Emergency escape system

Abstract

The emergency escape system comprises an emergency escape device and a handrail track which are detachably connected, the emergency escape device comprises a gear self-speed-limiting system, the gear self-speed-limiting system comprises a gear system and a speed limiting disc which are movably connected, and the gear system at least comprises a roller and a first gear which is coaxially arranged and rotationally connected with the roller; the roller is configured to be capable of driving the first gear to rotate; the speed limiting disc is rotationally connected with the first gear; wherein the roller is configured to be capable of driving the speed limiting disc to rotate; the handrail track comprises a first main body part, a second main body part and a third main body part which are connected in sequence, and the first main body part, the second main body part and the third main body part are matched to form a semi-enclosed concave cavity; wherein the emergency escape device part is arranged in the concave cavity and is detachably connected with the third main body part in a matched mode through the rolling wheels. The speed in the operation process can be effectively controlled, connection is reliable, and the operation safety and stability of the device can be improved.

Description

Technical Field

[0001] The present application relates to the technical field of emergency devices, and in particular to an emergency escape system. Background Art

[0002] To address fire safety issues in my country's urban high-rise buildings and address the shortcomings of self-rescue and escape facilities in these buildings, emergency escape devices are being developed to enable rapid escape. However, existing technologies have limited functionality and unstable speed control during operation, compromising the safety of these systems. Utility Model Content

[0003] In view of this, the present application provides an emergency escape system to solve the problems of the emergency escape system in the prior art.

[0004] The functions of the emergency escape system are not perfect and the speed control is unstable during operation, thus affecting the safety of the emergency escape system.

[0005] In order to solve the above technical problems, the technical solution provided by the present application is as follows: an emergency escape system is provided, comprising a detachably connected emergency escape device and a handrail track, wherein the emergency escape device includes a gear self-speed limiting system, wherein the gear self-speed limiting system includes a movably connected gear system and a speed limiting disk, wherein the gear system includes at least a roller and a first gear coaxially arranged with the roller and rotatably connected, wherein the roller is configured to drive the first gear to rotate; the speed limiting disk is rotatably connected to the first gear; wherein the roller is configured to drive the speed limiting disk to rotate;

[0006] The handrail track comprises: a first main body portion, a second main body portion and a third main body portion connected in sequence, wherein the first main body portion, the second main body portion and the third main body portion cooperate to form a semi-enclosed concave cavity;

[0007] Wherein, the emergency escape device is partially arranged in the concave cavity and is detachably and matchingly connected to the third main body through the roller.

[0008] In one embodiment, a first bending portion is provided between the first main body portion and the second main body portion, a second bending portion is provided between the second main body portion and the third main body portion, and a third bending portion is provided at one end of the first bending portion away from the second main body portion; wherein an inner sidewall of the third bending portion between the second main body portion and the third main body portion forms a groove structure;

[0009] Wherein, the roller comprises:

[0010] A first end and a second end are arranged opposite to each other, and a contact portion is arranged between the first end and the second end, and the contact portion is in contact with the handrail track; the first end and the second end are respectively arranged on opposite sides of the handrail track in the width direction, and the first end is clamped on the side wall of the groove structure to limit the connection position of the contact portion and the handrail track; wherein the longitudinal cross-sectional dimensions of the first end and the second end are both larger than the longitudinal cross-sectional dimension of the contact portion.

[0011] In one embodiment, the inner sidewall of the first main body portion has a first protrusion, and the first protrusion extends toward the concave cavity; opposite side walls of the first protrusion and the sidewall of the first main body portion form a first groove and a second groove facing each other; the third bent portion extends toward the concave cavity, and the height of the third bent portion is substantially flush with the height of the first protrusion; a second protrusion is further provided between the first main body portion and the second main body portion, and the second protrusion is spaced apart from the first protrusion; and the width of the second protrusion is smaller than that of the first protrusion; and a third groove is further formed between the second protrusion and the inner sidewall of the first bent portion;

[0012] The first bending portion corresponds to an inner side wall at the connection between the first main body portion and the second main body portion and protrudes from the inner side walls of the first main body portion and the second main body portion, so that a non-smooth structure is formed between the side wall of the second protrusion close to the first protrusion and the first groove.

[0013] In one embodiment, the brake locking system further comprises:

[0014] a brake locking system detachably connected to the gear self-speed limiting system; the brake locking system comprises a first brake assembly and a second brake assembly, the first brake assembly and the second brake assembly being movably connected and configured to enable the operation and stop of the gear self-speed limiting system;

[0015] The housing is disposed around at least a portion of the gear self-speed limiting system and at least a portion of the brake locking system to fix and protect the gear self-speed limiting system and the brake locking system.

[0016] In one embodiment, the first brake assembly includes a bearing portion, a hanging rod, a locking rod, a locking head, a brake seat, and a first elastic member, wherein the bearing portion and the hanging rod are movably connected, the hanging rod and the locking rod are movably connected, and the locking head is provided on one side of the locking rod and is located at an end of the locking rod away from the hanging rod;

[0017] In which, the first elastic member is arranged between the brake seat and the space of the locking rod near one end of the hanging rod; the hanging rod can rotate along the connection between the hanging rod and the locking rod as the bearing part moves, and at the same time, when the hanging rod rotates, it is configured to push the locking rod to move along the first direction, so as to push the first elastic member to compress and approach the brake seat; wherein, the first direction is the installation direction of the emergency escape device.

[0018] In one embodiment, the locking lever comprises:

[0019] A vertical portion and an extension portion, wherein the extension portion is arranged at an end of the vertical portion close to the hanging rod, the extension portion extends toward a second direction, and a surface of the extension portion away from the vertical portion contacts and is slidably connected to an end of the hanging rod away from the bearing portion; wherein the second direction intersects with the first direction and an outer side surface of the extension portion away from the vertical portion is arranged to be an arcuate surface, or an end of the hanging rod away from the bearing portion has an arcuate surface, so that the contact surface between the extension portion and the hanging rod is an arcuate contact surface, and the end of the hanging rod away from the bearing portion slides along the arcuate contact surface;

[0020] Wherein, the first elastic member is arranged between the inner side surface of the extension portion and the bottom wall of the brake seat; the brake seat is sleeved on the vertical portion and slidably connected to the vertical portion, so that the locking rod can move relative to the brake seat along the first direction.

