Independent unit metro vehicle workshop barrier protection device
By designing a barrier protection device for base, swing arm and pulling belt in an independent unit subway vehicle, the problem of passengers falling during walking and escaping between vehicles is solved, and safety protection is achieved without occupying vehicle space.
Patent Information
- Application Number
- CN202422235236.5
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-09-12
- Publication Date
- 2025-07-18
- Estimated Expiration
- 2034-09-12
AI Technical Summary
In independent unit subway vehicles, passengers are prone to falling while walking and escaping between vehicles, and the prior art lacks effective safety protection measures.
A barrier protection device including a base, a swing arm and a pull belt is designed to drive the swing arm to expand through elastic components to form a closed channel, provide safety protection, and can be folded and stored when not in use.
It effectively prevents passengers from falling between vehicles, improves the safety of the escape process, and does not occupy vehicle space in non-use states.
Smart Images
Figure CN223116363U_ABST
Abstract
Description
Technical Field
[0001] The utility model relates to the technical field of rail transit vehicle escape safety, in particular to a barrier protection device for the workshop of independent unit subway vehicles. Background Art
[0002] In the traditional connection between carriages of rail vehicles, a gangway is used for connection. The gangway serves as the connection passage for passengers to move from one carriage to another. Since the gangway seals the middle part of the vehicle body, passengers can ensure safety when passing through between two carriages.
[0003] With the continuous development of rail vehicle manufacturing technology, new types of subway vehicles emerge in an endless stream. Among them, in a certain project, the subway adopts the independent unit vehicle mode. There is no longer a through connection between single carriages. Each vehicle is an independent unit, and the escape door is used between vehicles to ensure that passengers can move from one vehicle to another in case of emergency. When passengers pass from one carriage to another, the dropped escape door becomes the passage for passengers to walk in the carriage. The spaces on both sides of the aisle are open and non-airtight. During the passage process, especially in the case of emergency passage, passengers are very likely to fall off the vehicle and cause personal injuries.
[0004] Therefore, based on the above problems, how to solve the safety problem of possible falls during the walking and escape process of passengers between vehicles, and provide a barrier protection device for the workshop of independent unit subway vehicles has become an important technical problem that needs to be solved urgently by those skilled in the art. Summary of the Utility Model
[0005] The purpose of the utility model is to overcome the defects existing in the prior art, and provide a barrier protection device for the workshop of independent unit subway vehicles, which is used to solve the safety problem of possible falls during the walking and escape process of passengers between vehicles.
[0006] In order to achieve the above purpose, the utility model provides the following technical solutions:
[0007] A barrier protection device for the workshop of independent unit subway vehicles disclosed by the utility model includes:
[0008] A base, which can be fixedly connected to the vehicle end wall;
[0009] A swing arm, one end of which is rotatably connected to a pin shaft installed on the base, and an elastic member is also installed on the pin shaft, which is used to drive the swing arm to swing to one side of the base and keep it in contact with the side wall of the base, so that the swing arm and the base are in an unfolded posture; and
[0010] A pull belt, which is connected to the end of the swing arm and is used to pull the swing arm to overcome the elastic force of the elastic member, so that the swing arm and the base are in a folded posture.
[0011] Furthermore, the swing arm is constructed in a T-shaped structure. A guide cover is fixedly connected to the bottom end of the vertical section of the T-shaped structure. The guide cover is rotatably connected to the pin shaft. Wing plates are fixedly connected to both ends of the horizontal section of the T-shaped structure.
[0012] Furthermore, connection blocks are fixedly connected to both ends of the pull belt. One end of the pull belt is connected to the horizontal section of the T-shaped structure through the connection block, and the other end is connected to the vehicle end wall through the connection block.
[0013] Furthermore, the elastic component is a cylindrical helical parallel double torsion spring. The torsion arm in the middle of the cylindrical helical parallel double torsion spring abuts against the base, and the torsion arms at both ends abut against the guide cover on the swing arm. The extension of the torsion arm drives the base and the swing arm to unfold.
[0014] Furthermore, a sleeve and a copper sleeve are sequentially sleeved on both ends of the pin shaft. The outer wall of the sleeve contacts the inner wall of the elastic component, and the copper sleeve contacts the end of the elastic component.
[0015] Furthermore, a stop block is also included. The stop block is sleeved on both ends of the pin shaft.
[0016] In the above technical solution, for the independent unit subway vehicle workshop barrier protection device provided by the present utility model, the beneficial effects are as follows:
[0017] The independent unit subway vehicle workshop barrier protection device designed by the present utility model effectively solves the safety problem that passengers may fall during the process of walking and escaping between vehicles. For two adjacent vehicles, the barrier protection devices at the opposite ends are connected to each other to form guardrails on both sides of the escape door, providing safety protection measures for passengers walking and escaping between vehicles in a non-closed state, and avoiding the unsafe measures of directly walking from the escape door of an independent unit subway vehicle to the track ground to another vehicle or directly escaping to the track ground. Thus, the vehicle safety is effectively improved. In addition, the barrier protection device is folded and stored at the vehicle end in a non-use state and can run with the vehicle, and is convenient to use in case of an emergency. BRIEF DESCRIPTION OF THE DRAWINGS
[0018] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings required for use in the embodiments. Obviously, the drawings described below are only some embodiments recorded in the present utility model. For those of ordinary skill in the art, other drawings can also be obtained based on these drawings.
