Subway door protection device

Abstract

The utility model discloses a metro door protection device, which relates to the technical field of metro doors and comprises a device seat and a buffer component, the buffer component is mounted at one end in the device seat, a driving component horizontally penetrates through the lower end of the buffer component, and a protection door component is connected and mounted at one end, far away from the buffer component, of the driving component. Supporting rails are connected to the side edge of the lower end of the protective door component in a bilateral symmetry mode. According to the subway vehicle door protection device, the buffer component is arranged at one end in the device base, on one hand, good structural support can be provided for part of the structure of the driving component so as to guarantee the stability of structural operation, and on the other hand, when the driving component moves to one side of the buffer base, the buffer component can be prevented from falling off. Structural damage caused by excessive structural displacement is reduced to the maximum extent, structural buffering is provided at the same time, and in addition, the supporting rails are matched with the supporting sliding block structures at the lower ends of the side edges of the anti-collision frame, so that the moving stability of the whole structure of the protective door component can be guaranteed.

Description

Technical Field

[0001] This utility model relates to the field of subway car door technology, specifically a subway car door protection device. Background Technology

[0002] The design principle of subway car doors is ingenious and practical, mainly consisting of the door body, door operator, door lock, and controller. The door operator, as the core drive, can be either motor-driven or pneumatically driven to ensure flexible opening and closing of the doors. Motor-driven doors come in single and dual motor versions, while pneumatic drives utilize compressed air and are precisely controlled by solenoid valves. Subway car doors play a crucial role in subway operation. The efficient opening and closing of the doors, especially during peak hours, greatly facilitates passenger entry and exit. Furthermore, the timely opening and closing of the doors helps maintain air circulation inside the car, regulates temperature and humidity, and creates a comfortable riding environment. The highly automated door system also effectively saves energy and reduces emissions, lowering energy consumption and environmental pollution.

[0003] The safety protection system of subway platform screen doors is crucial to ensuring the safe operation of the subway. Its core function is to effectively prevent passengers from encountering accidents when trains enter or exit the station by precisely controlling the timing and position of the opening and closing of the screen doors.

[0004] For example, utility model application No. 202321016368.8 discloses a subway car door protection device. This device, with a car door installed, allows the electric telescopic rod to move via a support block when the car door and electric barrier are opened. This allows the support block to move a slider along the inner side of the short groove in the car shell. Simultaneously, the support block moves the protective plate, which, under external force, moves a long rod and a stop block along the inner side of the bottom shell, allowing the protective plate to move to the inner side of the outer shell. After the car door and electric barrier are closed, the electric telescopic rod moves the protective plate out of the inner side of the outer shell via related components. However, similar protective devices lack sufficient structural protection and obstruction if a motor malfunction causes the car door to experience interference fit, making the device structure susceptible to damage.

[0005] Therefore, in view of this, we have studied and improved the existing structure and its shortcomings, and proposed a subway door protection device. Utility Model Content

[0006] The purpose of this utility model is to provide a subway car door protection device to solve the problems mentioned in the background art.

[0007] To achieve the above objectives, this utility model provides the following technical solution: a subway car door protection device, comprising a device base and a buffer component. A buffer component is installed at one end of the device base, and a driving component is horizontally inserted through the lower end of the buffer component. A protective door component is connected to the end of the driving component away from the buffer component. Support rails are symmetrically connected to the lower sides of the protective door component. An auxiliary protective wall is installed on the top of the device base near the buffer component. The buffer component includes a fixed base, a support pile, a buffer seat, a spring buffer rod, an energy-absorbing component, and a buffer plate. A support pile is vertically arranged on one side of the lower end of the fixed base, and a buffer seat is installed on the top of the fixed base. A spring buffer rod is horizontally installed on the surface of the buffer seat near the protective door component, and an energy-absorbing component is installed at the end of the spring buffer rod away from the buffer seat. A buffer plate is connected to the end of the energy-absorbing component away from the spring buffer rod.

[0008] Furthermore, two sets of spring buffer rods and energy-absorbing components are provided, and the spring buffer rods and energy-absorbing components are located on the same horizontal central axis and are fixedly connected to each other.

[0009] Furthermore, the energy-absorbing component and the buffer plate are fixedly connected, and the buffer plate is arranged in a "U" shape.

