Emergency escape evacuation ramp device of urban rail transit vehicle

Abstract

The utility model belongs to the field of rail transit vehicle parts, and particularly relates to an emergency escape evacuation ramp device of an urban rail transit vehicle. The device comprises a compartment bottom plate and a plurality of pedal frames, a telescopic mechanism is arranged between every two adjacent pedal frames, the pedal frame located at the head end is hinged to the compartment bottom plate, and a balancing weight is fixed to the pedal frame located at the tail end; two telescopic rods are hinged between the carriage bottom plate and the pedal frame located at the tail end, a locking piece is arranged on each telescopic rod, a bearing plate is fixed to each pedal frame, and a storage groove is formed in the carriage bottom plate. The angle of the pedal frame is swung, the telescopic ends of the telescopic rods face the ground, the balancing weight naturally falls, the two telescopic rods are driven to stretch, all the pedal frames move and unfold towards the ground and are combined to be in a straight bridge shape, each locking piece can automatically lock the stretched telescopic rods, the balancing weight is attached to the ground, and therefore the pedal frames can be simply and rapidly unfolded. The escape personnel can escape from the pedal frame, and escape time is prevented from being delayed.

Description

Technical Field

[0001] This utility model belongs to the field of rail transit vehicle components, and in particular relates to an emergency escape and evacuation ramp device for urban rail transit vehicles. Background Technology

[0002] With the rapid development of urban rail transit, the demand for urban rail transit vehicles is also increasing. Currently, urban rail transit vehicles are equipped with emergency escape ramps, which are used to facilitate the rapid escape of passengers in case of emergency failures, especially in narrow underground passages.

[0003] Currently, most existing escape ramps use scissor braces to control the opening of the ramps, which makes the opening speed of the existing escape ramps relatively slow, causing delays in emergency situations and affecting the speed of escape. Utility Model Content

[0004] The purpose of this invention is to provide an emergency escape ramp device for urban rail transit vehicles, which can be activated more simply and quickly without wasting too much escape time.

[0005] The emergency escape ramp device for urban rail transit vehicles includes a car floor and several steps. Adjacent steps are connected by a telescopic mechanism for connecting them and guiding their movement. The first step is hinged to the car floor, and a counterweight is fixed to the last step. Two telescopic rods are hinged between the car floor and the last step. Each telescopic rod is equipped with a locking element to lock the extended rod. Each step is fixed with a load-bearing plate that fits against the telescopic rod. A storage slot is provided on the car floor for storing the retracted and stacked steps.

[0006] Furthermore, the step frame includes a pedal, and side plates are fixed on both sides of the pedal in the width direction; wherein one end of the two side plates on the first step frame is hinged to the floor of the carriage, and a counterweight is fixed between the two side plates on the last step frame.

[0007] Furthermore, the telescopic mechanism includes several sliding rods, a connecting plate is fixed to one end of all side plates, and guide grooves are opened on all side plates. The guide grooves are inverted "V" shape. A sliding rod is fixed on each connecting plate, and the sliding rod on each connecting plate is independently installed in the guide groove of another side plate in the direction of the carriage floor.

[0008] Furthermore, the pedal is provided with anti-slip patterns to increase the friction of the shoe sole.

[0009] Furthermore, the counterweight is made of an elastic material.

[0010] Furthermore, the counterweight is provided with anti-slip grooves to increase the friction between it and the ground.

[0011] Furthermore, the two telescopic rods are located on both sides of the pedal width.

[0012] Compared with the prior art, the present invention has the following beneficial effects:

[0013] In an emergency, swinging the footrests so that the telescopic ends of the telescopic rods face the ground causes the counterweights to drop downwards naturally, extending the two telescopic rods and causing all the footrests to move and unfold towards the ground, forming a straight bridge. This aligns the footrests on all the footrests. Once the telescopic rods have reached their final length, each locking mechanism automatically locks them, keeping them extended and maintaining the taut straight bridge. The load-bearing plates on all the side panels attach to their corresponding telescopic rods, allowing the two telescopic rods to support all the footrests. The counterweights remain in contact with the ground, enabling the footrests to unfold quickly and easily, allowing escapees to escape more promptly and avoiding unnecessary delays. Attached Figure Description

