Passenger boarding bridge

Abstract

This application relates to the field of train connection equipment technology, and in particular to a passenger boarding passage. The passenger boarding passage includes a fixed passage, a movable passage, and a track section. The track section is used to movably connect with the train track and can switch between a first position and a second position. In the first position, the track section is inserted into an opening in the train track; in the second position, the track section is detached from the opening. The movable passage is movable relative to the fixed passage and can extend into an opening in the train track to connect with the train door. Passengers needing to disembark can directly enter the movable passage, while passengers needing to board can directly enter the train through the movable passage without having to cross a higher track, thus improving the convenience of passenger boarding and alighting.

Description

Technical Field

[0001] This application relates to the field of train connection equipment technology, and in particular to a passenger boarding passage. Background Technology

[0002] In related technologies, in order to provide a smooth travel path for the train, the train track will block part of the train door in the vertical direction of the train, forming a difficult obstacle to overcome during the passage of passengers. Utility Model Content

[0003] The purpose of this application is to provide a passenger boarding passage to facilitate passengers getting on and off trains.

[0004] To achieve the above objectives, this application provides a passenger boarding passage, including a fixed passage, a movable passage, and a track segment. The track segment is used to movably connect with the train track and can switch between a first station and a second station. In the first station, the track segment is used to be inserted into an opening in the train track, and in the second station, the track segment is disengaged from the opening. The movable passage is movable relative to the fixed passage and can extend into an opening in the train track to dock with a train door.

[0005] In one embodiment of this application, the movable passage includes a floor and a ramp. The floor has a notch, the width of which is greater than the width of a train door to accommodate an open train door. The ramp is movably connected to the floor and can move toward the notch to cover part of it.

[0006] In one embodiment of this application, the floor is provided with a guide rod, the transition plate is slidably connected to the guide rod, and the transition plate is provided with a locking member for restricting the movement of the transition plate.

[0007] In one embodiment of this application, the passenger boarding passage further includes a flipping mechanism, and the track segment is used to hinge with the train track; the flipping mechanism includes a first reciprocating drive mechanism, one end of the first reciprocating drive mechanism is used to be movably connected with the train track, and the other end of the first reciprocating drive mechanism is movably connected with the track segment, so that the track segment rotates about the axis of the hinge axis between it and the train track, so as to switch between the first station and the second station.

[0008] In one embodiment of this application, the track segment includes a main body and a connector, the connector being connected to the main body and used for hinged connection with the train track, and the other end of the first reciprocating drive mechanism being hinged to the connector or the main body.

[0009] In one embodiment of this application, the flipping mechanism further includes a base and a first linkage mechanism. The base is used to connect with the train track. The first linkage mechanism includes a first rod and a second rod. One end of the first rod is hinged to the base, and the other end of the first rod is hinged to one end of the second rod. The other end of the second rod is hinged to the track segment. One end of the first reciprocating drive mechanism is hinged to the base, and the other end of the first reciprocating drive mechanism is hinged to the portion between the two ends of the first rod.

[0010] In one embodiment of this application, the track segment has a guide surface, and a receiving groove is provided on the side of the track segment opposite to the guide surface, wherein at least a portion of the second rod is received in the receiving groove.

[0011] In one embodiment of this application, the passenger boarding passage further includes a first detection element, which is used to detect whether the track segment is at the first work station.

[0012] In one embodiment of this application, the passenger boarding passage further includes a locking mechanism for installation on the train track. The locking mechanism has a locked state and an unlocked state. In the locked state, the locking mechanism enables the track segment to remain at the first working position. In the unlocked state, the track segment can switch from the first working position to the second working position.

[0013] In one embodiment of this application, the locking mechanism includes a second reciprocating drive mechanism and a locking part. The second reciprocating drive mechanism is installed on the train track and connected to the locking part so as to drive the locking part to move toward the track segment when the track segment is in the first working position. The locking part can keep the track segment in the first working position.

[0014] In one embodiment of this application, the locking part includes a second linkage mechanism and a limiting part. The limiting part is connected to the second linkage mechanism, and the second reciprocating drive mechanism can drive the second linkage mechanism to move so that the limiting part limits the track segment, or releases the limiting part from limiting the track segment.

[0015] In one embodiment of this application, the second linkage mechanism includes a first link, a second link, and a third link. One end of the first link is hinged to the second reciprocating drive mechanism, and the other end of the first link is hinged to one end of the second link. The other end of the second link is used to be hinged to the train track. One end of the third link is hinged to the portion between the two ends of the first link, and the other end of the third link is used to be hinged to the train track. The limiting part is installed on the second link.

[0016] In one embodiment of this application, the track segment is provided with a stop plate; the limiting part includes an adjusting screw, which is threadedly connected to the second connecting rod, and the adjusting screw can rotate around its own axis to adjust its position.

[0017] In one embodiment of this application, the locking part includes a locking pin; the track segment is provided with a socket, and the second reciprocating drive mechanism can drive the locking pin to insert into the socket so that the locking mechanism is in the locked state; the second reciprocating drive mechanism can also drive the locking pin to disengage from the socket so that the locking mechanism is in the unlocked state.

[0018] In one embodiment of this application, the passenger boarding passage further includes a second detection element, which is used to detect whether the locking mechanism is in a locked state;

[0019] And / or, the passenger boarding passage further includes a third detection element for detecting whether the locking mechanism is in the unlocked state.

[0020] In one embodiment of this application, the fixed channel is provided with a first roller group and a first slide rail, and the movable channel is provided with a second roller group and a second slide rail. The first roller group can move along the second slide rail, and the second roller group can move along the first slide rail.

[0021] In one embodiment of this application, the passenger boarding passage further includes a telescopic device, one end of which is hinged to the fixed passage, and the other end of which is hinged to the movable passage.

[0022] In one embodiment of this application, the telescopic device is an electric cylinder; and / or, the passenger boarding passage further includes an emergency handwheel connected to the telescopic device.

[0023] In one embodiment of this application, the passenger boarding passage further includes a control system;

[0024] One of the fixed channel and the movable channel is provided with a first limiting device and a second limiting device, and the other is provided with a first stop structure and a second stop structure. The first limiting device cooperates with the first stop structure to enable the control system to adjust the extension speed of the movable channel, and the second limiting device cooperates with the second stop structure to enable the control system to adjust the retraction speed of the movable channel.

[0025] And / or, the movable channel is provided with a third limiting device, which can contact the train body so that the control system controls the movable channel to stop moving.