[0010] Furthermore, the driving component includes a stabilizer, a servo motor, a lead screw, a guide rail, and a base. The servo motor is horizontally mounted on the side of the stabilizer away from the buffer component, and the power output end of the servo motor is mounted with a lead screw via a coupling. A guide rail is provided below the lead screw, and a base is provided at the bottom of the guide rail.

[0011] Furthermore, the guide rail and the lead screw are horizontally arranged relative to each other, and one end of the lead screw horizontally passes through the upper end of the support pile and is connected to the servo motor.

[0012] Furthermore, the protective door component includes a crash frame, tempered glass, a guide seat, and a support slider. The crash frame has tempered glass installed in the middle, a guide seat installed in the middle of the bottom of the crash frame, and support sliders are arranged at equal intervals on both lower ends of the crash frame.

[0013] Furthermore, the guide seat is connected to the lead screw and the guide rail by a threaded connection and a keyway sliding connection, respectively, and the support slider and the support rail are connected by a keyway sliding connection.

[0014] Furthermore, the buffer component, drive component, protective door component, support rail and auxiliary protective wall are symmetrically arranged at both ends of the device base, and the bottom of the auxiliary protective wall away from the protective door component is fixedly installed on the top surface of the device base, and the support rail is horizontally installed on the upper surface of the inner wall on the left and right sides of the device base.

[0015] This utility model provides a subway car door protection device, which has the following beneficial effects:

[0016] 1. This utility model, by providing a buffer component at one end of the device base, utilizes the structure of a fixed base and a support pile to provide a stable connection for the installation of the stabilizer frame and to provide structural support for one end of the lead screw, thereby ensuring the operational stability of the drive component itself. A buffer seat is installed on the top of the fixed base, and a spring buffer rod, an energy-absorbing component, and a buffer plate are sequentially arranged on one side of the buffer seat. When the protective door component comes into structural contact with the buffer plate, the pushing force will compress the spring buffer rod. Combined with the blocking effect of the energy-absorbing component and the buffer plate, it can effectively provide structural blocking for the entire protective door component. By using the above structure, it can effectively alleviate unnecessary interference displacement of the protective door component under the drive of the drive component. Through the cooperation between the various structures, sufficient structural buffering and kinetic energy absorption can be achieved, thereby minimizing damage to the structural components and providing good structural protection.

[0017] 2. This utility model, by equidistantly arranging multiple sets of support sliders on both lower sides of the anti-collision frame, in conjunction with the support rails horizontally installed on the inner wall of the device base, allows the guide seat connected to the lead screw to simultaneously move horizontally and uniformly along the surface of the lead screw and guide rail when the lead screw rotates horizontally under the operation of the servo motor. This drives the entire protective door component to move horizontally. During this process, the anti-collision frame uses the support sliders to slide synchronously along the surface of the support rail. The use of the above structure can ensure both the structural flexibility of the protective door component's displacement and the stability between the structures. In addition, the guide rails are symmetrically arranged on the left and right ends inside the device base, maintaining a certain distance between them, thereby controlling the movement stroke of the protective door components and avoiding collisions between them. The structure of the anti-collision frame reduces unnecessary collision damage when the left and right protective door components come into contact. The above structures are relatively simple, which reduces manufacturing and maintenance costs, making it easier to promote and use. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the main body of a subway car door protection device according to the present invention;

[0019] Figure 2 This is a schematic diagram of the internal structure of a subway car door protection device according to the present invention;

[0020] Figure 3 This is a three-dimensional structural diagram of a buffer component for a subway car door protection device according to the present invention;

[0021] Figure 4This is a three-dimensional structural diagram of the protective door component of a subway car door protection device according to the present invention.

[0022] In the diagram: 1. Device base; 2. Buffer component; 201. Fixed base; 202. Support pile; 203. Buffer seat; 204. Spring buffer rod; 205. Energy-absorbing component; 206. Buffer plate; 3. Drive component; 301. Stabilizer; 302. Servo motor; 303. Lead screw; 304. Guide rail; 305. Base; 4. Protective door component; 401. Anti-collision frame; 402. Tempered glass; 403. Guide seat; 404. Support slider; 5. Support rail; 6. Auxiliary protective wall. Detailed Implementation

[0023] The embodiments of this utility model will be described in further detail below with reference to the accompanying drawings and examples. The following examples are for illustrative purposes only and should not be construed as limiting the scope of this utility model.

