Auxiliary getting-on mechanism for subway train

Abstract

The utility model discloses an auxiliary getting-on mechanism for a subway train, which comprises a fixed seat, the inner side of the fixed seat is rotatably connected with a sleeve shaft through a rotating shaft, the inner side of the sleeve shaft is slidably connected with a piston block, one end of the outer side of the piston block is fixedly connected with an inner shaft penetrating through the sleeve shaft, and the other end of the inner shaft is rotatably connected with a cab apron through a rotating shaft. Through the arrangement of a first push block, a fixing rod, a piston plate, a first spring, an air pipe, a piston block, an inner shaft, a sleeve shaft and a cab apron, when the device assists passengers who take wheelchairs, have difficulty in moving, push baby carriages and the like in getting on the train, air in the sleeve shaft is extracted in the process that a built-in door of the subway train is opened towards the two sides; the piston block is further controlled to drive the inner shaft to be continuously retracted in the sleeve shaft, so that the cab apron is pulled to rotate towards the rear end to be in contact with the platform, the cab apron is automatically erected between the platform and a carriage when the built-in door is opened after the subway train arrives at the station, the cab apron does not need to be placed by a specially-assigned person, and use of the cab apron is more convenient.

Description

Technical Field

[0001] This utility model relates to the field of subway train technology, and in particular to an auxiliary boarding mechanism for subway trains. Background Technology

[0002] Subway, a type of urban rail transit, refers to a high-speed, high-capacity, electrically powered rail transit system built in cities. Trains run on fully enclosed tracks. Lines in the city center are primarily located in underground tunnels, while lines outside the city center are generally located on elevated bridges or at ground level. Subways are high-density, high-capacity urban rail transit systems encompassing various underground and above-ground right-of-way in urban areas. In existing technologies, when a subway train arrives at a station, a safety gap exists between the train and the platform. To facilitate passenger travel, accessible ramps are typically used to assist passengers in wheelchairs, those with mobility impairments, and those pushing strollers. However, existing accessible ramps require staff to unfold and install them between the platform and the carriage, making them inconvenient to use when dedicated personnel are needed for placement and use. Therefore, this paper proposes an auxiliary boarding mechanism for subway trains to address these issues. Utility Model Content

[0003] The technical problem to be solved by this utility model overcomes the existing defects and can effectively solve the problems in the background art.

[0004] To achieve the above objectives, the technical solution adopted by this utility model is as follows:

[0005] An auxiliary boarding mechanism for subway trains includes a fixed base. A sleeve shaft is rotatably connected to the inner side of the fixed base via a rotating shaft. A piston block is slidably connected to the inner side of the sleeve shaft. An inner shaft passing through the sleeve shaft is fixedly connected to one end of the outer side of the piston block. A transition plate is rotatably connected to the other end of the inner shaft via a rotating shaft, and the bottom of the transition plate is rotatably connected to the fixed base via a rotating shaft. An air pipe is connected to the outer side of the sleeve shaft, and the other end of the air pipe is connected to the fixed base. Piston plates are slidably connected to both the left and right ends of the inner side of the fixed base. A fixing rod passing through the fixed base is fixedly connected to one end of the outer side of the piston plate, and the fixing rod contacts the fixed base. A first spring contacts the other end of the outer side of the piston plate.

[0006] As a further improvement of this utility model, the fixing seat is located at the front end of the inner door of the subway train and contacts the subway train. The top left and right sides of the fixing seat are spirally connected with fixing bolts, and the fixing bolts penetrate the fixing seat. The fixing bolts are spirally connected to the subway train.

[0007] As a further improvement of this utility model, the other end of the first spring is in contact with the fixed seat, and the left and right ends of the inner side of the first spring are provided with limiting blocks, and the limiting block on one side is fixedly connected to the fixed seat, and the limiting block on the other side is fixedly connected to the piston plate.

[0008] As a further improvement of this utility model, the rear end of the fixed base is provided with a push block, and the push block contacts the inner door of the subway train. The outer side of the push block is spirally connected with a positioning bolt that passes through the push block, and the positioning bolt is spirally connected to the inner door of the subway train. The push block and the fixed rod are at the same horizontal height.

