Double-acting double-insurance railway vehicle cab door

Abstract

The utility model discloses a double-acting double-insurance railway vehicle cab door in the field of railway vehicle equipment, which comprises a door frame arranged on a partition wall of a railway vehicle cab; the door body is rotationally connected in the door frame and is fixed with the door frame through a locking structure; the electromagnetic lock structures are correspondingly arranged on the door frame and the door body and used for further locking the door frame and the door body, and the electromagnetic lock structure on the door frame and the electromagnetic lock structure on the door body have ferromagnetism when not powered on; the sensing assembly is arranged in the door frame, monitors the locking state of the locking structure and gives an alarm, and the sensing assembly is electrically connected with the electromagnetic lock structure; the electromagnetic lock has the advantages that the electromagnetic lock structures are arranged on the door frame and the door body to attract the door frame and the door body, the influence of vibration on the locking structure in the advancing process of the railway vehicle can be greatly reduced, the service life of the locking structure is effectively prolonged, and the electromagnetic lock is simple in structure and convenient to use.

Description

Technical Field

[0001] This utility model relates to the field of rail vehicle equipment, specifically to a dual-function, dual-safety rail vehicle driver's cab door. Background Technology

[0002] The driver's cab door of an urban rail transit vehicle is a crucial passageway for drivers to enter and exit the vehicle and for daily operations at each station. Door malfunctions not only endanger driver safety but also cause delays, which negatively impact punctuality, service reliability, train delay incidents, passenger clearance frequency, passenger satisfaction, and safety indicators—a number of key operational performance metrics. Taking Line 1 of a certain urban rail transit system as an example, across 21 stations, driver's cab door malfunctions account for 16% of all vehicle malfunctions, and these malfunctions are diverse, affecting a wide range of components.

[0003] The driver's cab door is located on the vibrating train body, and the doors are opened and closed frequently every day. Taking a certain metro line 1 as an example, the doors open and close every 2-3 minutes. A train operates for an average of 18 hours a day, resulting in up to 400 door openings and closings per day. The door locks are purely mechanical, resulting in a high failure rate. With prolonged use, within less than a year, failures account for 15% or even higher of all metro vehicle failures. The main manifestations are: first, the doors cannot be opened, forcing the driver to stand on the platform to operate; second, the doors cannot be closed, preventing the train from starting normally, requiring platform personnel to board the train and physically block the doors, posing a significant safety hazard and seriously affecting normal metro operations, impacting operational performance evaluations. The main types of failures include wear and deformation of components, jamming, decreased stiffness of the return spring, inability to open and close the doors, incomplete locking tongue movement, and doors vibrating open on their own, etc. The main cause of these failures is that during the operation of the metro train, the doors collide and vibrate with the door frame when the locking tongue is locked. Over time, such collisions and vibrations can cause deformation of the locking tongue or the locking mechanism, leading to malfunctions.

[0004] Therefore, we propose a dual-function, dual-insurance rail vehicle driver's cab door. Summary of the Invention

[0005] To address the aforementioned shortcomings of the existing technology, this utility model provides a dual-function, dual-safety rail vehicle driver's cab door.

[0006] To achieve the above-mentioned objectives, the technical solution adopted by this utility model is as follows:

[0007] A dual-action, dual-safety rail vehicle driver's cab door includes: a door frame, formed in the partition wall of the rail vehicle driver's cab; a door body, rotatably connected to the door frame and fixed to the door frame by a locking structure; an electromagnetic lock structure, correspondingly disposed on the door frame and the door body, for further locking the door frame and the door body, both of which are ferromagnetic when not energized; and a sensing component, disposed on the door frame, for monitoring the locking status of the locking structure and issuing an alert, wherein the sensing component and the electromagnetic lock structure are electrically connected.

[0008] By installing electromagnetic lock structures on the door frame and door body, and ensuring that both structures are ferromagnetic even when not energized, the electromagnetic locks on the door frame or door body can be activated during use, allowing the door frame and door body to fit tightly together. This reduces the impact of vibrations generated during rail vehicle movement on the door frame and door body, significantly limiting the relative displacement between them, ensuring safety, reducing the impact of vibrations on the original locking structure of the door body and frame, and greatly extending the service life of the locking structure.

[0009] Further defining the locking structure, it includes a lock housing, a transmission structure, a main bolt, a safety bolt, a turntable, a safety knob, a push rod, and a top and bottom bolt. The transmission structure, main bolt, and safety bolt are all integrated within the lock housing, which is fixedly mounted on the door. The keyhole of the transmission structure is located on the lock housing on the outside of the door. The safety knob is also fixedly connected to the transmission structure and controls the extension and retraction of the safety bolt. The turntable is fixedly connected to the transmission structure and controls the extension and retraction of the main bolt and the push rod. The push rod slides vertically within the door and its inner end is fixedly connected to the transmission structure. The top and bottom bolts are fixedly connected to the outer end of the push rod.