[0021] In one embodiment, the second brake assembly comprises:

[0022] a brake lever, one end of which is rotatably connected to the hanging rod;

[0023] a lifting rod, the lifting rod being configured to be pushed by the brake rod to perform lifting motion along the first direction when the brake rod rotates;

[0024] a brake head, disposed on a side of the lifting rod away from the hanging rod and coaxially arranged with the lifting rod, so that when the lifting rod is lifted and lowered along the first direction, the brake head is further pushed to move along the first direction;

[0025] The second elastic portion is arranged between the brake head and one end of the brake rod, and the second elastic portion is configured to be compressed and approach the brake head when the lifting rod moves up and down along the first direction.

[0026] In one embodiment, the brake lever comprises:

[0027] a stop rod, arranged parallel to the locking rod; wherein the stop rod can move closer to or farther away from the vertical portion when rotating;

[0028] The pushing portion is arranged at one end of the stop rod close to the hanging rod, and the stop rod and the pushing portion are rotatably arranged so that the pushing portion is configured to move in the opposite direction relative to the stop rod; wherein the second elastic portion is further arranged between the brake head and the pushing portion.

[0029] Wherein, the lifting rod includes:

[0030] The sliding rod and the abutment portion are connected to each other, and the cross-section of the abutment portion is larger than the cross-section of the sliding rod, so that part of the abutment portion is clamped on the outer side surface of the extension portion of the locking rod, so that the extension portion slides along the sliding rod in the first direction.

[0031] In one embodiment, the gear system further comprises:

[0032] a transmission gear, rotatably connected to the first gear; wherein the speed limiting plate is rotatably connected to the transmission gear;

[0033] a second gear, the second gear being configured to rotate along with the rotation of the first gear and drive the transmission gear to rotate;

[0034] When the roller rotates, it drives the first gear, the second gear, the transmission gear and the speed limiting disc to rotate in sequence.

[0035] In one embodiment, the transmission gear comprises:

[0036] a first sub-gear, meshing with the first gear;

[0037] a second sub-gear, coaxially arranged and fixedly connected to the first sub-gear, and the second sub-gear rotates synchronously with the first sub-gear; wherein the size of the second sub-gear is larger than that of the first sub-gear;

[0038] The second gear is arranged between the first gear and the first sub-gear, and is arranged parallel to the first gear and the first sub-gear; the second gear is configured to rotate with the rotation of the first gear, and drive the first sub-gear to rotate.

[0039] The beneficial effects of the present application are as follows: Different from the prior art, the emergency escape system of the present application includes a detachably connected emergency escape device and a handrail track, wherein the emergency escape device includes a gear self-limiting system, the gear self-limiting system includes a movably connected gear system and a speed limiting disk, the gear system includes at least a roller and a first gear arranged coaxially with the roller and rotatably connected, the roller is configured to drive the first gear to rotate; the speed limiting disk is rotatably connected to the first gear; wherein the roller is configured to drive the speed limiting disk to rotate; the handrail track includes a first main body, a second main body, and a third main body connected in sequence, the first main body, the second main body, and the third main body cooperate to form a semi-enclosed concave cavity; wherein the emergency escape device is partially arranged in the concave cavity and is detachably and matingly connected to the third main body via the roller. By cooperating with at least one gear and the roller in the gear self-limiting system, the speed of the roller during the operation of the handrail track can be effectively controlled, and the structural design of the handrail track allows the gear self-limiting system to be safely and reliably connected to the handrail track, thereby improving the safety and stability of the device operation. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technical workers in this field, other drawings can be obtained based on these drawings without creative work.

[0041] Figure 1 This is a schematic diagram of the overall installation structure of the emergency escape system provided in this application;

[0042] Figure 2 This is a schematic diagram of the split structure of the emergency escape system provided by this application;

[0043] Figure 3 It is a schematic diagram of the cross-sectional structure of the handrail track provided in this application;

[0044] Figure 4 This is a schematic structural diagram of the gear self-speed limiting system provided in the first embodiment of the present application;

[0045] Figure 5 2 is a schematic structural diagram of a gear self-speed limiting system provided in a second embodiment of the present application;

[0046] Figure 6 This is a schematic structural diagram from one perspective of the gear self-speed limiting system provided by the present application;

[0047] Figure 7 This is a structural diagram of the gear self-speed limiting system provided by the present application from another perspective;

[0048] Figure 8 It is a structural diagram of the mounting plate provided in this application;

[0049] Figure 9 1 is a schematic structural diagram of a brake locking system provided by the present application from one perspective, wherein the brake locking system is in an initial state A;

[0050] Figure 10 2 is a schematic structural diagram of the brake locking system provided by the present application from another perspective, wherein the brake locking system is in an initial state A;

[0051] Figure 11 yes Figure 1 A cross-sectional structural diagram along line AA (handrail track omitted), where the brake locking system is in state B and the locking rod is in the upward position;

[0052] Figure 12 yes Figure 1 Another cross-sectional structural diagram along line AA, in which the brake locking system is in state C, and the locking rod and the second brake assembly are both in the upward state.

[0053] Description of reference numerals:

[0054] 100. Emergency escape system; 1. Handrail; 2. Emergency escape device; 10. First main body; 101. First bend; 102. First protrusion; 1021. First groove; 1022. Second groove; 103. Third bend; 104. Second protrusion; 1041. Third groove; 105. Second bend; 106. Groove structure; 11. Second main body; 12. Third main body; 121. Top wall; 13. Concave cavity; 20. Brake locking system; 202. Contact portion 21. First brake assembly; 211. Carrying portion; 212. Hanging rod; 213. Locking rod; 2131. Vertical portion; 2132. Extending portion; 21321. Inner side; 21322. Outer side; 214. Locking head; 215. First elastic member; 216. Brake seat; 2161. Step surface; 22. Second brake assembly; 221. Brake rod; 2211. Stop rod; 2212. Pushing portion; 2213. Handle; 222. Lifting rod; 2221. Sliding rod; 2222 , abutment; 223, brake head; 224, second elastic part; 23, second rotating shaft; 24, third rotating shaft; 3, gear system; 30, roller; 301, first end; 302, second end; 303, contact part; 31, first gear; 312, bearing; 313, first rotating shaft; 32, second gear; 33, transmission gear; 331, first sub-gear; 332, second sub-gear; 34, speed limiter; 341, first rotating wheel; 3410, limit gear; 3411, limit Position tooth; 3412, limiting groove; 3413, first impact column; 340, buffer column; 3401, annular buffer column; 3402, second impact column; 342, second rotating wheel; 35, mounting plate; 351, first mounting hole; 352, first mounting groove; 353, second mounting groove; 354, second mounting hole; 355, assembly hole; 36, cover; 361, main body; 362, extension; 4, gear self-speed limiting system; 5, housing; 51, first housing; 52, second housing. DETAILED DESCRIPTION