[0009] As a further improvement of this utility model, the top end of the first spring is provided with a baffle that contacts the piston plate, and the baffle is rotatably connected to the fixed seat through a rotating shaft. A second spring is fixedly connected to the inner side of the baffle, and a locking block that penetrates the baffle is fixedly connected to the other end of the second spring. The locking block contacts the baffle and is engaged with the fixed seat. A second push block that penetrates the fixed seat is fixedly connected to the top end of the locking block, and the second push block contacts the fixed seat.

[0010] Compared with the prior art, the present invention has the following beneficial effects:

[0011] 1. An auxiliary boarding mechanism for subway trains, consisting of a push block, a fixed rod, a piston plate, a first spring, an air pipe, a piston block, an inner shaft, a sleeve shaft, and a transition plate, automatically positions the transition plate between the platform and the train car when the inner door opens after the subway train arrives at the station. The opening of the inner door causes the push block to move the fixed rod, which in turn pulls the piston plate to compress the first spring. Simultaneously, the piston plate, after its movement, draws gas from the sleeve shaft through the air pipe. This further controls the piston block to retract the inner shaft within the sleeve shaft, pulling the transition plate to rotate to the rear and contact the platform. This mechanism automatically positions the transition plate between the platform and the train car when the inner door opens after the subway train arrives at the station, eliminating the need for manual placement and making it more convenient to use.

[0012] 2. An auxiliary boarding mechanism for subway trains, consisting of a baffle, a second spring, a second push block, a locking block, a first spring, and a limiting block. Because the first spring undergoes fatigue deformation after prolonged use, affecting the retracted state of the boarding platform, it needs to be replaced periodically. The second push block pushes the locking block to compress the second spring, further disengaging the locking block from the fixed seat. Then, by opening the baffle, the fatigued first spring can be easily removed from between the two limiting blocks for replacement. The operation is simple and convenient. Attached Figure Description

[0013] The accompanying drawings are provided to further understand the present invention and form part of the specification. They are used together with the embodiments of the present invention to explain the present invention and do not constitute a limitation thereof.

[0014] Figure 1 This is a schematic diagram of the overall structure of the auxiliary boarding mechanism for subway trains according to this utility model.

[0015] Figure 2 This is a schematic diagram of the installation structure of the No. 1 pusher block of the auxiliary boarding mechanism for subway trains according to this utility model.

[0016] Figure 3 This is a top view of the auxiliary boarding mechanism fixing seat of the present invention for use in subway trains.

[0017] Figure 4 This is a top sectional view of the auxiliary boarding mechanism fixing seat of the present invention for subway trains.

[0018] Figure 5 This is a cross-sectional structural schematic diagram of the auxiliary boarding mechanism sleeve shaft of the present invention for use in subway trains.

[0019] Figure 6 This is a right-side sectional view of the auxiliary boarding mechanism fixing seat of this utility model for subway trains.

[0020] Figure 7 This is a schematic diagram of the right-side cross-sectional structure of the auxiliary boarding mechanism for subway trains according to this utility model.

[0021] In the diagram: 1. Fixed seat; 2. Fixed bolt; 3. Sleeve shaft; 4. Piston block; 5. Inner shaft; 6. Transition plate; 7. Air pipe; 8. Piston plate; 9. Fixed rod; 10. First spring; 11. Limiting block; 12. Push block No. 1; 13. Positioning bolt; 14. Baffle; 15. Second spring; 16. Locking block; 17. Push block No. 2. Detailed Implementation

[0022] The present invention will be further described below with reference to specific embodiments. The accompanying drawings are for illustrative purposes only and are schematic diagrams, not actual pictures. They should not be construed as limiting the present invention. In order to better illustrate the specific embodiments of the present invention, some parts in the drawings may be omitted, enlarged or reduced, and do not represent the actual product size. It is understandable for those skilled in the art that some well-known structures and their descriptions may be omitted in the drawings. Based on the specific embodiments of the present invention, all other specific embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0023] Example 1

[0024] like Figure 1-7 As shown, an auxiliary boarding mechanism for subway trains includes a fixed seat 1. A sleeve shaft 3 is rotatably connected to the inner side of the fixed seat 1 via a rotating shaft. A piston block 4 is slidably connected to the inner side of the sleeve shaft 3. An inner shaft 5 passing through the sleeve shaft 3 is fixedly connected to one end of the outer side of the piston block 4. A transition plate 6 is rotatably connected to the other end of the inner shaft 5 via a rotating shaft. The bottom of the transition plate 6 is rotatably connected to the fixed seat 1 via a rotating shaft. An air pipe 7 is connected to the outer side of the sleeve shaft 3, and the other end of the air pipe 7 is connected to the fixed seat 1. Piston plates 8 are slidably connected to both the left and right ends of the inner side of the fixed seat 1. A fixing rod 9 passing through the fixed seat 1 is fixedly connected to one end of the outer side of the piston plate 8, and the fixing rod 9 contacts the fixed seat 1. A first spring 10 contacts the other end of the outer side of the piston plate 8.