[0026] In one embodiment of this application, the passenger boarding passage further includes a canopy device installed on the active passage.

[0027] In one embodiment of this application, the sidewalls of the fixed channel, the sidewalls and floor of the movable channel, and the inner side of the canopy device are all provided with electromagnetic shielding structures.

[0028] In one embodiment of this application, the passenger boarding passage further includes a cable tray, which includes a first connecting section and a second connecting section. One end of the first connecting section is hinged to the fixed passage, and the other end of the first connecting section is hinged to one end of the second connecting section. The other end of the second connecting section is hinged to the movable passage. Both the first connecting section and the second connecting section are provided with cable grooves.

[0029] The main benefits of this application are:

[0030] The passenger boarding passage provided in this application allows for the installation of a track segment onto the train track. At the first station, the track segment is embedded in the opening of the train track, thus serving as part of the train track and ensuring the train runs on a complete guide rail. When the train stops, the track segment moves to the second station, where it detaches from the opening. The movable passage then moves relative to the fixed passage to extend into the opening of the train track and connect with the train door. Passengers needing to disembark can directly enter the movable passage, while passengers needing to board can directly enter the train through it without having to cross higher tracks, thus improving the convenience of boarding and alighting. Attached Figure Description

[0031] To more clearly illustrate the technical solutions in the specific embodiments of this application or the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0032] Figure 1 A first-view structural schematic diagram of the passenger boarding passage provided in an embodiment of this application (track section not shown);

[0033] Figure 2 for Figure 1 A magnified view of a section at point A in the middle;

[0034] Figure 3 for Figure 1 A magnified view of a section at point B in the middle;

[0035] Figure 4 A second-view structural schematic diagram of the passenger boarding passage provided in an embodiment of this application (track section not shown);

[0036] Figure 5 for Figure 4 A magnified view of a section at point C;

[0037] Figure 6 This is a schematic diagram of the structure of the active passage in the passenger boarding passage provided in the embodiments of this application;

[0038] Figure 7 for Figure 6 A magnified view of a section at point D;

[0039] Figure 8 A structural schematic diagram of the active passage in the passenger boarding passage provided in an embodiment of this application;

[0040] Figure 9 This is a schematic diagram of the structure of a fixed passage in a passenger boarding passage provided in an embodiment of this application;

[0041] Figure 10 A side view of the passenger boarding passage provided in an embodiment of this application (track section not shown);

[0042] Figure 11 for Figure 10 A sectional view along line I-I;

[0043] Figure 12 A third-view structural schematic diagram of the passenger boarding passage provided in an embodiment of this application (track section not shown);

[0044] Figure 13 for Figure 12 A magnified view of a section at point E in the middle;

[0045] Figure 14 A schematic diagram showing the coordination between the track segment and the train track in the passenger boarding passage provided in this embodiment of the application (the track segment is in the first working position);

[0046] Figure 15 A schematic diagram showing the coordination between the track segment and the train track in the passenger boarding passage provided in this embodiment of the application (the track segment is at the second work position);

[0047] Figure 16 This application provides a schematic diagram of the structure of the track segment and the tilting mechanism in the passenger boarding passage (the track segment is in the first position);

[0048] Figure 17 for Figure 16 A magnified view of a section at point F in the middle;

[0049] Figure 18 for Figure 16 A magnified view of a section at point G in the middle;

[0050] Figure 19 A schematic diagram of the structure of the track section and the tilting mechanism in the passenger boarding passage provided in this application embodiment;

[0051] Figure 20 A schematic diagram of the locking mechanism in the passenger boarding passage provided in this application embodiment in the locked state;

[0052] Figure 21 A schematic diagram of the locking mechanism in the passenger boarding passage provided in this application embodiment in the unlocked state;

[0053] Figure 22 Another structural diagram of the track segment and the flipping mechanism in the passenger boarding passage provided in this application embodiment (the track segment is in the first working position);

[0054] Figure 23 for Figure 22 The diagram shown illustrates the locking mechanism in the passenger boarding passage in the locked state.

[0055] Figure 24 for Figure 22 The front view shown shows the passenger boarding passage and the train track (the track section is in the first position);

[0056] Figure 25 for Figure 22 The front view shown shows the passenger boarding passage and the train track (the track section is in the second position);

[0057] Figure 26 A schematic diagram of the passenger boarding passage provided in this embodiment of the application (the track section is at the first work position);

[0058] Figure 27 for Figure 26 A sectional view along line II-II;

[0059] Figure 28 A schematic diagram of the passenger boarding passage provided in this embodiment of the application (the track section is at the second work station);

[0060] Figure 29 for Figure 28 A sectional view along line III-III;

[0061] Figure 30 A schematic diagram showing the opening of the access passage into the train track and its connection with the train door;

[0062] Figure 31 for Figure 30 A cross-sectional view along line IV-IV (with the ferrule in the retracted position);

[0063] Figure 32 A schematic diagram showing the connection between the activity passage and the train door with the train door in the open position;

[0064] Figure 33 for Figure 32 A sectional view along line V-V (with the slab extended).

[0065] The annotations in the attached figures are explained as follows:

[0066] 100. Fixed passage; 101. First floor; 102. First top plate; 103. First side wall; 104. First roller assembly; 105. First slide rail; 200. Movable passage; 201. Second floor; 2010. Notch; 2011. Guide rod; 202. Second top plate; 203. Second side wall; 204. Transition plate; 2041. Pin; 2042. Pull rod; 2043. Support plate; 2044. Baffle; 205. Second roller assembly; 20 6. Second slide rail; 300. Telescopic device; 400. Emergency handwheel; 500. Canopy device; 600. Electromagnetic shielding structure; 701. First connecting section; 702. Second connecting section; 801. Extension deceleration switch; 802. Extension limit switch; 803. Retraction deceleration switch; 804. Retraction limit switch; 805. Third limit device; 901. First stop bar; 902. Second stop bar; 903. Third stop bar; 904. Fourth stop bar; 11. First reciprocating drive mechanism; 12. Base; 121. First hinge shaft; 122. Second hinge shaft; 131. First rod; 132. Second rod; 20. Track section; 211. Guide plate; 212. Base plate; 22. Connector; 23. Reinforcing rib; 24. Trigger; 25. Stop plate; 26. First protrusion; 30. Locking mechanism; 31. Second reciprocating drive mechanism; 321. First connecting rod; 3211. First rod section; 3212. Two-bar segment; 322, second link; 3221, first sub-section; 3222, second sub-section; 323, third link; 324, limiting part; 325, locking pin; 41, first limit switch; 421, first proximity switch; 422, second proximity switch; 43, second detection element; 44, third detection element; 50, train track; 51, mounting base; 52, bracket; 53, second protrusion; 54, hinge seat; 505, opening; 60, train door. Detailed Implementation

[0067] The technical solutions of this application will be clearly and completely described below with reference to the embodiments. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0068] In the description of this application, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this application and 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 application. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0069] In the description of this application, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0070] See Figures 1 to 33 As shown, this embodiment provides a passenger boarding passage, including a fixed passage 100, a movable passage 200, and a track segment 20. The track segment 20 is used to movably connect with the train track 50. The track segment 20 can switch between a first station and a second station. In the first station, the track segment 20 is used to be inserted into the opening 505 of the train track 50. In the second station, the track segment 20 is disengaged from the opening 505. The movable passage 200 can move relative to the fixed passage 100 and can extend into the opening 505 of the train track 50 to dock with the train door 60.

