A tram door gap compensation apron mechanism

Abstract

The utility model provides a tramcar door gap compensation apron mechanism, the mechanism is connected with tramcar door, including setting up the box of one opening, the baffle in the box, the baffle one end is connected with the apron, be provided with the gear drive assembly connected with the baffle in the box, the gear drive assembly works, drives the baffle movement in the box realizes the switching of apron in the box, outside along the box opening direction. The utility model has the beneficial effect in: the utility model for combination tramcar use can effectively make up the clearance transition of car door and platform, improve the safety of personnel getting on and off the car, and the practicality is strong.

Description

Technical Field

[0001] This utility model belongs to the field of tram technology, specifically relating to a tram door gap compensation ramp mechanism. Background Technology

[0002] Trams are renowned for their stability and environmental friendliness. Electric propulsion allows them to operate without pollution, making them widely accepted by the public and perfectly aligned with the demands of modern urban development for green transportation. However, when a tram stops at a platform, a gap exists between the tram's door area and the platform. Currently, this gap is simply created by a single fixed rubber pad mounted on the tram body. This method fails to provide a smooth transition between the tram's interior and the platform, resulting in a poor surface smoothness and posing a risk of passengers slipping and falling when boarding or alighting. Utility Model Content

[0003] To address the shortcomings of existing technologies, this utility model provides a tram door gap compensation transition plate mechanism, which greatly improves the smoothness of the transition between the tram door and the platform, and reduces the risk of passengers slipping and falling when getting on and off the tram.

[0004] The objective of this utility model is achieved through the following technical solution:

[0005] A tram door gap compensation ramp mechanism is provided. The mechanism is connected to the tram door and includes a box with an opening and a partition placed inside the box. One end of the partition is connected to a ramp. A gear drive assembly connected to the partition is provided inside the box. When the gear drive assembly is activated, it drives the partition to move inside the box, thereby enabling the ramp to switch between inside and outside the box along the direction of the box opening.

[0006] Preferably, the gear drive assembly includes a first gear mounted on a partition via a connecting shaft, the first gear meshing with a first rack mounted on the partition.

[0007] Preferably, a second gear is provided on the back of the partition plate, the second gear meshes with a second rack, the first gear and the second gear share the same connecting shaft, the second rack is arranged perpendicularly to the first rack, and the front end of the second rack is connected to the bottom surface of the partition plate.

[0008] Preferably, the connecting shaft is placed in the middle of the partition, the first rack is arranged laterally on the upper part of the partition, and the second rack is arranged vertically on one side of the second gear.

[0009] Preferably, the front end of the first rack is provided with a connecting block, and the rear end of the connecting block is connected to a stop groove. A stop pin is connected to a mounting base at one end of the stop groove, and the mounting base is connected to the door of the tram.

[0010] Preferably, the stop groove is L-shaped and matches the movement trajectory of the tram door when it opens and closes.

[0011] Preferably, a horizontally arranged sliding groove is provided on the box body, the connecting block is placed in the sliding groove, the stop groove is placed above the box body, and one end of the stop groove is flush with the opening end of the box body.

[0012] The beneficial effects of this utility model are reflected in the following: This utility model, when used in conjunction with trams, can effectively fill the gap between the tram doors and the platform, improve the safety of passengers getting on and off the tram, and is highly practical. Attached Figure Description

[0013] Figure 1 : A schematic diagram of the structure of this utility model.

[0014] Figure 2 This utility model Figure 1 A schematic diagram of the front structure after the box is hidden.

[0015] Figure 3 This utility model Figure 1 A schematic diagram of the rear structure behind the hidden enclosure. Detailed Implementation

[0016] To make the objectives, technical solutions, and advantages of this utility model clearer, the following description is provided in conjunction with the appendix. Figure 1-3 The present invention will be further described in detail below with reference to embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present invention and are not intended to limit the present invention.

[0017] This utility model discloses a tram door gap compensation ramp mechanism, which is connected to the tram door. It includes a housing 1 with an opening and a partition 4 inserted inside the housing 1. One end of the partition 4 is connected to a ramp 2, which is located at the opening end of the housing 1.

[0018] The housing 1 is equipped with a gear drive assembly connected to the partition. When the gear drive assembly operates, it drives the partition 4 to move within the housing 1, enabling the transition plate 2 to switch between inside and outside the housing along the opening direction. That is, when the transition plate 2 extends outside the housing, it can achieve transition compensation at the gap between the vehicle door and the platform.