[0025] Example 2

[0026] like Figure 1-3 As shown, in order to solve the problem of inconvenience in connecting the fixing seat 1, the fixing seat 1 is located at the front end of the inner door of the subway train and contacts the subway train. The top left and right sides of the fixing seat 1 are spirally connected with fixing bolts 2, and the fixing bolts 2 penetrate the fixing seat 1. The fixing bolts 2 are spirally connected to the subway train, and the fixing seat 1 is fixed to the front end of the inner door of the subway train by fixing bolts 2, so that the fixing seat 1 is fixed together with the subway train, which facilitates the connection of the fixing seat 1.

[0027] Example 3

[0028] like Figure 4 and Figure 7 As shown, in order to solve the problem of poor stability of the first spring 10 during use, the other end of the first spring 10 is in contact with the fixed base 1. Limiting blocks 11 are provided at both the left and right ends of the inner side of the first spring 10. The limiting block 11 on one side is fixedly connected to the fixed base 1, and the limiting block 11 on the other side is fixedly connected to the piston plate 8. By setting limiting blocks 11 at both ends of the inner side of the first spring 10 for limiting, the stability of the first spring 10 during use is better.

[0029] Example 4

[0030] like Figure 2As shown, in order to solve the problem of inconvenience in automatically controlling the pushing of the fixed rod 9, a push block 12 is provided at the rear end of the fixed base 1, and the push block 12 contacts the inner door of the subway train. A positioning bolt 13 is spirally connected to the outer side of the push block 12, and the positioning bolt 13 is spirally connected to the inner door of the subway train. The push block 12 and the fixed rod 9 are at the same horizontal height. By fixing the push block 12, which is at the same height as the fixed rod 9, on the inner door of the subway train through the positioning bolt 13, it is convenient to automatically control the pushing of the fixed rod 9 when the subway train opens the hidden door.

[0031] Example 5

[0032] like Figure 7 As shown, to address the issue of the inconvenience of periodically replacing the first spring 10, which may experience fatigue deformation after prolonged use, the top of the first spring 10 is provided with a baffle 14 that contacts the piston plate 8. The baffle 14 is rotatably connected to the fixed seat 1 via a rotating shaft. A second spring 15 is fixedly connected to the inner side of the baffle 14. The other end of the second spring 15 is fixedly connected to a locking block 16 that penetrates the baffle 14 and contacts the baffle 14. The locking block 16 is engaged with the fixed seat 1. A second push block 17 that penetrates the fixed seat 1 is fixedly connected to the top of the locking block 16 and contacts the fixed seat 1. By periodically pushing the locking block 16 with the second push block 17, the second spring 15 is compressed, further disengaging the locking block 16 from the fixed seat 1. After opening the baffle 14, it is convenient to periodically replace the first spring 10, which may experience fatigue deformation after prolonged use.

