure, the coupling 21 is fixedly installed on the top of the base 2, the coupling 21 protrudes from the base 2, and forms a circular groove for placing the railing 1 with the top of the base 2, and the railing 1 is overlapped on the base 2 to realize rotation relative to the base 2, so that the railing 1 can rotate relative to the base 2 and the antenna box 3 when the base 2 and the antenna box 3 are fixed, thereby driving the door body 4 to rotate, so that the door body 4 can rotate 360°. In this way, the rotation angle of the door body 4 is 0°~360°. Preferably, in actual applications, the door body 4 will generally rotate to a preset angle, and the preset angle is 90°, 180°, 270°, and 360°.

[0046] Specifically, Figure 4As shown, a motor bracket 11 is provided in the handrail 1, and a motor 111 is installed on the motor bracket 11 and is located between an upper bearing fixing frame 12 and a lower bearing fixing frame 13, and is used to drive the rotation between the upper and lower bearing fixing frames 13 and the upper and lower bearings. The motor bracket 11 is fixedly installed in the handrail 1, and the motor 111 is installed on the motor bracket 11. The driving end of the motor 111 extends to the lower bearing 131, and the lower bearing 131 and the lower bearing fixing frame 13 are bearing-connected. The lower bearing 131 and the lower bearing fixing frame 13 rotate relative to each other, and the lower bearing 131 and the coupling 21 are rotationally connected. Therefore, the driving end of the motor 111 rotates to drive the motor bracket 11 and the lower bearing fixing frame 13 to rotate, so that the handrail 1 can rotate, and the handrail 1 can rotate relative to the base 2 through the lower bearing 131 and the coupling 21 located on the base 2.

[0047] Specifically, a battery compartment 14 is also provided in the railing 1, and a battery 141 is provided in the battery compartment 14 for power supply, so that the motor 111 and the antenna box 3 in the railing 1 can work normally. A proximity switch 132 is also installed on the lower bearing fixing frame 13. The proximity switch 132 controls the rotation of the railing 1 after power is turned on, and the door body 4 automatically resets as the railing 1 rotates. A proximity switch 132 is also installed on the lower bearing fixing frame 13. The proximity switch 132 controls the rotation of the railing 1 after each power-on. The proximity switch 132 automatically detects the initial angle of the railing and automatically resets it. Its initial angle is set to 0°.

[0048] Preferably, if Figure 1 and Figure 4 As shown, a rotary button fixing plate 15 and an emergency button fixing plate 16 are provided on one side of the railing 1 near the top, a rotary button 151 is installed on the rotary button fixing plate 15, and an emergency button 161 is installed on the emergency button fixing plate 16. The signal receiving control device is set as an antenna box 3, and an antenna 31 is provided in the antenna box 3 for realizing wireless communication. An annular indicator light bar 32 is provided at the outer edge of the bottom of the antenna box 3 for displaying the working status. The annular indicator light bar 32 provided at the lower edge of the antenna box 3 is used to indicate the working status of the device. In the event of power shortage, network disconnection, etc., it is convenient for management personnel to troubleshoot in time, and it can be used in combination with the rotary button fixing plate 15 and the emergency button fixing plate 16 provided on the railing 1 to deal with emergencies through manual operation. The specific scenario can be combined with Figure 5 In the application scenario shown, pressing the emergency button can rotate the door to the best designated position to guide the flow of people to pass quickly. Several doors turn to the same direction, forming a straight line as a whole, forming a fast passage.

[0049] Furthermore, based on the specific example of a fully automatic safety door for station diversion described above, this embodiment also discloses a system for station diversion (hereinafter referred to as the "system").