[0024] like Figures 1 to 4 As shown, a subway car door protection device includes a device base 1 and a buffer component 2. The buffer component 2 is installed at one end of the device base 1, and a driving component 3 horizontally penetrates the lower end of the buffer component 2. A protective door component 4 is connected to the end of the driving component 3 away from the buffer component 2. Support rails 5 are symmetrically connected to the lower side of the protective door component 4. An auxiliary protective wall 6 is installed on the top of the end of the device base 1 near the buffer component 2. The buffer component 2 includes a fixed base 201, a support pile 202, a buffer seat 203, a spring buffer rod 204, an energy-absorbing component 205, and a buffer plate 206. The support pile 202 is vertically arranged on one side of the lower end of the fixed base 201, and the buffer seat 203 is installed on the top of the fixed base 201. The spring buffer rod 204 is horizontally installed on the surface of the buffer seat 203 near the protective door component 4, and the spring buffer rod 204 is located away from the buffer seat. One end of the 203 is equipped with an energy-absorbing component 205, and the end of the energy-absorbing component 205 away from the spring buffer rod 204 is connected to a buffer plate 206. There are two sets of spring buffer rods 204 and energy-absorbing components 205, and the spring buffer rods 204 and energy-absorbing components 205 are on the same horizontal central axis and are fixedly connected to each other. The energy-absorbing component 205 and the buffer plate 206 are fixedly connected, and the buffer plate 206 is arranged in a "U" shape. A buffer seat 203 is installed on the top of the fixed seat 201, and the spring buffer rod 204, energy-absorbing component 205 and buffer plate 206 are arranged in sequence on one side of the buffer seat 203. When the protective door component 4 comes into structural contact with the buffer plate 206, the pushing force will compress the spring buffer rod 204. With the blocking of the energy-absorbing component 205 and the buffer plate 206, the entire protective door component 4 can be effectively blocked.

[0025] like Figures 1 to 4As shown, the driving component 3 includes a stabilizer 301, a servo motor 302, a lead screw 303, a guide rail 304, and a base 305. The servo motor 302 is horizontally mounted on the side of the stabilizer 301 away from the buffer component 2, and the lead screw 303 is mounted on the power output end of the servo motor 302 via a coupling. The guide rail 304 is located below the lead screw 303, and the base 305 is located at the bottom of the guide rail 304. The guide rail 304 and the lead screw 303 are horizontally arranged relative to each other, and one end of the lead screw 303 horizontally passes through the upper end of the support pile 202 and is connected to the servo motor 302. The protective door component 4 includes a crash frame 401, a tempered glass 402, a guide seat 403, and a support slider 404. The tempered glass 402 is installed in the middle of the crash frame 401, and the guide seat 403 is installed in the middle of the bottom of the crash frame 401. The lower ends of both sides of the crash frame 401 are equidistantly arranged with... A support slider 404 is provided. The guide seat 403 is connected to the lead screw 303 and the guide rail 304 by thread and keyway sliding connection respectively. The support slider 404 and the support rail 5 are connected by keyway sliding connection. The buffer component 2, drive component 3, protective door component 4, support rail 5 and auxiliary protective wall 6 are symmetrically arranged at both ends of the device base 1. The bottom of the auxiliary protective wall 6 away from the protective door component 4 is fixedly installed on the top surface of the device base 1. The support rail 5 is horizontally installed on the upper surface of the inner wall on both sides of the device base 1. When the lead screw 303 rotates horizontally under the operation of the servo motor 302, the guide seat 403 connected to the lead screw 303 will move horizontally and uniformly along the surface of the lead screw 303 and the guide rail 304, thereby driving the entire protective door component 4 to move. During this process, the anti-collision frame 401 slides synchronously along the surface of the support rail 5 using the support slider 404.

[0026] In summary, as Figures 1 to 4 As shown, when the subway car door protection device is in use, when the servo motor 302 on one side of the stabilizer 301 starts to operate, it will drive the lead screw 303 connected to its power output end to rotate horizontally at the upper end of the support pile 202. At this time, the protective door component 4 connected to the lead screw 303 via the guide seat 403 will move along the surface of the lead screw 303 and the guide rail 304. At the same time, the anti-collision frame 401 with the reinforced glass 402 installed in the middle will also slide synchronously along the surface of the support rail 5 installed on the inner wall of the device base 1 via the support slider 404 at the lower end of the side until the two sets of protective door components 4 are closed left and right.