[0055] The following will be combined with the accompanying drawings in the embodiments of this application to clearly and completely describe the technical solutions in the embodiments of this application. Obviously, the embodiments described are only part of the embodiments of this application, not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0056] The terms "first" and "second" in this application are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature specified as "first" or "second" may explicitly or implicitly include at least one of such features. All directional indications (such as up, down, left, right, front, back, etc.) in the embodiments of this application are only used to explain the relative positional relationship and movement of the various components under a specific posture (as shown in the accompanying drawings). If the specific posture changes, the directional indication will also change accordingly. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units that are not listed, or may optionally include other steps or units that are inherent to these processes, methods, products or devices.

[0057] References herein to "embodiments" mean that a particular feature, structure, or characteristic described in connection with the embodiments may be included in at least one embodiment of the present application. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor does it constitute an independent or alternative embodiment that is mutually exclusive of other embodiments. It is understood, both explicitly and implicitly, that the embodiments described herein may be combined with other embodiments.

[0058] The present application provides an emergency escape system.

[0059] See also Figures 1 to 3 , Figure 1 This is a schematic diagram of the overall installation structure of the emergency escape system provided in this application; Figure 2 This is a schematic diagram of the split structure of the emergency escape system provided by this application; Figure 3 It is a schematic diagram of the cross-sectional structure of the handrail track provided in this application.

[0060] An emergency escape system 100 provided in one embodiment of the present application may include an emergency escape device 2 and an adapted handrail track 1. The emergency escape device 2 includes a gear self-speed limiting system 4, a brake locking system 20 and a shell 5. The shell 5 is arranged around at least a portion of the gear self-speed limiting system 4 and at least a portion of the brake locking system 20 to fix and protect the gear self-speed limiting system 4 and the brake locking system 20.

[0061] In one embodiment, the housing 5 may further include a first housing 51 and a second housing 52 stacked together. The first housing 51 may be made of a high-strength, lightweight, rigid material (e.g., aviation aluminum alloy), while the second housing 52 may be a removable soft cover (e.g., silicone) to provide thermal insulation when the device generates heat during operation. The first housing 51 may be detachable to facilitate connection with the gear self-speed limiting system 4 and the brake locking system 20. The first housing 51 and the gear self-speed limiting system 4 and the brake locking system 20 may be connected via screws, snaps, or other means. The second housing 52 may be integrally formed and disposed around the first housing 51, providing further protection for the gear self-speed limiting system 4, the brake locking system 20, and the first housing 51 as a whole, enhancing both connection stability and safety. It is understood that the specific structure of the housing 5 can be flexibly modified to accommodate other internal structures, and this application does not impose any limitations thereto.

[0062] The handrail track 1 is matched and connected with the gear self-speed limiting system 4. The gear self-speed limiting system 4 provided in one embodiment of the present application is connected with the handrail track 1 for emergency escape.

[0063] In one embodiment, the handrail track 1 may include a first main body portion 10, a second main body portion 11 and a third main body portion 12 connected in sequence, and the first main body portion 10, the second main body portion 11 and the third main body portion 12 cooperate to form a semi-enclosed cavity 13; the cavity 13 accommodates the roller 30 of the emergency escape device 2 so that it can be connected to the third main body portion 12.

[0064] In one embodiment, the roller 30 includes a first end 301 and a second end 302 disposed opposite each other, and a contact portion 303 disposed between the first end 301 and the second end 302. The contact portion 303 is in contact with the handrail track 1. The first end 301 and the second end 302 are disposed on opposite sides of the handrail track 1 in the width direction to limit the connection position of the contact portion 303 with the handrail track 1.

[0065] Specifically, the contact portion 303 contacts the top wall 121 of the handrail track 1, and the first end portion 301 and the second end portion 302 are respectively clamped at opposite ends of the top surface to limit the roller 30 in the width direction of the handrail track 1 and prevent the roller 30 from falling off the handrail track 1. In this embodiment, the contact surface between the contact portion 303 and the top wall 121 of the handrail track 1 is coated with a rubber or polymer material (such as polyurethane) with a high friction coefficient and strong wear resistance, thereby increasing the friction of the contact surface and improving durability. It will be understood that in order for the first end portion 301 and the second end portion 302 to limit the contact portion 303, the dimensions of the first end portion 301 and the second end portion 302 should be set to be larger than the dimensions of the contact portion 303. The specific dimensions can be set as needed and are not limited in this application.

[0066] like Figure 2 As shown, in one embodiment, a first bend 101 is provided between the first and second body portions 10, 11, and a second bend 105 is provided between the second and third body portions 11, 12. The first bend 101 has a third bend 103 at one end away from the second body portion 11. The third bend 103 can enhance the gripping feel of the handrail, and the width of the handrail grip can be set to 65 mm to 75 mm. A groove structure 106 is formed on the inner sidewall of the third bend 103 between the second and third body portions 11, 12. The groove structure 106 provides space for the installation and operation of the roller 30 of the emergency escape device 2, allowing the emergency escape device 2 to be connected to the third body portion 12. Specifically, the first end 301 is engaged with the groove structure 106, the contact portion 303 contacts the top wall 121 of the handrail track 1, and the second end 302 is engaged with the outer wall or outer edge of the third body portion 12, thereby ensuring a stable connection between the emergency escape device 2 and the handrail track 1.

[0067] In one embodiment, the inner side wall of the first main body portion 10 has a first protrusion 102, and the first protrusion 102 extends toward the cavity 13; the opposite side walls of the first protrusion 102 and the side walls of the first main body portion 10 form a first groove 1021 and a second groove 1022 relative to each other. The design of the first groove 1021 and the second groove 1022 can, on the one hand, reduce the weight of the overall structure of the handrail rail 1, and on the other hand, there is a gap between the surface of the first protrusion 102 close to the load-bearing frame 14 and the bracket of the load-bearing frame 14. The gap can reserve space for the punching position when the handrail rail 1 is connected to the load-bearing frame 14.