[0071] In this embodiment, the passenger boarding passage can be installed on the train track 50. At the first position, the track segment 20 is embedded in the opening 505 of the train track 50. At this time, the track segment 20 is part of the train track 50, ensuring that the train runs on the complete guide rail. When the train stops, the track segment 20 moves to the second position. At this time, the track segment 20 disengages from the opening 505, and the movable passage 200 moves relative to the fixed passage 100 to extend into the opening 505 of the train track 50 and connect with the train door 60. At this time, passengers who need to get off can directly enter the movable passage 200, and passengers who need to get on can directly enter the train through the movable passage 200 without having to cross the higher track, thus improving the convenience of passengers getting on and off the train.

[0072] See Figure 1 As shown, the arrow directions D1, D2, and D3 represent the width, height, and length directions of the fixed and moving channels, respectively.

[0073] In some embodiments, see Figure 15 As shown, opening 505 can be a groove formed on the upper surface of the train track 50. Typically, the width of the groove is greater than the width of the train door 60 to reduce the precision requirements of the train's stopping position. During the production of the train track, an opening can be pre-reserved at a designated location on the track to ensure that the train door aligns with the opening after the train stops. Alternatively, an opening can be left unpre-reserved and formed at a designated location when a docking device needs to be installed.

[0074] In some embodiments, the fixed channel 100 can be fixed to the ground by outriggers. The fixed channel 100 is sleeved on the outside of the movable channel 200, and the movable channel 200 is slidably connected to the fixed channel 100. The movable channel 200 can move towards the train door 60 through the opening 505 on the train track 50 until it docks with the train door 60. The movable channel 200 can also move into the fixed channel 100 to disengage from the track. At this time, the track segment 20 moves to the first position and is embedded in the opening 505 of the train track 50.

[0075] In one embodiment, see Figure 3 , Figure 8 , Figure 9 and Figure 11 As shown, the fixed channel 100 is provided with a first roller group 104 and a first slide rail 105, and the movable channel 200 is provided with a second roller group 205 and a second slide rail 206. The first roller group 104 can move along the second slide rail 206, and the second roller group 205 can move along the first slide rail 105, thereby playing a supporting, anti-deviation and resistance-reducing role during the extension and contraction of the channel.

[0076] For example, see Figure 4, Figure 9 , Figure 11 and Figure 12 As shown, the fixed channel 100 includes a first floor 101, a first top plate 102, and a first side wall 103 fixedly connected between the first floor 101 and the first top plate 102. The lower surface of the first top plate 102 is provided with four first roller groups 104, the first floor 101 is provided with two first roller groups 104, and along the width direction of the fixed channel 100, two first roller groups 104 are respectively provided on both sides of the first top plate 102, and one first roller group 104 is respectively provided on both sides of the first floor 101. Both sides of the first floor 101 are provided with first slide rails 105.

[0077] See Figure 1 , Figure 3 , Figure 4 and Figure 8 As shown, the movable channel 200 includes a second floor 201, a second top plate 202, and a second sidewall 203 fixedly connected between the second floor 201 and the second top plate 202. Along the width direction of the movable channel 200, a second roller assembly 205 and a second slide rail 206 are respectively provided on both sides of the second floor 201, and a second slide rail 206 is respectively provided on both sides of the second top plate 202. The two second roller assemblies 205 can slide along the first slide rails 105 on both sides of the first floor 101, the first roller assemblies 104 on both sides of the first top plate 102 can slide along the second slide rails 206 on both sides of the second top plate 202, and the first roller assemblies 104 on both sides of the first floor 101 can slide along the second slide rails 206 on both sides of the second floor 201. For example, the first roller assembly 104 includes a roller frame, a first roller, and a second roller. Both the first roller and the second roller are mounted on the roller frame. The axis of the first roller can be perpendicular to the axis of the second roller. For example, the axis of the first roller is aligned with the width direction of the fixed channel 100, and the axis of the second roller is aligned with the height direction of the fixed channel 100. The structure of the second roller assembly 205 can be the same as that of the first roller assembly 104.

[0078] In one embodiment, see Figure 13As shown, the passenger boarding passage also includes a telescopic device 300. One end of the telescopic device 300 is hinged to the fixed passage 100, and the other end is hinged to the movable passage 200. Driving the movable passage 200 to reciprocate relative to the fixed passage 100 via the telescopic device 300 improves connection efficiency. Simultaneously, the hinged connection between the telescopic device 300 and both the fixed and movable passages 200 provides a buffering effect, reducing the risk of jamming during passage extension and retraction. In some embodiments, the telescopic device 300 can be an electric cylinder; the passenger boarding passage also includes an emergency handwheel 400, which is driven by the electric cylinder. The electric cylinder typically has a structure for releasing the motor brake. The emergency handwheel 400 is driven by the motor's reducer. In case of motor failure or other abnormalities, the motor brake can be released first, and then the emergency handwheel 400 can be used to retract the telescopic rod of the electric cylinder, achieving an emergency retraction function. In other embodiments, the telescopic device can also be other types of telescopic devices, and the emergency handwheel can be connected to corresponding components of other types of telescopic devices to achieve an emergency retraction function.

[0079] In one embodiment, the passenger boarding passage also includes a control system, which can be a PLC control system. The control system can control the start and stop of the telescopic device 300, and can also control the speed of extension and retraction of the telescopic device 300.