[0033] In this embodiment, when passengers in need of assistance, such as those in wheelchairs, those with mobility impairments, or those pushing strollers, board the train using the device, the fixing seat 1 is first fixed to the front end of the hidden door of the subway train using fixing bolts 2, connecting the fixing seat 1 to the subway train. Then, the first push block 12 is fixed to the hidden door of the subway train using positioning bolts 13, so that it is at the same height as the fixing rod 9. When the subway train arrives at the station and opens the inner door, the opening of the inner door to both sides drives the first push block 12 to push the fixing rod 9. The fixing rod 9 pulls the piston plate 8 to compress the first spring 10. At the same time, the piston plate 8, after its movement, also draws gas from the sleeve shaft 3 through the air pipe 7. By drawing gas from the sleeve shaft 3 during the opening of the inner door of the subway train to both sides, the piston block 4 is further controlled to drive the inner shaft 5 to continuously retract into the sleeve shaft. Within shaft 3, the ferrule 6 can be automatically pulled to the rear end to contact the platform, thus achieving automatic erection of the ferrule 6. When the hidden door is closed before the subway train restarts, the first push block 12 stops pushing the fixed rod 9, further causing the piston plate 8 to reset under the elastic force of the first spring 10, thereby re-pressurizing the extracted gas into the sleeve shaft 3, which can automatically reset the ferrule 6. During the use of the device, the first spring 10 will undergo fatigue deformation after long-term use, which will affect the state of the ferrule 6 after it is retracted, so it needs to be replaced regularly. At this time, the second push block 17 pushes the locking block 16 to compress the second spring 15, further disengaging the locking block 16 from the fixed seat 1. After opening the baffle 14, the fatigued first spring 10 can be removed from between the two limit blocks 11 for replacement. The operation is simple and convenient.

[0034] The above are preferred embodiments of the present invention. The basic principles, main features, and advantages of the present invention have been shown and described above. Those skilled in the art should understand that the present invention is not limited to the above embodiments. The embodiments and descriptions in the specification are only illustrative of the principles of the present invention. Various changes and modifications may be made to the present invention without departing from the spirit and scope thereof. All such changes and modifications fall within the scope of the present invention as claimed. The scope of protection of the present invention is defined by the appended claims and their equivalents.

Claims

1. An auxiliary boarding mechanism for subway trains, comprising a fixed seat (1), characterized in that: The inner side of the fixed seat (1) is rotatably connected to a sleeve shaft (3) via a rotating shaft. The inner side of the sleeve shaft (3) is slidably connected to a piston block (4). One end of the outer side of the piston block (4) is fixedly connected to an inner shaft (5) that passes through the sleeve shaft (3). The other end of the inner shaft (5) is rotatably connected to a transition plate (6) via a rotating shaft. The bottom of the transition plate (6) is rotatably connected to the fixed seat (1) via a rotating shaft. The outer side of the sleeve shaft (3) is connected to an air pipe (7). The other end of the air pipe (7) is connected to the fixed seat (1). The left and right ends of the inner side of the fixed seat (1) are slidably connected to piston plates (8). One end of the outer side of the piston plate (8) is fixedly connected to a fixing rod (9) that passes through the fixed seat (1). The fixing rod (9) is in contact with the fixed seat (1). The other end of the outer side of the piston plate (8) is in contact with a first spring (10).

2. The auxiliary boarding mechanism for subway trains according to claim 1, characterized in that: The fixed seat (1) is located at the front end of the inner door of the subway train and contacts the subway train. The top left and right sides of the fixed seat (1) are spirally connected with fixing bolts (2), and the fixing bolts (2) penetrate the fixed seat (1). The fixing bolts (2) are spirally connected to the subway train.

3. The auxiliary boarding mechanism for subway trains according to claim 1, characterized in that: The other end of the first spring (10) is in contact with the fixed seat (1). The first spring (10) has a limiting block (11) on both the left and right sides of its inner side. The limiting block (11) on one side is fixedly connected to the fixed seat (1), and the limiting block (11) on the other side is fixedly connected to the piston plate (8).

4. The auxiliary boarding mechanism for subway trains according to claim 1, characterized in that: The fixed base (1) has a push block (12) at its rear end, and the push block (12) contacts the inner door of the subway train. The outer side of the push block (12) is spirally connected with a positioning bolt (13) that passes through the push block (12), and the positioning bolt (13) is spirally connected to the inner door of the subway train. The push block (12) and the fixed rod (9) are at the same horizontal height.

5. The auxiliary boarding mechanism for subway trains according to claim 1, characterized in that: The first spring (10) has a baffle (14) at its top end that contacts the piston plate (8), and the baffle (14) is rotatably connected to the fixed seat (1) via a rotating shaft. A second spring (15) is fixedly connected to the inner side of the baffle (14), and a locking block (16) that penetrates the baffle (14) is fixedly connected to the other end of the second spring (15). The locking block (16) contacts the baffle (14), and the locking block (16) engages with the fixed seat (1). A second push block (17) that penetrates the fixed seat (1) is fixedly connected to the top end of the locking block (16), and the second push block (17) contacts the fixed seat (1).

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