[0014] Figure 1 This is a schematic diagram of the structure of this utility model;

[0015] Figure 2 This is a perspective view of the folding structure of this utility model;

[0016] Figure 3 This is a perspective view of the present utility model;

[0017] Figure 4 This is an exploded view of the present invention;

[0018] Figure 5 for Figure 4 Enlarged view of region a in the middle;

[0019] Figure 6 This is a schematic diagram illustrating the use of this utility model during its retraction process;

[0020] The components in the diagram are named as follows: 1. Side plate; 2. Connecting plate; 3. Carriage floor; 4. Telescopic rod; 5. Locking assembly; 5.1. Locking block; 5.2. Spring; 5.3. Guide rod; 5.4. Outer sleeve; 6. Counterweight block; 7. Load-bearing plate; 8. Pedal. Detailed Implementation

[0021] The present invention will be further described below with reference to the accompanying drawings and specific embodiments, but this is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

[0022] Example

[0023] This embodiment describes an emergency escape and evacuation ramp device for urban rail transit vehicles, such as... Figure 1 , Figure 3 and Figure 4 As shown, the carriage includes a floor plate 3 and several steps. Each step includes a pedal 8, and side plates 1 are fixed to the two side walls of the pedal 8 in the width direction. Figure 2 and Figure 3 As shown, the side panel 1 is inverted "V" shape, with its longer section fixed to the side wall of the pedal 8; one end of each of the two side panels 1 on the front end of the pedal is hinged to the floor 3 of the carriage, as shown. Figure 1 As shown, the two side plates 1 on the front end footboard are hinged to the bottom plate 3 of the carriage via hinge seats. The two side plates 1 are fixed with first hinge seats, and the bottom plate 3 of the carriage is fixed with two second hinge seats. The first hinge seats and the second hinge seats are connected by a rotating shaft, so that the front end footboard can swing around the hinge point as the center.

[0024] The pedal 8 has anti-slip patterns to increase the friction of the shoe sole. When the escapee steps on the pedal 8, the anti-slip patterns can increase the friction between the shoe sole and the pedal 8, preventing the escapee from slipping and falling.

[0025] To elaborate further, such as Figure 2 , Figure 4 and Figure 6 As shown, in this preferred embodiment, a connecting plate 2 is fixed to one end of all side plates 1. Guide grooves are formed on all side plates 1, and these guide grooves are in an inverted "V" shape. A sliding rod is fixed to each connecting plate 2, and the sliding rod on each connecting plate 2 is independently inserted into the guide groove of another side plate 1 in the direction of the carriage floor 3. The guide grooves are formed along the shape of the connecting plate 2, so that the guide grooves are also in an inverted "V" shape. Figure 1 and Figure 2 As shown, the guide groove is shorter on the left and longer on the right. When all the step frames extend, they move towards the ground, causing each sliding rod to move within its corresponding guide groove. When all the sliding rods reach the end of the shorter section of the guide groove on the left, all the step frames unfold, forming a straight bridge shape, with the pedals 8 on all the step frames aligned to prevent escapees from tripping. When all the step frames need to retract, they move towards the floor 3 of the carriage, causing the sliding rods on them to move along their corresponding guide grooves. Because the guide grooves are "V" shaped, the step frames move as if... Figure 2As shown, it will move upwards a certain distance, and then move towards the floor 3 of the carriage, so that all the steps are as follows: Figure 6 As shown, they are stacked sequentially, allowing all the pedals to retract and stack, reducing the floor space and facilitating storage; the whole solution constitutes a telescopic mechanism for connecting each other and guiding the movement of the pedals 8.

[0026] The footrest at the front end is hinged to the floor 3 of the carriage. One end of the two side plates 1 on the footrest at the front end is hinged to the floor 3 of the carriage, so that all footrests can swing at the hinge point of the hinged pedal.