[0080] One of the fixed channel 100 and the movable channel 200 is provided with a first limiting device and a second limiting device, and the other is provided with a first stop structure and a second stop structure. The first limiting device cooperates with the first stop structure to enable the control system to adjust the extension speed of the movable channel 200, and the second limiting device cooperates with the second stop structure to enable the control system to adjust the retraction speed of the movable channel 200. The movable channel 200 is provided with a third limiting device 805, which can contact the train body to enable the control system to stop the movement of the movable channel 200.

[0081] In some embodiments, the fixed channel 100 is provided with a first limiting device and a second limiting device, and the movable channel 200 is provided with a first stop structure and a second stop structure. The first limiting device cooperates with the first stop structure to allow the control system to adjust the extension speed of the movable channel 200, and the second limiting device cooperates with the second stop structure to allow the control system to adjust the retraction speed of the movable channel 200. The movable channel 200 is provided with a third limiting device 805, which can contact the train body to allow the control system to stop the movable channel 200 from moving. Exemplarily, the first limiting device and the second limiting device are located at the opening at the front end (i.e., the end facing the train) of the fixed channel 100. The first stop structure and the second stop structure are located on the outer surface of one of the second sidewalls 203 of the movable channel 200.

[0082] See Figure 10 As shown, the first limiting device includes an extension deceleration switch 801 and an extension limit switch 802, and the second limiting device includes a retraction deceleration switch 803 and a retraction limit switch 804. The extension deceleration switch 801, extension limit switch 802, retraction deceleration switch 803, and retraction limit switch 804 are spaced apart along the height direction of the fixed channel 100. For example, from top to bottom, they are extension limit switch 802, extension deceleration switch 801, retraction limit switch 804, and retraction deceleration switch 803, each including an actuator and a spring.

[0083] The first stop structure includes a first stop bar 901 and a second stop bar 902, and the second stop structure includes a third stop bar 903 and a fourth stop bar 904. All four stop bars extend along the length of the movable channel 200. Along the length of the movable channel 200, the first and second stop bars 901 and 902 are positioned away from the front end of the movable channel 200, while the third and fourth stop bars 903 and 904 are positioned closer to the front end of the movable channel 200. Along the height of the movable channel 200, the stop bars are arranged from top to bottom as follows: first stop bar 901, second stop bar 902, third stop bar 903, and fourth stop bar 904. For example, the length of the first stop bar 901 is less than the length of the second stop bar 902, and the length of the third stop bar 903 is less than the length of the fourth stop bar 904.

[0084] During the extension of the movable channel 200, the actuator of the extension deceleration switch 801 first contacts the second stop bar 902. The second stop bar 902 applies a force to the spring plate through the mechanical transmission of the actuator, thereby triggering the extension deceleration switch 801. At this time, the control system receives the extension deceleration signal and controls the motor speed of the electric cylinder to decrease, thereby reducing the extension speed of the movable channel 200. After the movable channel 200 continues to extend a certain distance at the reduced speed, the extension limit switch 802 contacts the first stop bar 901, thereby triggering the extension limit switch 802. At this time, the control system receives the stop signal and controls the motor of the electric cylinder to stop rotating, thereby stopping the movement of the movable channel 200.

[0085] During the retraction of the movable channel 200, when the retraction deceleration switch 803 contacts the fourth stop bar 904, the retraction deceleration switch 803 is triggered. At this time, the control system receives a retraction deceleration signal and controls the motor speed of the electric cylinder to decrease, thereby reducing the retraction speed of the movable channel 200. After the movable channel 200 continues to retract a certain distance at the reduced speed, the retraction limit switch 804 will contact the third stop bar 903, thereby triggering the retraction limit switch 804. At this time, the control system receives a stop signal and controls the motor of the electric cylinder to stop rotating, thereby stopping the movement of the movable channel 200.

[0086] See Figure 11 As shown, the third limiting device 805 is disposed at the front end of the movable channel 200. When the third limiting device 805 touches the train body, the control system receives a stop signal, controls the motor of the electric cylinder to stop rotating, thereby stopping the movable channel 200 from moving and completing the docking. For example, the third limiting device 805 can be a limit switch or a distance sensor. In some embodiments, the first limiting device and the second limiting device can also be disposed in the movable channel 200, while the first stop structure and the second stop structure are disposed in the fixed channel 100. In other embodiments, only the third limiting device can be disposed, or only the first limiting device, the second limiting device, and the first and second stop structures can be disposed.

[0087] In some embodiments, the train door 60 opens outwards, and after the door is opened, the bottom edge of the door is lower than the second floor 201 of the passageway 200. Also, because there may be a forward / backward deviation when the train stops, the second floor 201 has a notch 2010 near the door (e.g., ...). Figure 11 As shown, the notch 2010 is designed to accommodate the open train door 60, prevent the train door 60 from interfering with the second floor 201, and ensure that the passageway 200 can connect with the train body. Due to consideration of deviations when the train stops, the width of the notch 2010 needs to be much larger than the train door 60, which will create gaps in some passenger passageways.

[0088] See Figure 1 and Figure 4As shown, to reduce or even eliminate gaps and ensure passenger safety when boarding and alighting, the movable passage 200 also includes a ramp 204. The ramp 204 is movably connected to the second floor 201 and can move towards the gap 2010 to partially cover it. For example, after the train stops, a portion of the train's doorway aligns with a portion of the gap 2010, creating a gap between the edge of the gap 2010 and the lower edge of the doorway. Moving the ramp 204 towards the gap 2010—for instance, making it contact the side edge of the train door 60 or minimizing the distance between them—can cover the gap.

[0089] In one embodiment, see Figure 1 , Figure 2 and Figure 5 As shown, the second floor 201 is provided with a guide rod 2011, and the transition plate 204 is slidably connected to the guide rod 2011. The transition plate 204 is provided with a locking member to restrict the movement of the transition plate 204. For example, the guide rod 2011 can be installed on the lower surface of the second floor 201. The lower surface of the transition plate 204 is provided with a support plate 2043, which has a through hole through which the guide rod 2011 passes. The support plate 2043 can slide relative to the guide rod 2011. For example, there can be multiple support plates 2043, and the support plates 2043 are welded to the transition plate 204.

[0090] A lock hole is provided on the side of the ramp 204 near the notch 2010, and multiple insertion holes are provided on the front crossbeam of the movable channel 200, with the multiple insertion holes spaced apart along the direction of the movable channel 200; see also Figure 6 and Figure 7 As shown, the locking component includes a pin 2041, which is movably installed in the lock hole. When the transition plate 204 moves into position, the pin 2041 inserts into the corresponding hole, thereby locking the transition plate 204. The locking component also includes a pull rod 2042, which is fixedly connected to the pin 2041. By pulling the pull rod 2042, the transition plate 204 can be moved, facilitating manual operation. A baffle 2044 is also provided on the side of the transition plate 204 near the notch 2010. There is a gap between the baffle 2044 and the guide rod 2011, allowing the pull rod 2042 to be positioned within the gap, thereby preventing the pin 2041 from disengaging from the hole.