[0068] In one embodiment, a second protrusion 104 is provided between the first main body portion 10 and the second main body portion 11. The second protrusion 104 is spaced apart from the first protrusion 102 and is narrower than the first protrusion 102. Furthermore, a third groove 1041 is formed between the second protrusion 104 and the inner sidewall of the first bent portion 101. The second protrusion 104 and the third groove 1041 allow the load-bearing frame 14 to be embedded in the third groove 1041. The second protrusion 104 and the inner sidewall of the first bent portion 101 form a non-smooth structure 1011 that limits the load-bearing frame 14 in the vertical direction. This improves the stability of the handrail track 1 fixed to the wall 15, the stability of the connection between the handrail track 1 and the load-bearing frame 14, and prevents misalignment of the handrail tracks 1 after docking.

[0069] In one embodiment, the first bent portion 101, corresponding to the inner sidewall at the junction of the first and second main portions 10, 11, protrudes beyond the inner sidewalls of the first and second main portions 10, 11, forming a non-smooth structure 1011 between the sidewall of the second protrusion 104 on the side closest to the first protrusion 102 and the first groove 1021. As described above, the non-smooth structure 1011 and the second protrusion 104 limit the vertical position of the load-bearing frame 14.

[0070] In one embodiment, the third bent portion 103 extends toward the cavity 13, and the height of the third bent portion 103 is substantially flush with the height of the first protrusion 102, so that when the handrail track 1 is connected to the load-bearing frame 14, the third bent portion 103 can be close to the outer wall of the load-bearing frame 14 or substantially in contact with the outer wall of the load-bearing frame 14.

[0071] In one embodiment, the third main body portion 12 is arranged at an end of the second main body portion 11 away from the first main body portion 10, and the third main body portion 12 includes a top wall 121, a bottom wall and a partition. The setting position of the top wall 121 is higher than the inner bottom surface of the groove structure 106, so that the groove structure 106 can be formed to facilitate matching and connection with the emergency escape device 2. The specific technical effects of the groove structure 106 can refer to the above content and will not be repeated here. The setting position of the bottom wall is lower than the outer bottom surface of the groove structure 106; the partition is arranged between the top wall 121 and the bottom wall to divide the third main body portion 12 into multiple parts. The setting of the partition can support and reinforce the third main body portion 12 from the inside, thereby improving the stability of the third main body portion 12.

[0072] In one embodiment, the first main body portion 10 , the second main body portion 11 and the third main body portion 12 are an integrally formed structure. The integrally formed structure can make the overall stability of the handrail track 1 stronger and improve its durability.

[0073] In another embodiment, the first body portion 10, the second body portion 11, and the third body portion 12 can be welded sequentially to form an integral structure. Specifically, the first body portion 10, the second body portion 11, and the third body portion 12 can be prepared separately and then welded together to form an integral structure. Welding to form an integral structure has the advantage of convenient production. At the same time, the production processes of the first body portion 10, the second body portion 11, and the third body portion 12 can be carried out simultaneously, thereby improving product production efficiency.

[0074] It should be noted that the above two preparation processes for the first main body 10 , the second main body 11 and the third main body 12 can be selected as needed, and this application does not impose any restrictions on this.

[0075] In addition, the overall structure and appearance of the handrail track 1 provided by the present application are similar to those of existing stair handrails, and it also has the functions of ordinary handrails, which can completely replace the basic functions of existing stair handrails. After installing the handrail track 1 of the present application to replace the existing stair handrail, it can be used as an ordinary handrail in daily life. In the event of an emergency escape (such as a fire or earthquake), the handrail track 1 of the present application can be matched and connected with the emergency escape device 2 to serve as a supporting facility for emergency escape and rescue, thereby ensuring the safety of the user. Therefore, the handrail track 1 of the present application is easy to install and use, while also being low-cost and having a high safety factor.

[0076] See also Figures 4 to 8 , Figure 4 This is a schematic structural diagram of the gear self-speed limiting system provided in the first embodiment of the present application; Figure 5 This is a schematic structural diagram of a gear self-speed limiting system provided in the second embodiment of the present application; Figure 6 This is a schematic structural diagram from one perspective of the gear self-speed limiting system provided by the present application; Figure 7 This is a structural diagram of the gear self-speed limiting system provided by the present application from another perspective; Figure 8 It is a structural schematic diagram of the mounting plate provided in this application.

[0077] like Figures 4 and 5 As shown, the present application provides a gear self-speed limiting system 4 that may include: a gear system 3 and a speed limiting disk 34. The gear system 3 includes at least a roller 30 and a first gear 31 coaxially arranged with the roller 30 and rotatably connected thereto. The roller 30 is matched and connected to the handrail track 1 of the emergency escape device 2, and the roller 30 is configured to drive the first gear 31 to rotate. The speed limiting disk 34 is rotatably connected to the first gear 31. The roller 30 is configured to drive the speed limiting disk 34 to rotate, and on the basis of the roller 30 driving the first gear 31 to rotate, the rotation speed of the speed limiting disk 34 is greater than the rotation speed of the first gear 31, thereby increasing the speed of the speed limiting disk 34.

[0078] In one embodiment, if Figures 6 and 7 As shown, the gear self-speed limiting system may include: a roller 30 , a first gear 31 , a transmission gear 33 and a speed limiting disc 34 , and the roller 30 is matched and connected with the handrail track 1 .

[0079] Specifically, the first gear 31 is coaxially arranged with the roller 30, and the first gear 31 and the roller 30 are spaced apart by a bearing 312 and connected to each other by a spline. The first gear 31 rotates with the rotation of the roller 30. The transmission gear 33 is rotationally connected to the first gear 31, specifically by meshing with their respective gears. The speed limiter 34 is rotationally connected to the transmission gear 33, specifically by meshing with their respective gears. When the roller 30 rotates, it drives the first gear 31, the transmission gear 33, and the speed limiter 34 to rotate in sequence.

[0080] In one embodiment, the roller 30 includes a first end 301 and a second end 302 disposed opposite each other, and a contact portion 303 disposed between the first end 301 and the second end 302. The contact portion 303 is in contact with the handrail track 1. The first end 301 and the second end 302 are disposed on opposite sides of the handrail track 1 in the width direction to limit the connection position of the contact portion 303 with the handrail track 1.