[0010] By adopting a locking structure with a locking bolt and a safety lock, the locking points between the door and the door frame can be increased, providing multiple layers of protection and enhancing security.

[0011] Further defining the electromagnetic lock structure, it includes a housing, a silicon steel core, a magnetic coil, and terminals. The housing is rectangular with an opening at the top. The silicon steel core and terminals are arranged side-by-side along the length of the housing, and the top height of the silicon steel core in its installed state is the same as the top height of the housing. The cross-section of the silicon steel core is E-shaped, and it includes three cores along its width. The magnetic coil is wound on the middle core of the silicon steel core, and its end is electrically connected to the terminals. The terminals are electrically connected to the VCU of the rail vehicle.

[0012] By winding a magnetic coil around the central core of a silicon steel core, the silicon steel core is magnetized when the magnetic coil is energized, making it magnetic and thus attracting the door frame and door body. The structure is simple and easy to use.

[0013] Further specifying, the sensing components include a displacement sensor, a warning light, and a buzzer. The displacement sensor is embedded in the door frame corresponding to the safety latch, with its probe end facing the safety latch. When the safety latch is fully extended, it presses against the probe end of the displacement sensor. The warning light and buzzer are integrated and fixedly mounted on the driver's cab side of the door frame. The warning light, buzzer, and displacement sensor are all electrically connected to the VCU on the rail vehicle. By setting up the displacement sensor, when the safety latch on the door extends and presses against the probe end of the displacement sensor, the displacement sensor sends a positioning signal, the VCU of the rail vehicle controls the electromagnetic lock structure to start, and the entire system begins to operate. The warning light and buzzer serve as alarm devices to alert the driver and prevent the driver from failing to detect problems in time.

[0014] Further defined, the door surface on the upper and lower sides of the door body is provided with a first mounting groove recessed inward, and the door frame corresponding to the first mounting groove is provided with a second mounting groove recessed opposite to the first mounting groove. The depth of the first mounting groove and the second mounting groove is the same as the height of the shell. The first mounting groove, the second mounting groove and the bottom surface of the shell are provided with mounting holes. The electromagnetic lock structure is fixed in the first mounting groove and the second mounting groove by screwing bolts into the mounting holes.

[0015] Placing the electromagnetic lock structure on the upper and lower sides of the door frame and door body allows for more even force distribution and a more stable engagement. The recessed mounting grooves allow the electromagnetic lock structure to be embedded into the door frame and door body, resulting in a smoother surface and a better fit.

[0016] Further, the side core of the silicon steel core has corresponding fixing holes on the side wall of the shell it contacts, and fixing bolts are inserted into the fixing holes to fix the silicon steel core in the shell; the side core of the silicon steel core is fixedly connected to the shell by bolts, and the structure is stable.

[0017] The beneficial effects of this utility model are as follows: by setting an electromagnetic lock structure on the door frame and the door body to achieve attraction between the door frame and the door body, the impact of vibration during the movement of rail vehicles on the locking structure can be greatly reduced, effectively extending the service life of the locking structure. The structure is simple and easy to use. Attached Figure Description

[0018] Figure 1 This is a partial perspective structural diagram of the present invention;

[0019] Figure 2 A partial perspective structural diagram of the door;

[0020] Figure 3 This is a partial perspective view of the electromagnetic lock structure from a top-down perspective.

[0021] Figure 4A perspective view showing part of the door and door frame fitting together;

[0022] Figure 5 This is a diagram showing the connection relationships of the electrical components in this utility model.

[0023] The symbols for each component are as follows:

[0024] 1. Door frame, 11. Second mounting slot, 2. Door body, 21. First mounting slot, 3. Locking structure, 31. Lock shell, 32. Main bolt, 33. Safety bolt, 34. Turn handle, 35. Safety knob, 36. Push rod, 37. Top and bottom bolts, 4. Electromagnetic lock structure, 41. Housing, 42. Silicon steel core, 43. Magnetic coil, 44. Terminal block, 5. Sensing components, 51. Displacement sensor, 52. Warning light, 53. Buzzer, 6. VCU. Detailed Implementation

[0025] The specific embodiments of this utility model are described below to enable those skilled in the art to understand this utility model. However, it should be understood that this utility model is not limited to the scope of the specific embodiments. For those skilled in the art, as long as various changes are within the spirit and scope of this utility model as defined and determined by the appended claims, these changes are obvious. All utility model creations utilizing the concept of this utility model are within the scope of protection.