[0027] When the left and right protective door components 4 are opened to the left and right under the drive component 3, as the protective door components 4 move until they move to one side of the buffer component 2, if the drive component 3 fails and causes the anti-collision frame 401 to make structural contact with the buffer plate 206, the structural pushing force will compress the spring buffer rod 204 between the energy-absorbing component 205 and the buffer seat 203. At the same time, the spring buffer rod 204 will absorb structural energy and buffer under the structural characteristics to protect the integrity of the protective door component 4 itself.

[0028] The embodiments of this utility model are given for illustrative and descriptive purposes only, and are not intended to be exhaustive or to limit the utility model to the forms disclosed. Many modifications and variations will be apparent to those skilled in the art. The embodiments were chosen and described in order to better illustrate the principles and practical applications of this utility model, and to enable those skilled in the art to understand this utility model and design various embodiments with various modifications suitable for a particular purpose.

Claims

1. A subway car door protection device, comprising a device base (1) and a buffer member (2), characterized in that: A buffer member (2) is installed at one end of the device base (1), and a driving member (3) is horizontally passed through the lower end of the buffer member (2). A protective door member (4) is connected to the end of the driving member (3) away from the buffer member (2), and a support rail (5) is symmetrically connected to the lower side of the protective door member (4). An auxiliary protective wall (6) is installed on the top of the end of the device base (1) near the buffer member (2). The buffer member (2) includes a fixed base (201), a support pile (202), a buffer base (203), and a spring buffer rod (204). 204), energy-absorbing component (205) and buffer plate (206), a support pile (202) is vertically provided on one side of the lower end of the fixed seat (201), and a buffer seat (203) is installed on the top of the fixed seat (201). A spring buffer rod (204) is horizontally installed on the side surface of the buffer seat (203) near the protective door component (4), and an energy-absorbing component (205) is installed on the end of the spring buffer rod (204) away from the buffer seat (203). At the same time, a buffer plate (206) is connected to the end of the energy-absorbing component (205) away from the spring buffer rod (204).

2. The subway car door protection device according to claim 1, characterized in that, The spring buffer rod (204) and the energy-absorbing component (205) are each provided in two sets, and the spring buffer rod (204) and the energy-absorbing component (205) are on the same horizontal central axis and are fixedly connected to each other.

3. The subway car door protection device according to claim 1, characterized in that, The energy-absorbing component (205) and the buffer plate (206) are fixedly connected, and the buffer plate (206) is arranged in a "U" shape.

4. A subway car door protection device according to claim 1, characterized in that, The driving component (3) includes a stabilizer (301), a servo motor (302), a lead screw (303), a guide rail (304), and a base (305). The servo motor (302) is horizontally mounted on the side of the stabilizer (301) away from the buffer component (2), and the power output end of the servo motor (302) is mounted with a lead screw (303) through a coupling. The guide rail (304) is provided below the lead screw (303), and the base (305) is provided at the bottom of the guide rail (304).

5. A subway car door protection device according to claim 4, characterized in that, The guide rail (304) and the lead screw (303) are horizontally arranged relative to each other, and one end of the lead screw (303) passes horizontally through the upper end of the support pile (202) and is connected to the servo motor (302).

6. A subway car door protection device according to claim 4, characterized in that, The protective door component (4) includes a crash frame (401), tempered glass (402), guide seat (403) and support slider (404). The crash frame (401) has tempered glass (402) installed in the middle, and the bottom center of the crash frame (401) has guide seat (403) installed in the middle. Support sliders (404) are arranged at equal intervals on both sides of the lower end of the crash frame (401).

7. A subway car door protection device according to claim 6, characterized in that, The guide seat (403) is connected to the lead screw (303) and the guide rail (304) by thread and keyway sliding connection respectively, and the support slider (404) and the support rail (5) are connected by keyway sliding connection.

8. A subway car door protection device according to claim 1, characterized in that, The buffer component (2), drive component (3), protective door component (4), support rail (5) and auxiliary protective wall (6) are symmetrically arranged at both ends of the device base (1), and the bottom of the auxiliary protective wall (6) away from the protective door component (4) is fixedly installed on the top surface of the device base (1), and the support rail (5) is horizontally installed on the upper surface of the inner wall on both sides of the device base (1).

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