[0091] It should be noted that the transition plate 204 can also be moved electrically. For example, the guide rod 2011 is provided with external threads, the support plate 2043 is provided with threaded holes, one end of the guide rod 2011 is connected to the motor drive, the motor drives the guide rod 2011 to rotate around its own axis, thereby driving the transition plate 204 to reciprocate along the axis of the guide rod 2011.

[0092] In some embodiments, the passenger boarding passage can be applied to a maglev train, which has a lateral guidance system. For example, anti-deviation wheels are provided on both side walls of the maglev train, and a track is provided on each side of the train. Maglev coils are installed on the tracks, restricting the train to run within the two tracks and providing a smooth travel path. At the first station, track section 20 is used to provide lateral guiding force, guiding the operation of the maglev train.

[0093] It should be noted that the magnetic levitation train and its side guidance system are things that those skilled in the art should be able to understand, and are well known and easy to implement for those skilled in the art. Therefore, this embodiment will not describe them in detail.

[0094] In one embodiment, see figure Figures 14 to 16 As shown, the passenger boarding passage also includes a flipping mechanism, which is connected to the track section 20 to drive the track section 20 to switch between the first station and the second station.

[0095] It should be understood that when the passenger boarding passage is used for maglev trains, a flipping mechanism can be installed to drive track section 20 to switch between the first and second positions in order to reduce the impact of the magnetic field around the track on staff and passengers. When the passenger boarding passage is used for other trains, track section 20 can also be manually operated to switch between the first and second positions when there is no risk of magnetic field radiation.

[0096] In one embodiment, see Figure 16 As shown, the passenger boarding passage also includes a locking mechanism 30, which is installed on the train track 50. The locking mechanism 30 has a locked state and an unlocked state. In the locked state, the locking mechanism 30 can keep the track section 20 in the first position. In the unlocked state, the track section 20 can switch from the first position to the second position.

[0097] When track segment 20 is in the first working position, locking mechanism 30 is in the locked state, keeping track segment 20 in the first working position. This allows track segment 20 to serve as part of the train track 50, guiding the train's operation. At the same time, it also prevents track segment 20 from interfering with the side wall of the train, ensuring the train can operate normally.

[0098] In this embodiment, there are multiple ways to implement the flipping mechanism and the track segment 20, and there are also multiple ways to implement the locking mechanism 30. Each way of implementing the flipping mechanism and the track segment 20 can be combined with different locking mechanisms 30 to achieve the flipping and locking functions.

[0099] The flipping mechanism and track section 20 will be described in detail below.

[0100] In one embodiment, track segment 20 is hinged to train track 50; the flipping mechanism includes a first reciprocating drive mechanism 11, one end of which is movably connected to train track 50, and the other end of which is movably connected to track segment 20, so that track segment 20 rotates about the axis of its hinge joint with train track 50 to switch between a first station and a second station. For example, track segment 20 can be hinged to train track 50 via a hinge, in which case the hinge's pivot point is the hinge joint between track segment 20 and train track 50. Alternatively, track segment 20 can also be hinged to train track 50 via a pin, in which case the pin is the hinge joint between track segment 20 and train track 50.

[0101] In some embodiments, the first reciprocating drive mechanism 11 can be an electric cylinder, a pneumatic cylinder, or a hydraulic cylinder, or it can be a linear reciprocating drive mechanism such as a lead screw and nut, or other curved reciprocating drive mechanisms. For example, the first reciprocating drive mechanism 11 can be an electric cylinder, with its cylinder body movably connected to the train track 50 and its piston rod movably connected to the track section 20. For instance, when the piston rod extends, it can move the track section 20 to a first position; when the piston rod retracts, it can move the track section 20 to a second position.

[0102] In one possible design, see Figure 16 As shown, track segment 20 includes a main body and a connector 22. The connector 22 is connected to the main body and is hinged to the train track 50. The other end of the first reciprocating drive mechanism 11 is hinged to the connector 22. For example, the connector 22 can be welded to the main body. A hinge seat 54 is provided on the outer wall of the train track 50, and the connector 22 is hinged to the hinge seat 54 via a pin. Alternatively, the other end of the first reciprocating drive mechanism 11 can also be hinged to the main body.

[0103] In some embodiments, see Figure 16 As shown, a mounting base 51 is provided on the outer wall of the train track 50. One end of the first reciprocating drive mechanism 11 is hinged to the mounting base 51, and the other end is hinged to the connector 22. For example, the cylinder body of the electric cylinder is hinged to the mounting base 51, and the piston rod of the electric cylinder is hinged to the connector 22.

[0104] In some embodiments, see Figure 14 and Figure 15As shown, the main body includes a guide plate 211 with a guide surface. A connector 22 is connected to the side of the guide plate 211 opposite to the guide surface. In a first position, the guide surface faces the train door 60 and can form part of the inner wall of the train track 50, serving to guide the train. In a second position, the guide surface generally faces the side opposite to the train door. In other embodiments, the guide surface, after being flipped, can be located at any position between a generally horizontal and a generally vertical position, as long as it does not interfere with the docking of the connecting passage and the train door. For example, the angle of the guide surface flipping is approximately 90° to 180°.

[0105] For example, the connector 22 can be a plate-like structure, perpendicular to the guide plate 211. Multiple connectors 22 can be arranged at intervals along the length of the guide plate 211. See also the following embodiments: Figure 16 As shown, the main body also includes a base plate 212, which is fixedly connected to a guide plate 211. Exemplarily, the base plate 212 and the guide plate 211 can be substantially perpendicular. The connector 22 has an extension that extends toward the side of the base plate 212 away from the guide plate 211, and this extension is hinged to a hinge seat 54. In some embodiments, the track segment 20 also includes a reinforcing rib 23, to which both the guide plate 211 and the base plate 212 are welded. Exemplarily, the reinforcing rib 23 can be located between two adjacent connectors 22.

