Deceleration recovery device for rail transit

Abstract

The utility model discloses a speed reduction recovery device for rail transit, which comprises a rack, bearing seats are arranged on two sides in the rack, a door shaft is arranged between the bearing seats, and the door shaft penetrates through a recovery disc, a coupler and an end tooth shaft sleeve; the end tooth shaft sleeve is connected with the end tooth disc and the worm and gear speed reducer, the coupler is connected with the damping synchromesh gear in series, and the one-way hydraulic damper is arranged on the damping synchromesh gear. An unlocking disc is arranged at an input port of the worm and gear speed reducer and connected with a clutch connecting rod, and an in-place switch is arranged on the side portion of the clutch connecting rod. And a handle is arranged at an input port of the worm and gear speed reducer. According to the utility model, the sectional through shaft layout design is adopted, so that the occupied space is reduced; the operation is simple, and various use conditions are met.

Description

Technical Field

[0001] The utility model relates to the field of rail vehicle door systems, in particular to a deceleration recovery device for rail transportation. Background Art

[0002] Emergency doors on rail transit trains require a deceleration and recovery device that can smoothly release the ramp and safely support manual retraction. Current deceleration and recovery devices for rail transit emergency door systems are bulky and heavy, occupying significant interior space and no longer meeting customer needs.

[0003] Therefore, it is necessary to develop a new type of deceleration recovery device for rail transit to reduce the occupied space and facilitate operation. Utility Model Content

[0004] Purpose of the utility model: In view of the shortcomings and defects of the existing technology, the utility model provides a deceleration recovery device for rail transit, which adopts a segmented through-axis layout design to reduce the occupied space; it is simple to operate and meets various usage conditions.

[0005] Technical solution: The utility model is a deceleration and recovery device for rail transit, which is characterized by: comprising a frame, bearing seats are provided on both sides of the frame, a door shaft is provided between the bearing seats, and the door shaft passes through the recovery plate, the coupling and the end gear sleeve; the end gear sleeve is connected to the end gear plate and the worm gear reducer, the coupling is connected in series with the damping synchronous gear, and a one-way hydraulic damper is provided on the damping synchronous gear; an unlocking disk is provided at the input port of the worm gear reducer, the unlocking disk is connected to the clutch connecting rod, and an in-position switch is provided on the side of the clutch connecting rod; the input port of the worm gear reducer is provided with a handle.

[0006] Among them, the end gear shaft sleeve is an internal hollow structure, the door shaft passes through the interior, and the end gear shaft sleeve is engaged and connected with the end gear disc.

[0007] Wherein, the worm gear reducer is located in the middle of the frame.

[0008] Wherein, the unlocking disk is provided with a rotating handle.

[0009] There are two couplings, and recovery plates are provided on the sides of the left and right couplings.

[0010] Wherein, the rack is arranged on the emergency evacuation door of rail transportation.

[0011] Beneficial Effects: Compared with the prior art, the present invention has the following significant advantages: The present invention adopts a segmented through-shaft layout design, which reduces space occupation. A coupling enables large-span installation and commissioning, and synchronized left and right movement. By operating the swing of the clutch connecting rod, the gear transmission of the end gear plate and the end gear sleeve engages or disengages, that is, outputs and disconnects the reducer torque input. Through the parallel gear set and hydraulic damper on the through-shaft, the device can achieve minimum resistance within the device during forward recovery operation. During forward operation, if the operation is stopped, the device can maintain a self-locking state and automatically unlock when the operation is continued. During reverse (i.e., release) movement, the parallel gear set and hydraulic damper on the through-shaft provide a greater damping effect to control the reverse (i.e., release) movement. Before the vehicle is operated, the emergency evacuation ramp can be retracted by manually operating the deceleration and retraction device. In an emergency, the emergency ramp can be opened without manually operating the clutch device in the deceleration and retraction device. It can meet the needs of daily use, emergency, inclined, curved and other working conditions, and is safe and reliable. The structure is simple and convenient, which meets the owner's needs for versatility, low cost, and easy maintenance, and improves the safety and applicability of the emergency evacuation front door system. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] Figure 1 This is a schematic diagram of the structure of the utility model Figure 1 ;

[0013] Figure 2 This is a schematic diagram of the structure of the utility model Figure 2 ;

[0014] Figure 3 This is a schematic diagram of the structure of the utility model Figure 3 ;

[0015] Figure 4 This is a schematic diagram of the structure of the utility model Figure 4 ;

[0016] In the figure, 1 is the frame; 2 is the bearing seat; 3 is the recovery plate; 4 is the door shaft; 5 is the coupling; 6 is the end gear plate; 7 is the end gear sleeve; 8 is the worm gear reducer; 9 is the damping synchronous gear; 10 is the one-way hydraulic damper; 11 is the handle; 12 is the unlocking plate; 13 is the clutch connecting rod; and 14 is the in-position switch. DETAILED DESCRIPTION

[0017] The technical solution of the present utility model is further described below in conjunction with the accompanying drawings and specific implementation methods.