[0027] A counterweight 6 is fixed to the footplate at the rear end. The counterweight 6 is made of materials such as natural rubber (NR), styrene-butadiene rubber (SBR), butadiene rubber (BR), chloroprene rubber (CR), nitrile rubber (NBR), and hydrogenated nitrile rubber (HNBR). These materials are relatively soft, thus preventing damage to the ground when they come into contact with it. The counterweight 6 has anti-slip grooves to increase the friction between it and the ground. The anti-slip grooves can increase the friction between the counterweight 6 and the ground when the counterweight 6 is in contact with it, preventing the counterweight 6 from slipping. When the footplate swings towards the ground, the counterweight 6 naturally hangs down under its own weight, thereby driving all the footplates to move towards the ground, so that all the footplates can quickly and automatically unfold.

[0028] Two telescopic rods 4 are hinged between the floor 3 of the carriage and the footboard located at the rear end, such as... Figure 3 and Figure 4 As shown, the telescopic rod 4 consists of three straight tubes of different diameters: a small tube, a medium tube, and a large tube. The small tube is inserted inside the medium tube, and the medium tube is inserted inside the large tube, allowing the telescopic rod 4 to extend and retract freely. The large and medium tubes have interconnected limiting grooves on their walls. Limiting rods are fixed to one end of the small and medium tubes. The limiting rod on the small tube is inserted into the limiting groove of the medium tube, and the limiting rod on the medium tube is inserted into the limiting groove of the large tube, preventing the telescopic rod from disengaging during extension and retraction. The telescopic rod 4 guides all the footrests when they are extended, enabling them to move and assemble in the direction of the telescopic rod 4's extension and retraction.

[0029] Each telescopic rod 4 is equipped with a locking element to lock the extended telescopic rod 4. In this embodiment, the locking element includes two outer sleeves 5.4, such as... Figure 4As shown, two outer sleeves 5.4 are fixed to the leftmost ends of the middle tube and the large tube, respectively. Each outer sleeve 5.4 contains a locking block 5.1. A spring 5.2 is installed between the locking block 5.1 and the bottom of the inner sleeve 5.4. The outer sleeve 5.4 has an inwardly and outwardly communicating groove. A sliding rod that can move within the groove is fixed to the locking block 5.1. The groove and sliding rod limit the movement of the locking block 5.1, preventing it from detaching from the outer sleeve 5.4. An angled section is provided at the corner facing the car floor 3. When the telescopic rod 4 extends, all the limiting rods engage with the angled section on the corresponding locking block 5.1, allowing the sliding rod to push the locking block 5.1 into the outer sleeve 5.4, enabling the telescopic rod 4 to extend to its maximum length. Simultaneously, one end of the locking block 5.1 inside the outer sleeve 5.4 is moved back out of the outer sleeve 5.4 by the spring 5.2. The locking block 5.1 blocks the limiting rod to prevent the telescopic rod 4 from retracting, allowing the telescopic rod 4 to remain extended and keeping the straight bridge formed by all the step frames taut, facilitating the movement of escape personnel. Alternatively, a triangular stop can be used as the locking element. A groove is made in the wall of the limiting groove for independently engaging the triangular stop. One corner of the triangular stop is hinged in the groove, and the furthest corner opposite the hinge point is attached to the groove wall in the opposite direction. A spring plate is fixed between the triangular stop and the bottom of the groove. When the telescopic rod 4 extends, the limiting rod pushes the triangular stop to swing into the groove. After the limiting rod passes the triangular stop, the spring plate pushes the triangular stop out of the groove, and the furthest corner is attached to the groove wall. The groove wall restricts the triangular stop from continuing to swing, while the triangular stop prevents the limiting rod from moving back, thus locking the extended telescopic rod 4.

[0030] Each footboard is fixed with a load-bearing plate 7 for fitting against the telescopic rod 4. The two telescopic rods 4 are located on both sides of the footboard 8 in the width direction, as follows: Figure 3 and Figure 4 As shown, two telescopic rods 4 are located on the front and rear sides of the footrest respectively. A load-bearing plate 7 is fixed on the side plate 1 on both sides of the footrest. When all the footrests are unfolded to form a straight bridge, the load-bearing plates 7 on all the side plates 1 will fit against the telescopic rods 4 in the corresponding direction. The load-bearing plates 7 will transfer the weight of the footrest to the two telescopic rods 4, so that the two telescopic rods 4 can support all the footrests.