[0026] Example:

[0027] like Figures 1-5As shown, a dual-action, dual-safety rail vehicle driver's cab door includes a door frame 1, a door body 2, a locking structure 3, an electromagnetic lock structure 4, and a sensing component 5. The door frame 1 is located on the partition wall of the rail vehicle driver's cab. The door body 2 is rotatably connected to the door frame 1 and fixed to the door frame 1 via the locking structure 3. The locking structure 3 includes a lock housing 31, a transmission structure, a main latch 32, a safety latch 33, a throttle 34, a safety knob 35, a push rod 36, and a top and bottom latch 37. The transmission structure, the main latch 32, and the safety latch 33 are all integrated within the lock housing 31, which is fixedly mounted on the door body 2. The keyhole of the transmission structure is located on the lock housing 31 on the outside of the door body 2. The safety knob 35 is also fixedly connected to the transmission structure and controls the extension and retraction of the safety latch 33. The main locking tongue 32 and push rod 36 are fixedly connected to the transmission structure, and the extension and retraction of the main locking tongue 32 and push rod 36 are controlled. The push rod 36 is vertically slidable inside the door body 2, and its inner end is fixedly connected to the transmission structure. The top and bottom locking tongues 37 are fixedly connected to the outer end of the push rod 36. The electromagnetic lock structure 4 is correspondingly provided on the door frame 1 and the door body 2, and is used to further lock the door frame 1 and the door body 2. The electromagnetic lock structure 4 on the door frame 1 and the electromagnetic lock structure 4 on the door body 2 are both ferromagnetic when not energized. The electromagnetic lock structure 4 includes a housing 41, a silicon steel core 42, a magnetic coil 43 and a terminal block 44. The housing 41 is rectangular and has an opening at the top. The silicon steel core 42 and the terminal block 44 are arranged side by side inside the housing 41 along the length of the housing 41. 2. The top height of the installed state is the same as the top height of the housing 41. The cross-section of the silicon steel core 42 is E-shaped and includes three cores along its width. The magnetic coil 43 is wound on the middle core of the silicon steel core 42, and its end is electrically connected to the terminal 44. The terminal 44 is electrically connected to the VCU6 of the rail vehicle. The side cores of the silicon steel core 42 have corresponding fixing holes on the side wall of the housing 41 they contact. Fixing bolts are inserted into the fixing holes to fix the silicon steel core 42 in the housing 41. The upper and lower door surfaces of the door body 2 are recessed inward with a first mounting groove 21. The door frame 1 corresponding to the first mounting groove 21 is recessed with a second mounting groove 11 opposite to the first mounting groove 21. The depths of the first mounting groove 21 and the second mounting groove 11 are both... With the same height as the housing 41, the first mounting groove 21, the second mounting groove 11 and the bottom surface of the housing 41 are respectively provided with mounting holes. The electromagnetic lock structure 4 is fixed in the first mounting groove 21 and the second mounting groove 11 by screwing bolts into the mounting holes. The sensing component 5 includes a displacement sensor 51, a warning light 52 and a buzzer 53. The displacement sensor 51 is embedded in the door frame 1 corresponding to the safety lock tongue 33, and the detection end is opposite to the safety lock tongue 33. When the safety lock tongue 33 is fully extended, it presses on the detection end of the displacement sensor 51. The warning light 52 and the buzzer 53 are integrated and fixed on the surface of the driver's cab side of the door frame 1. The warning light 52, the buzzer 53 and the displacement sensor 51 are all electrically connected to the VCU6 on the rail vehicle.

[0028] In this application, the displacement sensor 51 uses Schneider XCMN2102T1. The transmission structure inside the locking structure 3 is a general term for the existing door lock's internal structure that drives the main bolt, deadbolt, and safety bolt. It has not been improved. The existing door lock's internal transmission structure can be directly applied to this application, and therefore it is not described in the document.

[0029] By installing electromagnetic lock structures 4 on the door frame 1 and door body 2, and ensuring that both structures are ferromagnetic even when not energized, the electromagnetic lock structures 4 on either the door frame 1 or door body 2 can be activated during use, allowing the door frame 1 and door body 2 to fit tightly together. This reduces the impact of vibrations generated during rail vehicle movement on the door frame 1 and door body 2, significantly limiting the relative displacement between them and ensuring safety. It also reduces the impact of vibrations on the original locking structures 3 on the door body 2 and door frame 1, greatly extending the service life of the locking structures 3. The use of a locking structure 3 with locking tongues 37 and safety lock housings provides more locking points between the door body 2 and door frame 1, enhancing safety through multiple layers of protection. Furthermore, by winding a magnetic coil 43 around the central core of a silicon steel core 42, energizing the magnetic coil 43 will... The electromagnetic lock structure 42 is magnetized to make it magnetic, enabling it to attract the door frame 1 and the door body 2. The structure is simple and easy to use. By setting a displacement sensor 51, when the safety latch 33 on the door body 2 extends and presses against the detection end of the displacement sensor 51, the displacement sensor 51 sends a positioning signal. The VCU6 of the rail vehicle controls the electromagnetic lock structure 4 to start, and the entire system starts to operate. The warning light 52 and the buzzer 53 serve as alarm devices to warn the driver and prevent the driver from noticing problems in time. Setting the electromagnetic lock structure 4 on the upper and lower sides of the door frame 1 and the door body 2 makes the force on the door frame 1 and the door body 2 more even and the attraction more stable. The recessed mounting groove allows the electromagnetic lock structure 4 to be embedded in the door frame 1 and the door body 2, making the surfaces of the door frame 1 and the door body 2 flatter and the fit better. The side iron core of the silicon steel core 42 is fixedly connected to the housing 41 by bolts, making the structure stable.