[0106] In another possible design, see Figure 22 , Figure 24 and Figure 25 As shown, the flipping mechanism also includes a base 12 and a first linkage mechanism. The base 12 is used to connect with the train track 50. The first linkage mechanism includes a first rod 131 and a second rod 132. One end of the first rod 131 is hinged to the base 12, and the other end of the first rod 131 is hinged to one end of the second rod 132. The other end of the second rod 132 is hinged to the track section 20. One end of the first reciprocating drive mechanism 11 is hinged to the base 12, and the other end of the first reciprocating drive mechanism 11 is hinged to the portion between the two ends of the first rod 131.

[0107] For example, the base 12 can be fixedly mounted on the base of the train track 50 by fasteners (e.g., bolts). The base 12 is provided with a first hinge shaft 121 and a second hinge shaft 122. Along the height direction of the base 12, the first hinge shaft 121 is located above the second hinge shaft 122. One end of the first rod portion 131 is hinged to the first hinge shaft 121, and one end of the first reciprocating drive mechanism 11 is hinged to the second hinge shaft 122. For example, the first reciprocating drive mechanism 11 can be an electric cylinder. The cylinder body of the electric cylinder is hinged to the second hinge shaft 122, and the piston rod of the electric cylinder is hinged to the portion between the two ends of the first rod portion 131.

[0108] When the piston rod of the electric cylinder extends, it can drive the first rod 131 to rotate around the first hinge axis 121 in a first set direction (e.g., counterclockwise). While the second rod 132 moves with the first rod 131, it can also move around the hinge axis between itself and the first rod 131 in a second set direction (e.g., clockwise), thereby driving the track section 20 to rotate around the hinge axis until the track section 20 is in the first working position.

[0109] When track segment 20 is in the first working position, at least one of the following three situations may exist simultaneously: the first situation is that the bottom surface of track segment 20 is in contact with the upper surface (e.g., the bottom of the groove) of the opening 505 of train track 50; the second situation is that the hinge is a 180° hinge and the hinge is opened to the maximum angle; the third situation is that the piston rod of the electric cylinder is extended to its longest length.

[0110] In one embodiment, track segment 20 has a guide surface; at a first station, the guide surface is oriented toward the train door. See also: Figure 22 As shown, a receiving groove is provided on the side of the track segment 20 away from the guide surface, and at least a portion of the second rod portion 132 is received in the receiving groove. By providing the receiving groove, interference between the track segment 20 and the second rod portion 132 can be avoided.

[0111] In one embodiment, when track segment 20 is in the first working position, the electric cylinder can extend to its maximum length. At this time, it can effectively prevent track segment 20 from continuing to rotate. This not only provides lateral support force to the train but also prevents track segment 20 from interfering with the train. Of course, when track segment 20 is in the first working position, the base plate 212 of track segment 20 (such as...) Figure 16 (as shown) or the lower surface of track segment 20 (as shown) Figure 22 The track section 20 (as shown) can contact the upper surface (e.g., the bottom of the groove) at the opening 505 of the train track 50, thereby also preventing the track section 20 from continuing to rotate.

[0112] In one embodiment, a first detection element is further included, which is used to detect whether the track segment 20 is in a first working position. See also [other embodiments]. Figure 18 and Figure 19 As shown, the first detection element can be a first limit switch 41, which includes an actuator and a reed. The track segment 20 is provided with a trigger part 24, which, for example, can be a curved plate. When the track segment 20 is in the first working position, the trigger part 24 applies a force to the reed through the mechanical transmission of the actuator, thereby triggering the limit switch. At this time, it can be determined that the track segment 20 is in the first working position.

[0113] In other embodiments, see Figure 23 and Figure 25 As shown, the first detection element may further include a first proximity switch 421 and a second proximity switch 422. The first proximity switch 421 and the second proximity switch 422 are disposed on the outer wall surface of the train track 50. Along the length of the train track 50, the first proximity switch 421 is located near the side wall of the opening 505, and along the height of the train track 50, the second proximity switch 422 is located below the hinge. The control system reads the initial signals of the first proximity switch 421 and the second proximity switch 422 to determine the current position of the track segment 20. If the first proximity switch 421 outputs a trigger signal, it indicates that the track segment 20 is located at the first position; if the second proximity switch 422 outputs a trigger signal, it indicates that the track segment 20 is located at the second position.

[0114] The locking mechanism 30 will be described in detail below.

[0115] In one embodiment, the locking mechanism 30 includes a second reciprocating drive mechanism 31 and a locking part. The second reciprocating drive mechanism 31 is installed on the train track 50. The second reciprocating drive mechanism 31 is connected to the locking part so that when the track segment 20 is in the first working position, it drives the locking part to move towards the track segment 20. The locking part can keep the track segment 20 in the first working position.

[0116] See Figure 16 As shown, a bracket 52 is provided on the outer wall of the train track 50, and an outer cover may also be provided on the outside of the bracket 52; one end of the second reciprocating drive mechanism 31 is mounted on the bracket 52, and the other end of the second reciprocating drive mechanism 31 is connected to the locking part. When the track section 20 is in the first working position, the locking part holds the track section 20 in the first working position, which can prevent the track section 20 from continuing to rotate. This not only provides lateral support force to the train, but also prevents the track section 20 from interfering with the train, ensuring the safety of train operation. In some embodiments, the second reciprocating drive mechanism 31 can be an electric push rod, an electric cylinder, a pneumatic cylinder, or a hydraulic cylinder, or it can be a linear reciprocating drive mechanism such as a lead screw nut or other curved reciprocating drive mechanisms.

[0117] In one possible design, the locking part includes a second linkage mechanism and a limiting part 324. The limiting part 324 is connected to the second linkage mechanism, and the second reciprocating drive mechanism 31 can drive the second linkage mechanism to move, so that the limiting part 324 limits the track segment 20, or releases the limiting part 324 from limiting the track segment 20. Specifically, when the locking mechanism 30 is in the locked state, the limiting part 324 limits the track segment 20; when the locking mechanism 30 is in the unlocked state, the limiting part 324 releases the limiting part from limiting the track segment 20.

[0118] In one embodiment, see Figure 17 , Figure 20 and Figure 21 As shown, the second linkage mechanism includes a first link 321, a second link 322, and a third link 323. One end of the first link 321 is hinged to the second reciprocating drive mechanism 31, and the other end of the first link 321 is hinged to one end of the second link 322. The other end of the second link 322 is used to hinge to the train track 50. One end of the third link 323 is hinged to the portion between the two ends of the first link 321, and the other end of the third link 323 is used to hinge to the train track 50. A limiting part 324 is installed on the second link 322.