[0031] The floor 3 of the carriage is provided with a storage slot for storing the collapsed and stacked platform, such as... Figure 6 As shown, after all the footrests are retracted and stacked, their angle is swung so that the retracted and stacked footrests are stored in the storage slot, and a sealing cover is used to cover the slot opening, thereby preventing the footrests from occupying the space on the surface of the carriage floor 3 and preventing the footrests from being damaged.

[0032] In actual use, in case of an emergency, open the sealing cover of the storage tank, swing the angle of the footrest so that the telescopic end of the telescopic rod 4 faces the ground. The counterweight 6 naturally hangs down under its own weight, thereby causing the two telescopic rods 4 to extend, and all the footrests to move towards the ground. The sliding rod on each footrest moves in the corresponding guide groove. When all the sliding rods move to the end of the shorter section of the guide groove on the left, all the footrests unfold and assemble into a straight bridge shape, and the pedals 8 on all the footrests are aligned. After the telescopic rod 4 extends to its final length, each locking member will automatically retract the extended telescopic rod. Rod 4 is locked to prevent it from retracting, allowing it to remain extended and keeping the straight bridge of all the footboard assemblies taut. The load-bearing plates 7 on all side panels 1 are attached to the corresponding telescopic rods 4, transferring the weight of the footboards to the two telescopic rods 4, which then support all the footboards. The counterweight 6 is flush with the ground, allowing the footboards to be deployed quickly and easily, enabling escapees to escape more quickly and avoiding unnecessary delays. When folding up, all footboards are folded towards the floor 3 of the carriage, ensuring they are aligned as if... Figure 6 The treadmills are stacked sequentially to reduce their footprint. By tilting their angles, the stacked treadmills are stored in storage slots, and a sealing cap is used to cover the slot openings. This prevents the treadmills from occupying space on the surface of the carriage floor 3 and also prevents the treadmills from being damaged.

Claims

1. An emergency escape ramp device for urban rail transit vehicles, comprising a car floor (3) and several step frames, characterized in that: A telescopic mechanism is provided between adjacent footboards to connect them and guide their movement. The footboard at the front end is hinged to the floor plate (3) of the carriage, and a counterweight (6) is fixed on the footboard at the rear end. Two telescopic rods (4) are hinged between the floor plate (3) of the carriage and the footboard at the rear end. Each telescopic rod (4) is equipped with a locking element to lock the telescopic rod (4) after it is extended. Each footboard is fixed with a load-bearing plate (7) for fitting against the telescopic rod (4). A storage slot is provided on the floor plate (3) of the carriage for storing the footboards after they are collapsed and stacked.

2. The emergency escape ramp device for urban rail transit vehicles according to claim 1, characterized in that: The footboard includes a footboard (8), and side plates (1) are fixed on both sides of the footboard (8) in the width direction; one end of the two side plates (1) on the footboard at the front end is hinged to the floor plate (3) of the carriage, and a counterweight (6) is fixed between the two side plates (1) on the footboard at the rear end.

3. The emergency escape and evacuation ramp device for urban rail transit vehicles according to claim 2, characterized in that: The telescopic mechanism includes several sliding rods. A connecting plate (2) is fixed on one end of each side plate (1). A guide groove is provided on each side plate (1). The guide groove is in the shape of an inverted "V". A sliding rod is fixed on each connecting plate (2). The sliding rod on each connecting plate (2) is independently installed in the guide groove of another side plate (1) in the direction of the carriage floor plate (3).

4. The emergency escape ramp device for urban rail transit vehicles according to claim 2, characterized in that: The pedal (8) has anti-slip patterns to increase the friction of the shoe sole.

5. The emergency escape ramp device for urban rail transit vehicles according to claim 1, characterized in that: The counterweight (6) is made of an elastic material.

6. The emergency escape ramp device for urban rail transit vehicles according to claim 5, characterized in that: The counterweight (6) has anti-slip grooves to increase the friction between it and the ground.

7. The emergency escape ramp device for urban rail transit vehicles according to claim 1, characterized in that: Two telescopic rods (4) are located on both sides of the width direction of the pedal (8).

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