[0081] Specifically, the contact portion 303 contacts the top wall 121 of the handrail track 1, and the first end 301 and the second end 302 are respectively engaged at opposite ends of the top surface, thereby restraining the roller 30 in the second direction (the width of the handrail track 1, which is also the direction of use of the emergency escape device 2), preventing the roller 30 from falling off the handrail track 1. It is understood that in order for the first end 301 and the second end 302 to restrain the contact portion 303, the dimensions of the first end 301 and the second end 302 should be larger than those of the contact portion 303. The specific dimensions can be set as needed and are not limited in this application.

[0082] In one embodiment, the gear system 3 further includes a transmission gear 33 and a second gear 32, wherein the transmission gear 33 is rotationally connected to the first gear 31; wherein the speed limiting plate 34 is rotationally connected to the transmission gear 33; the second gear 32 is arranged between the first gear 31 and the transmission gear 33, and is arranged parallel to the first gear 31 and the transmission gear 33; the second gear 32 is configured to rotate with the rotation of the first gear 31, and drive the transmission gear 33 to rotate; wherein, when the roller 30 rotates, it drives the first gear 31, the second gear 32, the transmission gear 33 and the speed limiting plate 34 to rotate in sequence.

[0083] In one embodiment, the transmission gear 33 includes a first sub-gear 331 and a second sub-gear 332. The first sub-gear 331 meshes with the first gear 31. The second sub-gear 332 is coaxially arranged and fixedly connected to the first sub-gear 331, thereby rotating synchronously with the first sub-gear 331. The second sub-gear 332 is larger than the first gear 31 and meshes with the first rotating wheel. This creates a stepped gear set with the first sub-gear 331 and the second sub-gear 332. The process of the first gear 31 driving the transmission gear 33 to rotate forms a first gear increase.

[0084] In one specific embodiment, the second gear 32 is disposed between the first gear 31 and the first sub-gear 331 and is arranged parallel to the first gear 31 and the first sub-gear 331 along the first direction. The second gear 32 is configured to rotate with the rotation of the first gear 31, thereby driving the first sub-gear 331 to rotate. In other words, the first gear 31 drives the second gear 32 to rotate, and the second gear 32 in turn drives the first sub-gear 331 to rotate. The process of the second gear 32 driving the first sub-gear 331 to rotate creates a second gear speed increase, thereby gradually increasing the speed of rotation from the roller 30 to the first sub-gear 331.

[0085] In one embodiment, if Figure 8 As shown, the gear self-speed limiting system 4 may further include: a mounting plate 35 arranged in sequence along a first direction; wherein the first direction is the installation direction of the emergency escape device 2; the mounting plate 35 is provided with: a first mounting hole 351, a first mounting slot 352, a second mounting slot 353, and a second mounting hole 354, wherein the first mounting hole 351, the first mounting slot 352, the second mounting slot 353, and the second mounting hole 354 are arranged in sequence along the first direction. The roller 30 and the first gear 31 are mounted on opposite sides of the first mounting hole 351 via the first rotating shaft 313 along a second direction; wherein the second direction is arranged intersectingly with the first direction, preferably perpendicularly. The second gear 32 is mounted on one side of the mounting plate 35 via the first mounting slot 352; the transmission gear 33 is mounted on one side of the mounting plate 35 via the second mounting slot 353; the second gear 32 and the transmission gear 33 are mounted on the same side of the mounting plate 35; and the second sub-gear 332 and the first sub-gear 331 are mounted on opposite sides of the second mounting hole 354 along the second direction. That is, the first mounting hole 351 and the second mounting hole 354 are through holes; the first mounting groove 352 and the second mounting groove 353 are blind holes that do not penetrate the mounting plate 35 .

[0086] In addition, a plurality of assembly holes 355 may be provided on the mounting plate 35. The assembly holes 355 may be used to fix the above-mentioned roller 30, the first gear 31, the second gear 32, the transmission gear 33 and the speed limit plate 34, etc., and may also be used to fix the fixing plate to the outer shell. The specific assembly and use shall be carried out according to the needs, and this application does not impose any restrictions on this.

[0087] In one embodiment, the speed limiting disc 34 includes: a first rotating wheel 341 and a second rotating wheel 342, wherein the first rotating wheel 341 is rotationally connected to the first gear 31; the second rotating wheel 342 is coaxially arranged and fixedly connected to the first rotating wheel 341, and the second rotating wheel 342 rotates synchronously with the first rotating wheel 341; wherein the size of the second rotating wheel 342 is larger than that of the first rotating wheel 341.

[0088] In one embodiment, the speed limiting disc 34 includes a first rotating wheel 341 and a second rotating wheel 342. The first rotating wheel 341 is rotatably connected to the first gear 31 and is specifically meshed with the second sub-gear 332. The second rotating wheel 342 is coaxially arranged with the first rotating wheel 341 and is fixedly connected through the second mounting slot 353. The second rotating wheel 342 rotates synchronously with the first rotating wheel 341. Preferably, the second rotating wheel 342 and the first rotating wheel 341 are fixed to opposite sides of the mounting plate 35 via the same rotating shaft. The second rotating wheel 342 is larger than the first rotating wheel 341.

[0089] In one embodiment, the second rotating wheel 342 includes a limiting gear 3410, a first impact post 3413, and a buffer post 340. The limiting gear 3410 includes a plurality of limiting teeth 3411, with a plurality of limiting slots 3412 formed between adjacent limiting teeth 3411. Each first impact post 3413 is disposed within a limiting slot 3412. The buffer post 340 is disposed around the periphery of the plurality of limiting teeth 3411 and is configured to limit the first impact posts 3413. In other words, each limiting slot 3412 is provided with a first impact post 3413.

[0090] In one embodiment, if Figure 4 As shown, the buffer column 340 is an annular buffer column 3401 surrounding the periphery of a plurality of limiting teeth 3411 .

[0091] Or, in another embodiment, Figure 5 As shown, the buffer column 340 includes a plurality of second impact columns 3402 , which are arranged around the periphery of the plurality of limiting teeth 3411 and are configured to limit the first impact columns 3413 .