[0018] The worm gear reducer 8 of the present invention is arranged in the middle part, and the torque output by the worm gear reducer 8 is transmitted to the end gear sleeve 7 through a key connection; the end gear sleeve 7 is hollow, and the door shaft 4 passes through the inside, and the end gear disk 6 is slidably connected on one side through a key connection, which can transmit the torque output by the worm gear reducer 8 to the end gear sleeve 7, and then the end gear sleeve 7 and the end gear disk 6 are engaged to transmit the torque output by the worm gear reducer 8 to the door shaft 4; on the other side, the damping synchronous gear 9 and the coupling 5 are connected in series through a key connection, so that the door shaft 4 can continue to transmit the torque to the left and right couplings 5, and continue to transmit the torque to the left and right recovery disks 3, so that the left and right recovery disks 3 rotate synchronously to recover the pull wire belt. The worm gear reducer 8 serves as the base, and the unlocking plate 12 is installed next to the input port of the worm gear reducer 8. By operating the rotary handle mechanism on the unlocking plate 12, the clutch connecting rod 13 is connected and driven to swing, which can engage or disengage the end gear sleeve 7 and the end gear plate 6. The worm gear reducer 8 serves as the base, and the handle 11 is installed at the input port of the worm gear reducer 8. After removing the handle support rod, the handle 11 can be opened from the folded state to the vertical state.

[0019] When in use, manually rotate the unlocking disk 12 in the forward direction to swing the clutch connecting rod 13, push the end gear disk 6 to slide forward along the key on the door shaft 4 until it engages with the end gear sleeve 7, thus completing the transmission engagement; manually remove the handle 11 and adjust the handle bar to the vertical position, rotate the operating handle, input the recovery torque into the worm gear reducer 8, and transmit the torque output by the worm gear reducer 8 to the end gear sleeve 7 through the key connection, and transmit the torque to the door shaft 4 through the engaged end gear disk 6 through the key connection. After the door shaft 4 rotates, the torque is transmitted to the left and right recovery disks 3 through the left and right couplings 5, respectively, to rotate synchronously, i.e., to recover the cable belt. During the temporary stop to the recovery action, due to the reverse self-locking characteristics of the worm gear reducer 8, the recovery cable belt can be kept in any position. After continuing the operation, it can be automatically unlocked to complete the entire recovery task.

[0020] Release operation: Manually rotate the unlocking disk 12 in reverse to swing the clutch connecting rod 13, pushing the end gear disk 6 to slide in the opposite direction along the key on the door shaft 4 until it separates from the end gear sleeve 7, completing the transmission separation. The recovery cable belt can drive the left and right recovery disks 3 and the door shaft 4 to rotate synchronously. Due to the one-way damping characteristics of the hydraulic damper 10 on the parallel damping synchronous gear 9, the left and right recovery disks 3 are damped during synchronous rotation, and the rotation speed is controlled. This continues until the recovery cable belts in the left and right recovery disks 3 are completely released. You can also replace the electric screwdriver, replace the handle 11, and connect the electric connecting rod to realize the electric screwdriver operation recovery device.

[0021] The deceleration recovery device of the utility model belongs to the design scheme of segmented through-axis layout; a one-way hydraulic damper is connected in parallel through a gear set; the recovery device can be operated manually or electrically; a worm gear reducer, a pair of end gear plates and end gear sleeves, and a door shaft are arranged through the middle, and the recovery and release functions of the deceleration recovery device are realized through the meshing transmission of the end gear plates and the end gear sleeves, so as to achieve a stable operating state; the structure is novel, the load-bearing capacity is large, and the reliability is strong; the structural layout is novel and easy to operate; it is suitable for rail emergency evacuation ramps, has little impact on the size of the existing door system, and can be used in various working conditions.

Claims

1. A deceleration recovery device for rail transit, characterized in that: The invention comprises a frame (1), bearing seats (2) are provided on both sides of the frame (1), a door shaft (4) is provided between the bearing seats (2), and the door shaft (4) passes through a recovery plate (3), a coupling (5) and an end gear shaft sleeve (7); the end gear shaft sleeve (7) is connected with an end gear plate (6) and a worm gear reducer (8), the coupling (5) is connected in series with a damping synchronous gear (9), and a one-way hydraulic damper (10) is provided on the damping synchronous gear (9); an unlocking plate (12) is provided at the input port of the worm gear reducer (8), the unlocking plate (12) is connected with a clutch connecting rod (13), and a position switch (14) is provided on the side of the clutch connecting rod (13); and a handle (11) is provided at the input port of the worm gear reducer (8).

2. The rail transit deceleration recovery device according to claim 1, characterized in that: The end gear shaft sleeve (7) is an internal hollow structure, the door shaft (4) passes through the interior, and the end gear shaft sleeve (7) is meshed and connected with the end gear disc (6).

3. The rail transit deceleration recovery device according to claim 1, characterized in that: The worm gear reducer (8) is located in the middle of the frame (1).

4. The rail transit deceleration recovery device according to claim 1, characterized in that: The unlocking disk (12) is provided with a rotating handle.

5. The rail transit deceleration recovery device according to claim 1, characterized in that: The number of the couplings (5) is 2, and the sides of the left and right couplings (5) are both provided with recovery plates (3).

6. The rail transit deceleration recovery device according to claim 1, characterized in that: The frame (1) is arranged on an emergency evacuation door of rail transportation.

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