Claims

1. A dual-action, dual-safety driver's cab door for rail vehicles, characterized in that, include: The door frame (1) is located on the partition wall of the driver's cab of the rail vehicle; The door body (2) is rotatably connected to the door frame (1) and fixed to the door frame (1) by a locking structure (3); Electromagnetic lock structure (4) is correspondingly provided on the door frame (1) and the door body (2) for further locking the door frame (1) and the door body (2). The electromagnetic lock structure (4) on the door frame (1) and the electromagnetic lock structure (4) on the door body (2) are also ferromagnetic when not energized. The sensing component (5) is located on the door frame (1) to monitor the locking status of the locking structure (3) and issue a warning. The sensing component (5) and the electromagnetic lock structure (4) are electrically connected.

2. The dual-action, dual-safety rail vehicle driver's cab door according to claim 1, characterized in that, The locking structure (3) includes a lock shell (31), a transmission structure, a main bolt (32), a safety bolt (33), a turntable (34), a safety knob (35), a push rod (36), and a top and bottom bolt (37); the transmission structure, the main bolt (32), and the safety bolt (33) are all integrated inside the lock shell (31), and the lock shell (31) is fixed to the door body (2). The keyhole of the transmission structure is located on the outside of the lock shell (31) on the door body (2). 1) The safety knob (35) is also fixedly connected to the transmission structure and controls the extension and retraction of the safety latch (33). The throttle (34) is fixedly connected to the transmission structure and controls the extension and retraction of the main latch (32) and the push rod (36). The push rod (36) is vertically slidably disposed inside the door body (2) and its inner end is fixedly connected to the transmission structure. The top and bottom latches (37) are fixedly connected to the outer end of the push rod (36).

3. The dual-action, dual-safety rail vehicle driver's cab door according to claim 2, characterized in that, The electromagnetic lock structure (4) includes a housing (41), a silicon steel core (42), a magnetic coil (43), and a terminal block (44). The housing (41) is rectangular and has an opening at the top. The silicon steel core (42) and the terminal block (44) are arranged side by side in the housing (41) along the length of the housing (41), and the top height of the silicon steel core (42) in the installed state is the same as the top height of the housing (41). The cross-section of the silicon steel core (42) is E-shaped and includes three cores along its width. The magnetic coil (43) is wound around the middle core of the silicon steel core (42) and its end is electrically connected to the terminal block (44). The terminal block (44) is electrically connected to the VCU (6) of the rail vehicle.

4. The dual-action, dual-safety rail vehicle driver's cab door according to claim 3, characterized in that, The sensing component (5) includes a displacement sensor (51), a warning light (52), and a buzzer (53). The displacement sensor (51) is embedded in the door frame (1) corresponding to the safety latch (33), and the detection end is opposite to the safety latch (33). When the safety latch (33) is fully extended, it presses against the detection end of the displacement sensor (51). The warning light (52) and the buzzer (53) are integrated and fixed on the surface of the door frame (1) on the driver's cab side. The warning light (52), the buzzer (53), and the displacement sensor (51) are all electrically connected to the VCU (6) on the rail vehicle.

5. The dual-action, dual-safety rail vehicle driver's cab door according to claim 4, characterized in that, The door body (2) has a first mounting groove (21) recessed inward on the upper and lower sides of the door surface. The door frame (1) corresponding to the first mounting groove (21) has a second mounting groove (11) recessed inward relative to the first mounting groove (21). The depth of the first mounting groove (21) and the second mounting groove (11) is the same as the height of the housing (41). The first mounting groove (21), the second mounting groove (11) and the bottom surface of the housing (41) are respectively provided with mounting holes. The electromagnetic lock structure (4) is fixed in the first mounting groove (21) and the second mounting groove (11) by screwing bolts into the mounting holes.

6. The dual-action, dual-safety rail vehicle driver's cab door according to claim 5, characterized in that, The silicon steel core (42) has a fixing hole on the side core and the side wall of the housing (41) that it contacts. A fixing bolt is inserted in the fixing hole to fix the silicon steel core (42) in the housing (41).

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