[0092] Furthermore, the movable teeth of the first rotating wheel 341 drive the second rotating wheel 342 to rotate rapidly, generating a strong centrifugal force. During rotation, the first impact column 3413 in the limiting groove 3412 will be thrown out of the limiting groove 3412, and intermittently impact and rotate with the annular buffer column 3401 or the second impact column 3402 set on the periphery of the limiting tooth 3411. At the moment of impact, the first impact column 3413 will be knocked back into the limiting groove 3412, thereby generating friction and impact damping, further limiting the rotation speed of the movable teeth of the first rotating wheel 341, that is, decelerating. The deceleration is sequentially passed through the first rotating wheel 341, the transmission gear 33, the second gear 32, and the first gear 31, and further reacts to the roller 30, thereby causing the roller 30 to slow down and roll at a constant speed. Through the above-mentioned gear speed increase and friction and impact deceleration process, the speed of the roller 30 can be controlled within a certain range, so that the roller 30 can accelerate while sliding along the handrail track 1, but the speed will not be too fast. When a certain speed is reached, the speed of the roller 30 is controlled by the reaction force generated by the impact damping of the first impact column 3413 and the annular buffer column 3401 or the second impact column 3402, thereby ensuring the stable and safe operation of the roller 30 and improving the safety of the emergency escape device 2.

[0093] In one embodiment, the speed limiter 34 further includes a cover 36, which is disposed on a side of the speed limiter 34 away from the mounting plate 35. The cover 36 includes a main body 361 disposed on a side away from the speed limiter 34 and an extension 362 extending from the main body 361 toward the cover. The extension 362 covers the side of the annular buffer column 3401 or the plurality of second impact columns 3402, thereby protecting the annular buffer column 3401 or the plurality of second impact columns 3402 from being ejected from the device, thereby ensuring safe operation of the device.

[0094] See also Figures 9 to 12 , Figure 9 1 is a schematic structural diagram of a brake locking system provided by the present application from one perspective, wherein the brake locking system is in an initial state A; Figure 10 2 is a schematic structural diagram of the brake locking system provided by the present application from another perspective, wherein the brake locking system is in an initial state A; Figure 11 yes Figure 1 A cross-sectional structural diagram along line AA (handrail track omitted), where the brake locking system is in state B and the locking rod is in the upward position; Figure 12 yes Figure 1 Another cross-sectional structural diagram along line AA, in which the brake locking system is in state C, and the locking rod and the second brake assembly are both in the upward state.

[0095] The brake locking system 20 provided in one embodiment of the present application includes: a first brake assembly 21 and a second brake assembly 22. The first brake assembly 21 includes a load-bearing portion 211, a hanging rod 212, a locking rod 213, and a locking head 214. The load-bearing portion 211 can be a hook, a frame, etc., for carrying an object that needs to be used for emergency escape. The load-bearing portion 211 and the hanging rod 212 are movably connected, and can be rotatably connected via a second rotating shaft 23. The hanging rod 212 and the locking rod 213 are movably connected, and can be slidably connected. The locking head 214 is arranged on one side of the locking rod 213 and is located at the end of the locking rod 213 away from the hanging rod 212. The brake rod 221 of the second brake assembly 22 is arranged on the side of the locking rod 213 away from the locking head 214, that is, the locking head 214 can be arranged on the side of the locking rod 213 away from the brake rod 221.

[0096] In one embodiment, the first brake assembly 21 may further include: a brake seat 216 and a first elastic member 215. The first elastic member 215 is disposed between the brake seat 216 and the space between the locking rod 213 and one end of the hanging rod 212. The hanging rod 212 can rotate along the connection between the hanging rod 212 and the locking rod 213 as the bearing portion 211 moves. At the same time, when the hanging rod 212 rotates, it is configured to push the locking rod 213 to move in a first direction, thereby pushing the first elastic member 215 to compress and move toward the brake seat 216. The first direction is the direction of use of the emergency escape device 2. When the locking rod 213 moves in the first direction, it can move close to the handrail track 1 or move to the outside of the handrail track 1, thereby limiting the position of the handrail track 1 and ensuring the safety of the handrail track 1 during use when connected to the emergency escape device 2. The first elastic member 215 can specifically be a spring, a shrapnel, etc., which is not limited in this application.

[0097] In one embodiment, the locking rod 213 may include a vertical portion 2131 and an extension portion 2132, wherein the extension portion 2132 is arranged at an end of the vertical portion 2131 close to the hanging rod 212, and the extension portion 2132 extends toward the second direction, and the surface of the extension portion 2132 away from the vertical portion 2131 contacts and is slidably connected to the end of the hanging rod 212 away from the bearing portion 211; wherein the second direction is arranged to cross the first direction, and specifically can be a direction perpendicular to the first direction.

[0098] In one embodiment, the outer side surface 21322 of the extension portion 2132 away from the vertical portion 2131 is an arcuate surface, or the end of the hanging rod 212 away from the bearing portion 211 has an arcuate surface, so that the contact surface between the extension portion 2132 and the hanging rod 212 is an arcuate contact surface, and the end of the hanging rod 212 away from the bearing portion 211 slides along the arcuate contact surface. That is, either the outer side surface 21322 of the extension portion 2132 away from the vertical portion 2131 or the end of the hanging rod 212 away from the bearing portion 211 can be an arcuate surface, or both can be arcuate surfaces, so that the end of the hanging rod 212 away from the bearing portion 211 slides along the outer side surface 21322 of the extension portion 2132 more smoothly, and the movement process is slow and uniform, thereby ensuring the safety and stability of the operation of the first brake assembly 21. Figure 11 The figure shows the structure of the brake locking system 20 of the present application in state B, wherein the locking rod 213 is in an upward position, and the second brake assembly 22 is still in the initial position. In other words, the first brake assembly 21 is in the locked state, and the second brake assembly 22 is not in the locked state.

[0099] In one embodiment, if Figures 9 and 10 The figure shows the structure of the brake locking system 20 of the present application in its initial state A. The first elastic member 215 is disposed between the inner side surface 21321 of the extension portion 2132 and the bottom wall of the brake seat 216. The brake seat 216 is sleeved on the vertical portion 2131 and slidably connected thereto, allowing the locking rod 213 to move relative to the brake seat 216 in a first direction. In other words, one side of the brake seat 216 penetrates the vertical portion 2131, allowing the vertical portion 2131 to move relative to the brake seat 216 in the first direction. In this embodiment, the brake seat 216 is stationary, allowing for passive speed control during operation. The brake seat 216 may include two portions with stepped surfaces 2161. The taller portion is connected to the vertical portion 2131, while the shorter portion has a brake head 223 disposed on its upper surface and abuts against the first elastic member 215 on its lower surface. The brake head 223 disposed on the stepped surface 2161 may be connected to the brake seat 216 via a second bearing (not shown). In this embodiment, the second bearing remains stationary. In other embodiments, the brake seat 216 may be straight in the second direction, i.e., without the stepped surface 2161, or may have other structures, which are not limited in this application. It will be appreciated that in the initial state A, both the first brake assembly 21 and the second brake assembly 22 are unlocked.