[0050] Specifically, Figure 5 As shown, a system for station diversion includes a control host (not shown), a plurality of fences, and a plurality of fully automatic safety doors for station diversion connected to the fences and used in conjunction with the fences and controlled by the command signal issued by the control host. The plurality of fences are connected to a plurality of handrails and are arranged in a Z-shaped row or in a straight line at a fixed time period. The fences are connected to an antenna box. Through the automatic processing of intelligent technology, electric opening and closing control and a remote safety protection system are added. A variety of sensors and visual recognition technologies are also integrated to reduce manual intervention and provide safety protection functions when the door body 4 moves and in specific scenarios. The door body 4 and on-site information are uploaded to the background control center of the integrated control room through the transmission equipment, and the management personnel can complete all the work such as information review, on-site abnormal alarm confirmation, and remote control in the integrated control room.

[0051] The above description is only a preferred embodiment of the present invention and does not limit the present invention in any form. Those skilled in the art may make some simple modifications, equivalent changes or modifications using the technical contents disclosed above, which are all within the protection scope of the present invention.

Claims

1. A fully automatic safety door for station diversion, characterized in that: include: Railings, which are hollow inside; A door body, one end of which is mounted on one side of the railing along the axial direction of the railing; A base, the top of which overlaps the bottom end of the railing; A signal receiving control device, the bottom of which is connected to the top of the railing, for transmitting a control signal to control the rotation of the door body; A driving unit, which is fixedly disposed in the railing, wherein a driving end of the driving unit is connected to the base, and the driving unit is controlled by a signal from the signal receiving control device to drive the railing to rotate relative to the base; The door body can rotate at any angle along with the rotation of the railing.

2. The fully automatic safety door for station diversion according to claim 1 is characterized in that: The railing includes an upper bearing fixing frame and an upper bearing, wherein the upper bearing fixing frame is connected and fixed to the inner wall of the railing, one end of the upper bearing is rotatably mounted on the upper bearing fixing frame, and the other end is connected to the bottom of the signal receiving control device.

3. The fully automatic safety door for station diversion according to claim 2 is characterized in that: The railing further comprises a lower bearing fixing frame, a lower bearing and a coupling, wherein the coupling is mounted on the base, the lower bearing fixing frame is connected and fixed to the inner wall of the railing, the lower bearing is located in the lower bearing fixing frame, and the driving end of the driving unit passes through the lower bearing and is connected to the coupling; A motor bracket is provided in the handrail, and the driving unit is configured as a motor. The motor is mounted on the motor bracket and is located between the upper bearing fixing frame and the lower bearing fixing frame, and is used to drive the rotation between the upper and lower bearing fixing frames and the upper and lower bearings.

4. The fully automatic safety door for station diversion according to claim 1 is characterized in that: The door body has a rotation angle of 0° to 360°, and the door body can be rotated to a preset angle, which is 90°, 180°, 270°, and 360°.

5. The fully automatic safety door for station diversion according to any one of claims 1 to 4, characterized in that: A battery compartment is also provided in the railing, and a storage battery is provided in the battery compartment for power supply; And / or the railing is configured as a circular tube.

6. The fully automatic safety door for station diversion according to claim 3 is characterized in that: A proximity switch is also installed on the lower bearing fixing frame. The proximity switch controls the rotation of the handrail after each power-on. The proximity switch automatically detects the initial angle of the handrail and automatically resets it. The initial angle is set to 0°.

7. The fully automatic safety door for station diversion according to any one of claims 1 to 4, characterized in that: A rotating button fixing plate and an emergency button fixing plate are provided on one side of the railing close to the top, a rotating button is installed on the rotating button fixing plate, and an emergency button is installed on the emergency button fixing plate.

8. The fully automatic safety door for station diversion according to any one of claims 1 to 4, characterized in that: The signal receiving control device is configured as an antenna box, an antenna is provided inside the antenna box for realizing wireless communication, and an annular indicator light bar is provided at the outer edge of the bottom of the antenna box for displaying the working status.

9. A system for station traffic diversion, characterized in that: The invention comprises a control host, a plurality of fences and a plurality of fully automatic safety doors for station diversion as claimed in any one of claims 1 to 8, which are connected to and used in conjunction with the fences and are controlled by command signals issued by the control host.

10. The system for station traffic diversion according to claim 9, characterized in that: A plurality of the fences are connected to a plurality of signal receiving control devices of full-automatic safety doors through telescopic belts.

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