[0019] Figure 1 It is the front view of the independent unit subway vehicle workshop barrier protection device disclosed by the present utility model;
[0020] Figure 2It is the left view of the barrier protection device for the independent unit subway vehicle workshop disclosed by the present utility model;
[0021] Figure 3 It is the enlarged view of the K position of the barrier protection device for the independent unit subway vehicle workshop disclosed by the present utility model;
[0022] Figure 4 It is the top view of the barrier protection device for the independent unit subway vehicle workshop disclosed by the present utility model;
[0023] Figure 5 It is the front view of the assembled state of the barrier protection device for the independent unit subway vehicle workshop and the vehicle disclosed by the present utility model;
[0024] Figure 6 It is the left view of the assembled state of the barrier protection device for the independent unit subway vehicle workshop and the vehicle disclosed by the present utility model;
[0025] Figure 7 It is Figure 5 the C-C sectional view of;
[0026] Figure 8 It is Figure 5 the enlarged view of the I position of;
[0027] Figure 9 It is Figure 5 the enlarged view of the II position of;
[0028] Figure 10 It is Figure 8 the A-A sectional view of.
[0029] Explanation of reference numerals:
[0030] 1. Swing arm; 2. Elastic member; 3. Base; 4. Pin shaft; 5. Sleeve; 6. Copper sleeve; 7. Stop block; 8. Connecting block; 10. Guide cover; 11. Pulling belt; 12. Flap; 13. Connecting member. Detailed implementation manners
[0031] In order to enable those skilled in the art to better understand the technical solution of the present utility model, the present utility model will be further introduced in detail below in conjunction with the accompanying drawings.
[0032] See Figures 1-4 as shown in;
[0033] The barrier protection device for the independent unit subway vehicle workshop of the utility model includes: a swing arm 1, an elastic member 2, a base 3, and a pulling belt 11;
[0034] The base 3 can be fixedly connected to the vehicle end wall;
[0035] The swing arm 1 is the main part of the barrier protection device. One end of the swing arm 1 is rotatably connected to the pin shaft 4 installed on the base 3. An elastic component 2 is sleeved on the pin shaft 4. The elastic component 2 drives the swing arm 1 to swing to one side of the base 3 and keep in contact with the side wall of the base 3, so that the swing arm 1 and the base 3 are in an unfolded posture. After the swing arm 1 is unfolded, it is connected to the swing arm 1 at the opposite end of the vehicle, forming a closed passage for the workshop passage to ensure the safe passage of passing personnel;
[0036] The pull belt 11 is connected to the end of the swing arm 1. The pull belt 11 is used to pull the swing arm 1 to overcome the elastic force of the elastic component 2, so that the swing arm 1 and the base 3 are in a folded posture and remain at the end of the vehicle in a non-use state.
[0037] See Figure 1 as shown:
[0038] Preferably, the structure of the swing arm 1 is a T-shaped structure. A guide cover 10 is fixedly connected to the bottom end of the vertical section of the T-shaped structure. The guide cover 10 is rotatably connected to the pin shaft 4. Wing plates 12 are fixedly connected to both ends of the horizontal section of the T-shaped structure. After the swing arm 1 is unfolded, the swing arm 1 is connected to the wing plates 12 on the swing arm 1 at the opposite end of the vehicle through the wing plates 12 to ensure that the barrier protection devices on adjacent two vehicles form an integral closed walking space;
[0039] A connecting block 8 is fixedly connected to the end of the pull belt 11. One end of the pull belt 11 is connected to the horizontal section of the T-shaped structure through the connecting block 8, and the other end is connected to the vehicle end wall through the connecting block 8.
[0040] See Figure 3 as shown:
[0041] Preferably, the elastic component 2 is a cylindrical helical parallel double torsion spring. The torsion arms in the middle of the cylindrical helical parallel double torsion spring are in contact with the base 3, and the torsion arms at both ends are in contact with the guide cover 10 on the swing arm 1. The extension of the torsion arms drives the base 3 and the swing arm 1 to unfold;
[0042] Preferably, a sleeve 5 and a copper sleeve 6 are sequentially sleeved at both ends of the pin shaft 4. The outer wall of the sleeve 5 is in contact with the inner wall of the elastic component 2, and the copper sleeve 6 is in contact with the end of the elastic component 2. In this structure, the sleeve 5 and the copper sleeve 6 are sleeved at both ends of the pin shaft 4. The cylindrical helical parallel double torsion spring is supported by the sleeve 5 to work within a fixed pressure range, and the copper sleeve 6 is used to support the cylindrical helical parallel double torsion spring at the bottom end to prevent the cylindrical helical parallel double torsion spring from axially displacing along the pin shaft 4.