[0100] In one embodiment, the second brake assembly 22 may include a brake lever 221, a lifting lever 222, and a brake head 223. One end of the brake lever 221 is rotatably connected to the hanging rod 212, thereby facilitating assembly and saving assembly space. The lifting lever 222 is configured to be pushed by the brake lever 221 to move up and down in a first direction when the brake lever 221 rotates. The brake head 223 is disposed on a side of the lifting lever 222 away from the hanging rod 212 and is coaxial with the lifting lever 222, so that when the lifting lever 222 moves up and down in the first direction, it further pushes the brake head 223 to move in the first direction, i.e., to move up and down in the first direction.

[0101] In one embodiment, the brake lever 221 may include a stop lever 2211 and a push portion 2212. The stop lever 2211 may be initially positioned parallel to the locking lever 213 along a first direction. During braking, the stop lever 2211 may rotate, for example, clockwise. The push portion 2212 is disposed at an end of the stop lever 2211 adjacent to the hanging rod 212. The stop lever 2211 and the push portion 2212 intersect via a third rotation axis 24 and are rotatably disposed such that the push portion 2212 is configured to move in opposite directions relative to the stop lever 2211. The stop lever 2211 may rotate along the third rotation axis 24 to move closer to or further away from the vertical portion 2131.

[0102] In one embodiment, the second brake assembly 22 may further include a second elastic portion 224, which is arranged between the brake head 223 and the pushing portion 2212, and the second elastic portion 224 is configured to be able to be compressed when the lifting rod 222 is lifted and lowered along the first direction, and approach the brake head 223. It can be understood that when the lifting rod 222 is initially in a lifting state, it is not compressed in the first direction, that is, it is in natural extension; wherein, the first elastic member 215 can specifically be a spring, a spring sheet, etc., and this application does not impose any restrictions on this.

[0103] The stop rod 2211 may further include a handle 2213, which is disposed on a side of the stop rod 2211 away from the pushing portion 2212 and is arranged crosswise with the stop portion, thereby facilitating the user to hold or grip the device, thereby improving the user experience. Figure 12 The figure shows the structure of the brake locking system 20 of the present application in state C. When the locking rod 213 and the second brake assembly 22 are both in the upward position, they can form a full-scale abutment or locking connection with the handrail track 1, improving the reliability of the connection between the handrail track 1 and the emergency escape device 2. At the same time, the handle 2213 is also moved away from the locking rod 213. When the brake locking system 20 is in state C, the upward movement of the locking rod 213 causes both the first brake assembly 21 and the second brake assembly 22 to be in the locked state, and the second brake assembly 22 is in the fully braked state.

[0104] In one embodiment, the lifting rod 222 may include: a sliding rod 2221 and an abutment portion 2222 connected to each other, wherein the cross-section of the abutment portion 2222 is larger than the cross-section of the sliding rod 2221, so that a portion of the abutment portion 2222 is clamped on the outer side surface 21322 of the extension portion 2132 of the locking rod 213, so that the extension portion 2132 slides along the sliding rod 2221 in the first direction, preventing the abutment portion 2222 from falling off from the extension portion 2132 during the lifting and lowering process of the lifting rod 222 along the first direction.

[0105] In one embodiment, the vertical portion 2131 and the extension portion 2132 are integrally formed or welded together; the stopper rod 2211 and the pusher portion 2212 are integrally formed or welded together; and the slide bar 2221 and the abutment portion 2222 are integrally formed or welded together. Preferably, all are integrally formed to facilitate preparation and assembly.

[0106] When using the emergency escape device 2, the user wears the matching escape seat (not shown) in a standardized manner, hangs the escape seat strap (the strap must not be twisted or knotted) on the load-bearing portion 211 of the emergency escape device 2, and tightly connects the handrail track 1 to the emergency escape device 2. Pull the handle 2213 of the brake lever 221, sit safely on the escape seat, and the load-bearing portion 211 will lift the locking rod 213. Release the handle 2213 of the brake lever 221, and the person can slide down the handrail track 1 at a constant speed for rapid evacuation. During the sliding process, if encountering special circumstances, the user can pull the handle 2213 of the brake lever 221 by hand to brake and stop immediately. The use process is simple and convenient, highly safe, and highly effective, and can effectively achieve emergency escape.

[0107] The emergency escape system 100 disclosed in the present application includes a detachably connected emergency escape device 2 and a handrail track 1, wherein the emergency escape device 2 includes a gear self-speed limiting system 4, the gear self-speed limiting system 4 includes a movably connected gear system 3 and a speed limiting disk 34, the gear system 3 includes at least a roller 30 and a first gear 31 coaxially arranged with the roller 30 and rotatably connected, the roller 30 is configured to drive the first gear 31 to rotate; the speed limiting disk 34 is rotatably connected to the first gear 31; wherein the roller 30 is configured to drive the speed limiting disk 34 to rotate; the handrail track 1 includes a first main body 10, a second main body 11 and a third main body 12 connected in sequence, the first main body 10, the second main body 11 and the third main body 12 cooperate to form a semi-enclosed concave cavity 13; wherein the emergency escape device 2 is partially arranged in the concave cavity 13, and is detachably and matchingly connected to the third main body 12 through the roller 30. By cooperating with at least one gear in the gear self-speed limiting system 4 and the roller 30, the speed of the roller 30 during the operation of the handrail track 1 can be effectively controlled. The structural design of the handrail track 1 allows the gear self-speed limiting system 4 to be safely and reliably connected to the handrail track 1, thereby improving the safety and stability of the device operation.

[0108] The above is only an implementation method of the present application and does not limit the patent scope of the present application. Any equivalent structure or equivalent process transformation made using the contents of the description and drawings of this application, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present application.

Claims

1. An emergency escape system, characterized in that: include: A detachably connected emergency escape device and handrail track, wherein the emergency escape device includes a gear self-speed limiting system, the gear self-speed limiting system includes a movably connected gear system and a speed limiting disk, the gear system includes at least a roller and a first gear coaxially arranged with the roller and rotatably connected, the roller is configured to drive the first gear to rotate; the speed limiting disk is rotatably connected to the first gear; wherein the roller is configured to drive the speed limiting disk to rotate; The handrail track comprises: a first main body portion, a second main body portion and a third main body portion connected in sequence, wherein the first main body portion, the second main body portion and the third main body portion cooperate to form a semi-enclosed concave cavity; Wherein, the emergency escape device is partially arranged in the concave cavity and is detachably and matchingly connected to the third main body through the roller.