[0119] Taking the second reciprocating drive mechanism 31 as an electric push rod as an example, one end of the electric push rod is hinged to the bracket 52, and the telescopic rod of the electric push rod is hinged to one end of the first connecting rod 321. The first connecting rod 321 can be a bent rod with a corner, and one end of the third connecting rod 323 is hinged to the corner of the first connecting rod 321. For example, the first connecting rod 321 includes a first rod segment 3211 and a second rod segment 3212, and the angle between the first rod segment 3211 and the second rod segment 3212 can be an obtuse angle. The end of the first rod segment 3211 is hinged to the telescopic rod of the electric push rod, and the end of the second rod segment 132 is hinged to the third connecting rod 323. The first rod segment 3211 and the second rod segment 3212 can be integrally formed. For example, the second link 322 can be T-shaped, and includes a first sub-part 3221 and a second sub-part 3222. The extending direction of the first sub-part 3221 is substantially perpendicular to the extending direction of the second sub-part 3222. One end of the first sub-part 3221 is hinged to the train track 50, and the other end of the first sub-part 3221 is hinged to the second link segment 3212. A limiting part 324 is installed on the second sub-part 3222.

[0120] In one embodiment, see Figure 17 As shown, track section 20 is provided with a stop plate 25; the limiting part 324 includes an adjusting screw, which is threadedly connected to the second connecting rod 322. The adjusting screw can rotate about its own axis to adjust its position so that the adjusting screw can abut against the stop plate 25. In some embodiments, see Figures 16 to 18As shown, the stop plate 25 can be fixedly installed at the end of the track section 20. Exemplarily, the stop plate 25 can be welded to the connector 22 near the end. The trigger portion 24 can be welded to the stop plate 25. In some embodiments, the second sub-part 3222 of the second connecting rod 322 is provided with a threaded hole, and an adjusting screw is installed in the threaded hole. During initial installation and commissioning, and after a period of use, the adjusting screw can be rotated to adjust the length of the adjusting screw extending towards the stop plate 25, ensuring that the adjusting screw abuts against the stop plate 25.

[0121] During the process of switching the locking mechanism 30 from the unlocked state to the locked state, the telescopic rod of the electric push rod extends, driving the first link 321 to move. The movement of the first link 321 can drive the third link 323 to rotate around the hinge axis between it and the train track 50. At the same time, it can also drive the second link 322 to rotate around the hinge axis between it and the train track 50, so that the adjusting screw can abut against the stop plate 25.

[0122] In another possible design, see Figure 23 As shown, the locking part includes a locking pin 325; the track section 20 is provided with a socket, and the second reciprocating drive mechanism 31 can drive the locking pin 325 to be inserted into the socket so that the locking mechanism 30 is in the locked state. The second reciprocating drive mechanism 31 can also drive the locking pin 325 to be disengaged from the socket so that the locking mechanism 30 is in the unlocked state.

[0123] In this alternative design, the second reciprocating drive mechanism 31 can be an electric cylinder. The cylinder body is fixedly mounted on the outer wall of the train track 50. For example, the track segment 20 is provided with a first protrusion 26, and an insertion hole is provided on the first protrusion 26, with the depth direction of the insertion hole aligned with the extension direction of the track segment 20. The train track 50 is provided with a second protrusion 53, which has a guide hole through which a locking pin 325 passes. The guide hole guides the movement of the pin. One end of the locking pin 325 can be hinged to the piston rod of the electric cylinder, providing a buffering effect during the extension and retraction of the piston rod. For example, when the piston rod of the electric cylinder extends, it drives the locking pin 325 into the insertion hole. At this time, the locking mechanism 30 is in the locked state, and the track segment 20 remains in the first position. When the piston rod of the electric cylinder retracts, it causes the locking pin 325 to disengage from the insertion hole. At this time, the locking mechanism 30 is in the unlocked state, and the track section 20 can switch from the first station to the second station under the drive of the first reciprocating drive mechanism 11.

[0124] In one embodiment, the passenger boarding passage further includes a second detection element 43 and a third detection element 44. The second detection element 43 is used to detect whether the locking mechanism 30 is in a locked state; the third detection element 44 is used to detect whether the locking mechanism 30 is in an unlocked state. In some embodiments, see Figure 20 and Figure 21 As shown, both the second detection element 43 and the third detection element 44 can be limit switches. The second detection element 43 and the third detection element 44 are respectively mounted on the bracket 52. When the locking mechanism 30 is in the locked state, the first connecting rod 321 can trigger the second detection element 43, at which point it can be determined that the locking mechanism 30 is in the locked state. When the locking mechanism 30 is in the unlocked state, the second sub-part 3222 can trigger the third detection element 44, at which point it can be determined that the locking mechanism 30 is in the unlocked state.

[0125] In other embodiments, see Figure 23 As shown, both the second detection element 43 and the third detection element 44 can be through-beam switches. Both include a transmitter and a receiver, which are typically mounted in opposite positions. For example, both the second detection element 43 and the third detection element 44 are mounted on the second protrusion 53. Along the extension and retraction direction of the piston rod, the second detection element 43 is located on the side of the third detection element 44 away from the second reciprocating drive mechanism 31. The transmitter and receiver can be positioned opposite each other along the height direction of the train track 50. See also... Figure 23 and Figure 24 As shown, when the piston rod of the electric cylinder extends and drives the locking pin 325 into the insertion hole, the receivers of the second detection element 43 and the third detection element 44 detect an interruption in the light signal. At this time, it can be determined that the locking mechanism 30 is in the locked state. See also Figure 25 As shown, when the piston rod of the electric cylinder retracts and drives the locking pin 325 out of the socket, the receivers of the second detection element 43 and the third detection element 44 receive the light signal. At this time, it can be determined that the locking mechanism 30 is in the unlocked state.

[0126] In other embodiments, the second detection element 43 and the third detection element 44 may be optionally provided.

[0127] It should be noted that the structure and working principle of proximity switches, limit switches and through-beam switches are all understandable to those skilled in the art, and are well-known and easy to implement for them. Therefore, this embodiment will not describe them in detail.

[0128] In one embodiment, see Figure 1 As shown, the passenger boarding passage also includes a canopy device 500, which is installed on the movable passage 200. The canopy device 500 includes a canopy and a drive assembly. The front end of the canopy is made of a flexible material, and the drive assembly can open or retract the canopy. When the movable passage 200 contacts the vehicle body and stops moving, the drive assembly drives the canopy to open, causing the front end of the canopy to conform to the vehicle body. It should be noted that the canopy device 500 in this embodiment can be structurally similar to the canopy devices of existing boarding bridges, and will not be described in detail here.