[0043] Preferably, a stop block 7 is further included. The stop block 7 is sleeved at both ends of the pin shaft 4 to stop the swing arm 1 from rebounding. By the stop block 7, it is ensured that when the swing arm 1 swings back to the initial position, there is a certain distance from the base 3 and the vehicle, so that the swing arm 1 does not collide with the vehicle due to the rebounding force;
[0044] See Figures 5-10 as shown
[0045] Independent unit subway vehicle workshop barrier protection method, which uses the above-mentioned independent unit subway vehicle workshop barrier protection device to protect after the escape door is opened. The barrier protection device is installed at the first end and the second end of the vehicle and is symmetrically distributed on both sides of the escape door (as Figure 5 , 8 shown). After the swing arm 1 of the barrier protection device is unfolded, on the same side of the adjacent two vehicle escape doors, the swing arm 1 of the barrier protection device at the first end of the vehicle is connected to the swing arm 1 of the barrier protection device at the second end of the adjacent vehicle through the pull belt 11.
[0046] When the escape door is opened and overlaps between two vehicles, first, loosen the connection end of the pull belt 11 with the vehicle end wall. The swing arm 1 is unfolded to one side of the escape door under the action of the elastic member 2, and the swing arms 1 of the two vehicles are docked through the pull belt 11, and then protection is formed through the barrier protection device;
[0047] When assembling the barrier protection device:
[0048] Preferably, the height A of the end of the swing arm 1 of the barrier protection device from the rail surface is greater than the height of the vehicle from the rail surface. Specifically, the height L1 of the end of the swing arm 1 from the rail surface is 1009 ± 5 mm, so as to avoid the barrier protection device exceeding the vehicle bottom limit;
[0049] When assembling, both the base 3 and the connecting block 8 are fixedly connected to the vehicle end wall through the connecting member 13 (as Figure 8 , 9 , shown in Figure 10). The connecting members involved in this embodiment are all bolt assemblies in the prior art.
[0050] Preferably, after the swing arms 1 of the barrier protection devices on both sides of the escape door are folded, the distance B between the swing arms 1 on both sides of the escape door is less than the vehicle width. Specifically, the distance L2 between the swing arms 1 is 2445 ± 10 mm, so as to avoid the barrier protection device invading the vehicle width direction limit.
[0051] Preferably, after the swing arm 1 and the base 3 of the barrier protection device are folded, the angle α between the swing arm 1 and the installation planes of the base 3 and the vehicle end wall is not less than 35°, so as to control the swing arm 1 within a reasonable swing range.
[0052] Only some exemplary embodiments of the present invention are described by way of illustration above. Undoubtedly, for those of ordinary skill in the art, without departing from the spirit and scope of the present invention, the described embodiments can be modified in various different ways. Therefore, the above drawings and descriptions are illustrative in nature and should not be construed as limiting the protection scope of the claims of the present invention.
Claims
1. Independent unit subway vehicle workshop barrier protection device, characterized in that Comprising: A base (3) which can be fixedly connected to the vehicle end wall; A swing arm (1), one end of which is rotatably connected to a pin shaft (4) installed on the base (3), and an elastic member (2) is also installed on the pin shaft (4) for driving the swing arm (1) to swing to one side of the base (3) and keep abutting against the side wall of the base (3), so that the swing arm (1) and the base (3) are in an unfolded posture; and A pull belt (11) which is connected to the end of the swing arm (1) for pulling the swing arm (1) to overcome the elastic force of the elastic member (2) so that the swing arm (1) and the base (3) are in a folded posture.
2. The independent unit subway vehicle workshop barrier protection device according to claim 1, wherein; The swing arm (1) is constructed in a T-shaped structure. The bottom end of the vertical section of the T-shaped structure is fixedly connected with a guide cover (10). The guide cover (10) is rotatably connected to the pin shaft (4). Wings (12) are fixedly connected to both ends of the horizontal section of the T-shaped structure.
3. The independent unit subway vehicle workshop barrier protection device according to claim 2, wherein; Connection blocks (8) are fixedly connected to both ends of the pull belt (11). One end of the pull belt (11) is connected to the horizontal section of the T-shaped structure through the connection block (8), and the other end is connected to the vehicle end wall through the connection block (8).
4. The independent unit subway vehicle workshop barrier protection device according to claim 1, Characterized in that; The elastic member (2) is a cylindrical spiral parallel double torsion spring. The torsion arm in the middle of the cylindrical spiral parallel double torsion spring abuts against the base (3), and the torsion arms at both ends abut against the guide cover (10) on the swing arm (1). The extension of the torsion arm drives the base (3) and the swing arm (1) to unfold.
5. The independent unit subway vehicle workshop barrier protection device according to claim 4, Characterized in that; Sleeves (5) and bronze bushes (6) are sequentially sleeved on both ends of the pin shaft (4). The outer wall of the sleeve (5) contacts the inner wall of the elastic member (2), and the bronze bush (6) contacts the end of the elastic member (2).
6. The independent unit subway vehicle workshop barrier protection device according to claim 5, characterized in that ； It further includes a stop block (7), and the stop block (7) is sleeved on both ends of the pin shaft (4).