2. The emergency escape system according to claim 1, characterized in that: A first bending portion is provided between the first main body portion and the second main body portion, a second bending portion is provided between the second main body portion and the third main body portion, and a third bending portion is provided at one end of the first bending portion away from the second main body portion; wherein an inner sidewall of the third bending portion between the second main body portion and the third main body portion forms a groove structure; Wherein, the roller comprises: A first end and a second end are arranged opposite to each other, and a contact portion is arranged between the first end and the second end, and the contact portion is in contact with the handrail track; the first end and the second end are respectively arranged on opposite sides of the handrail track in the width direction, and the first end is clamped on the side wall of the groove structure to limit the connection position of the contact portion and the handrail track; wherein the longitudinal cross-sectional dimensions of the first end and the second end are both larger than the longitudinal cross-sectional dimension of the contact portion.

3. The emergency escape system according to claim 2, characterized in that: The inner side wall of the first main body has a first protrusion, which extends toward the concave cavity; the opposite side walls of the first protrusion and the side wall of the first main body form a first groove and a second groove opposite to each other; the third bent portion extends toward the concave cavity, and the height of the third bent portion is substantially flush with the height of the first protrusion; a second protrusion is further provided between the first main body and the second main body, the second protrusion is spaced apart from the first protrusion, and the width of the second protrusion is smaller than that of the first protrusion; a third groove is further formed between the second protrusion and the inner side wall of the first bent portion; The first bending portion corresponds to an inner side wall at the connection between the first main body portion and the second main body portion and protrudes from the inner side walls of the first main body portion and the second main body portion, so that a non-smooth structure is formed between the side wall of the second protrusion close to the first protrusion and the first groove.

4. The emergency escape system according to claim 1, characterized in that: Also includes: a brake locking system detachably connected to the gear self-speed limiting system; the brake locking system comprises a first brake assembly and a second brake assembly, the first brake assembly and the second brake assembly being movably connected and configured to enable the operation and stop of the gear self-speed limiting system; The housing is disposed around at least a portion of the gear self-speed limiting system and at least a portion of the brake locking system to fix and protect the gear self-speed limiting system and the brake locking system.

5. The emergency escape system according to claim 4, characterized in that: The first brake assembly includes a bearing portion, a hanging rod, a locking rod, a locking head, a brake seat, and a first elastic member, wherein the bearing portion and the hanging rod are movably connected, the hanging rod and the locking rod are movably connected, and the locking head is arranged on one side of the locking rod and is located at an end of the locking rod away from the hanging rod; In which, the first elastic member is arranged between the brake seat and the space of the locking rod near one end of the hanging rod; the hanging rod can rotate along the connection between the hanging rod and the locking rod as the bearing part moves, and at the same time, when the hanging rod rotates, it is configured to push the locking rod to move along the first direction, so as to push the first elastic member to compress and approach the brake seat; wherein, the first direction is the installation direction of the emergency escape device.

6. The emergency escape system according to claim 5, characterized in that: The locking lever comprises: A vertical portion and an extension portion, wherein the extension portion is arranged at an end of the vertical portion close to the hanging rod, the extension portion extends toward a second direction, and a surface of the extension portion away from the vertical portion contacts and is slidably connected to an end of the hanging rod away from the bearing portion; wherein the second direction intersects with the first direction and an outer side surface of the extension portion away from the vertical portion is arranged to be an arcuate surface, or an end of the hanging rod away from the bearing portion has an arcuate surface, so that the contact surface between the extension portion and the hanging rod is an arcuate contact surface, and the end of the hanging rod away from the bearing portion slides along the arcuate contact surface; Wherein, the first elastic member is arranged between the inner side surface of the extension portion and the bottom wall of the brake seat; the brake seat is sleeved on the vertical portion and slidably connected to the vertical portion, so that the locking rod can move relative to the brake seat along the first direction.

7. The emergency escape system according to claim 6, characterized in that: The second brake assembly includes: a brake lever, one end of which is rotatably connected to the hanging rod; a lifting rod, the lifting rod being configured to be pushed by the brake rod to perform lifting motion along the first direction when the brake rod rotates; a brake head, disposed on a side of the lifting rod away from the hanging rod and coaxially arranged with the lifting rod, so that when the lifting rod is lifted and lowered along the first direction, the brake head is further pushed to move along the first direction; The second elastic portion is arranged between the brake head and one end of the brake rod, and the second elastic portion is configured to be compressed and approach the brake head when the lifting rod moves up and down along the first direction.

8. The emergency escape system according to claim 7, characterized in that: The brake lever comprises: a stop rod, arranged parallel to the locking rod; wherein the stop rod can move closer to or farther away from the vertical portion when rotating; a pushing portion disposed at one end of the stop rod close to the hanging rod, and the stop rod and the pushing portion are rotatably disposed so that the pushing portion is configured to move in an opposite direction relative to the stop rod; wherein the second elastic portion is further disposed between the brake head and the pushing portion; Wherein, the lifting rod includes: The sliding rod and the abutment portion are connected to each other, and the cross-section of the abutment portion is larger than the cross-section of the sliding rod, so that part of the abutment portion is clamped on the outer side surface of the extension portion of the locking rod, so that the extension portion slides along the sliding rod in the first direction.

9. The emergency escape system according to any one of claims 1 to 8, characterized in that: The gear system further comprises: a transmission gear, rotatably connected to the first gear; wherein the speed limiting plate is rotatably connected to the transmission gear; a second gear, the second gear being configured to rotate along with the rotation of the first gear and drive the transmission gear to rotate; When the roller rotates, it drives the first gear, the second gear, the transmission gear and the speed limiting disc to rotate in sequence.

10. The emergency escape system according to claim 9, characterized in that: The transmission gear comprises: a first sub-gear, meshing with the first gear; a second sub-gear, coaxially arranged and fixedly connected to the first sub-gear, and the second sub-gear rotates synchronously with the first sub-gear; wherein the size of the second sub-gear is larger than that of the first sub-gear; The second gear is arranged between the first gear and the first sub-gear, and is arranged parallel to the first gear and the first sub-gear; the second gear is configured to rotate with the rotation of the first gear, and drive the first sub-gear to rotate.

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