[0019] Specifically, the gear drive assembly is mounted on the partition 4. It includes a first gear 5 mounted on the partition 4 via a connecting shaft, which meshes with a first rack 6 mounted on the partition 4. The connecting shaft is located in the middle of the partition 4, and the first rack 6 is horizontally positioned at the top of the partition 4. A second gear 7 is mounted on the back of the partition 4, meshing with a second rack 8, which is vertically positioned to one side of the second gear 7. The front end of the second rack 8 is connected to the bottom surface of the transition plate 2. The first gear 5 and the second gear 7 share the same connecting shaft, and the second rack 8 is perpendicular to the first rack 6. When the first rack 6 moves, it drives the first gear 5 to rotate, which in turn drives the second gear 7 to rotate. The rotation of the second gear 7 then drives the second rack 8, which in turn moves the transition plate 2, causing it to move in and out along the opening direction of the housing 1.

[0020] The first rack 6 is oriented in the same direction as the opening extension direction. A connecting block 32 protrudes from the front end of the first rack 6, and a stop groove 31 is connected to the rear end of the connecting block 32. A mounting seat 3 is connected to one end of the stop groove 31 via a stop pin. The mounting seat 3 is connected to the tram door. That is, when the door moves, the mounting seat 3 moves synchronously within the stop groove 31. The stop groove 31 matches the movement trajectory of the tram door when it opens and closes. Since the tram door opens and closes using a pull-type mechanism, the stop groove 31 in this embodiment is L-shaped.

[0021] A horizontally arranged sliding groove 11 is provided on the box body 1, the connecting block 32 is placed in the sliding groove 11, and the stop groove 31 is placed above the box body. One end of the side wall of the stop groove 31 is flush with the opening end of the box body 1, that is, the stop groove 31 extends from the tail end of the connecting block towards the opening of the box body.

[0022] Since trams have front and rear doors, the mechanism of this invention is generally integrated with the doors, with one set for each door. When the door is open, the ramp extends out of the box opening; when the door is closed, the ramp 2 retracts into the box. This invention is easy to assemble and has a simple and ingenious structure, enabling low-cost compensation for the gap between the vehicle and the platform, making it highly practical. The length of the sliding groove 11 between its ends is approximately equal to the gap between the door and the platform, and also approximately equal to the width of the ramp 2 when fully extended.

[0023] In the diagram, during practical application, when the door moves and drives the connecting block 32 to the leftmost end of the sliding groove 11, the door is in the open state, and the ramp 2 is fully extended. When the door moves and drives the connecting block 32 to the rightmost end of the sliding groove 11, the door is in the closed state, and the ramp 2 is retracted.

[0024] This invention allows for customized rack lengths to be tailored to specific site conditions, enabling precise compensation of the gap between the vehicle and the platform by extending the ramp. Furthermore, as a single unit embedded in the vehicle body, this invention does not occupy external vehicle space, ensuring that vehicle clearances meet specifications and eliminating any risk of boundary encroachment.

[0025] Finally, it should be noted that the terms "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., appearing in the text, indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used solely for the convenience of describing this utility model and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0026] Furthermore, the above embodiments are only used to illustrate the technical solutions of this utility model, and are not intended to limit it; although this utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this utility model.

Claims

1. A tram door gap compensation ramp mechanism, characterized in that: The mechanism is connected to the tram door and includes a box with an opening and a partition placed inside the box. One end of the partition is connected to a crossbar. A gear drive assembly connected to the partition is installed inside the box. When the gear drive assembly is activated, it drives the partition to move inside the box, thereby enabling the crossbar to switch between inside and outside the box along the direction of the box opening.

2. The tram door gap compensation ramp mechanism as described in claim 1, characterized in that: The gear drive assembly includes a first gear mounted on a partition via a connecting shaft, the first gear meshing with a first rack mounted on the partition.

3. The tram door gap compensation ramp mechanism as described in claim 2, characterized in that: A second gear is provided on the back of the partition plate. The second gear meshes with a second rack. The first gear and the second gear share the same connecting shaft. The second rack is arranged perpendicularly to the first rack. The front end of the second rack is connected to the bottom surface of the partition plate.

4. The tram door gap compensation ramp mechanism as described in claim 3, characterized in that: The connecting shaft is located in the middle of the partition, the first rack is horizontally arranged on the upper part of the partition, and the second rack is vertically arranged on one side of the second gear.

5. The tram door gap compensation ramp mechanism as described in claim 4, characterized in that: The front end of the first rack is provided with a connecting block, and the rear end of the connecting block is connected to a stop groove. A stop pin is connected to a mounting base at one end of the stop groove, and the mounting base is connected to the door of the tram.

6. The tram door gap compensation ramp mechanism as described in claim 5, characterized in that: The stop groove is L-shaped and matches the movement trajectory of the tram door when it opens and closes.

7. The tram door gap compensation ramp mechanism as described in claim 6, characterized in that: A horizontally arranged sliding groove is provided on the box body, the connecting block is placed in the sliding groove, the stop groove is placed above the box body, and one end of the stop groove is flush with the opening end of the box body.

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