[0129] In one embodiment, electromagnetic shielding structures 600 are provided on the side walls of the fixed passage 100, the side walls and floor of the movable passage 200, and the inner side of the canopy device 500. In this embodiment, the electromagnetic shielding structure 600 includes an electrical pure iron plate, providing good electromagnetic protection for passengers boarding and alighting the train. Electrical pure iron plates are provided on the outer surfaces of the two first side walls 103 and the two second side walls 203, and an electrical pure iron plate is provided on the upper surface of the second floor 201. This electrical pure iron plate also has a notch that matches the notch on the second floor 201 to accommodate the opened train door 60. An electrical pure iron plate is provided on the inner side of the canopy, providing electromagnetic protection and also serving as protection for the canopy device, preventing passengers from touching the drive components of the canopy device. By reasonably setting the size of the electrical pure iron plate, the gap between the electrical pure iron plate and the train is maintained within a reasonable range when the movable passage stops, providing electromagnetic protection without touching the train body.

[0130] In one embodiment, see Figure 12 and Figure 13 As shown, the passenger boarding passage also includes a cable tray, which comprises a first connecting section 701 and a second connecting section 702. One end of the first connecting section 701 is hinged to the fixed passage 100, and the other end of the first connecting section 701 is hinged to one end of the second connecting section 702. The other end of the second connecting section 702 is hinged to the movable passage 200. Both the first connecting section 701 and the second connecting section 702 are provided with cable grooves. By laying the cables in the cable grooves, the cables are less likely to be broken or tangled during the expansion and contraction of the movable passage 200.

[0131] The fixed passage 100 is equipped with an operation panel at its rear end, allowing for the movement of the passage. The control system also supports remote control of the passage's movement. Both the fixed passage 100 and the movable passage 200 are equipped with complete interior features, lighting, monitoring systems, handrails, and other facilities to form a complete boarding passageway.

[0132] The following is combined Figures 26 to 33 The working process of the passenger boarding channel provided in this embodiment will be described in detail below:

[0133] See Figure 26 and Figure 27 As shown, after the train stops moving into the station, the train's operation control system sends a docking command to the passenger boarding passage. At this time, the moving walkway does not extend, and the doors do not open. See also Figure 28 and Figure 29 As shown, the control system of the passenger boarding passage controls the tilting mechanism to tilt track section 20 to the second position and sends an open signal to the control system for track section 20. See also Figure 30 and Figure 31As shown, the movable channel 200 extends towards the train (the channel's extension and retraction can be configured with various speeds; it extends and retracts faster when moving away from the train and decelerates when moving closer). When the third limit device 805 is triggered, the movable channel 200 stops moving. See then... Figure 32 and Figure 33 As shown, the canopy opens, fitting snugly against the train body, and sends a canopy opening signal to the control system. After the control system verifies that the signals indicating track section 20 is in the second position, the train stop signal, and the canopy opening signal are all correct, it sends a train reception completion signal to the train's operation control system. At this time, the train doors open. If necessary, the position of the ramp 204 can be adjusted to reduce the width of the gap, ensuring passenger safety.

[0134] After passengers have boarded and alighted, the ramp is retracted, the train doors are closed, the canopy is retracted, and the movable passage retracts into the fixed passage. The control system controls the flipping mechanism to flip track section 20 to the first working position. After the control system checks that the canopy retraction signal, the movable passage retraction signal, and the track section 20 being in the first working position are all correct, it sends a train start signal to the train operation control system.

[0135] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application 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 or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. A passenger boarding bridge, characterized in that, It includes a fixed channel, a movable channel, and a track segment. The track segment is used to movably connect with the train track and can switch between a first station and a second station. In the first station, the track segment is used to embed into an opening in the train track, and in the second station, the track segment is disengaged from the opening. The movable channel is movable relative to the fixed channel and can extend into an opening in the train track to dock with a train door.

2. The passenger boarding bridge according to claim 1, characterized in that The movable passage includes a floor and a ramp. The floor has a notch, the width of which is greater than the width of the train door to accommodate an open train door. The ramp is movably connected to the floor and can move toward the notch to cover part of it.

3. The passenger boarding bridge according to claim 2, wherein, The floor is provided with a guide rod, the transition plate is slidably connected to the guide rod, and the transition plate is provided with a locking member to restrict the movement of the transition plate.

4. Passenger boarding bridge according to any one of claims 1 to 3, characterized in that It also includes a flipping mechanism, wherein the track segment is used to hinge with the train track; the flipping mechanism includes a first reciprocating drive mechanism, one end of which is movably connected to the train track, and the other end of which is movably connected to the track segment, so that the track segment rotates about the axis of the hinge axis between it and the train track to switch between the first station and the second station.

5. The passenger boarding bridge according to claim 4, wherein, The track segment includes a main body and a connector. The connector is connected to the main body and is used to hinge with the train track. The other end of the first reciprocating drive mechanism is hinged to the connector or the main body.

6. The passenger boarding bridge according to claim 4, wherein, The flipping mechanism further includes a base and a first linkage mechanism. The base is used to connect with the train track. The first linkage mechanism includes a first rod and a second rod. One end of the first rod is hinged to the base, the other end of the first rod is hinged to one end of the second rod, and the other end of the second rod is hinged to the track section. One end of the first reciprocating drive mechanism is hinged to the base, and the other end of the first reciprocating drive mechanism is hinged to the portion between the two ends of the first rod.

7. The passenger boarding bridge according to claim 6, wherein, The track segment has a guide surface, and a receiving groove is provided on the side of the track segment opposite to the guide surface, and at least a portion of the second rod is received in the receiving groove.

8. The passenger boarding bridge according to claim 1, wherein, It also includes a first detection element, which is used to detect whether the track segment is in the first work position.

9. The passenger boarding passage according to claim 4, characterized in that, It also includes a locking mechanism for installation on the train track. The locking mechanism has a locked state and an unlocked state. In the locked state, the locking mechanism can keep the track segment at the first working position. In the unlocked state, the track segment can switch from the first working position to the second working position.

10. The passenger boarding bridge according to claim 9, characterized in that The locking mechanism includes a second reciprocating drive mechanism and a locking part. The second reciprocating drive mechanism is installed on the train track and is connected to the locking part so that when the track segment is in the first working position, it drives the locking part to move towards the track segment. The locking part can keep the track segment in the first working position.

11. The passenger boarding bridge according to claim 10, wherein, The locking part includes a second linkage mechanism and a limiting part. The limiting part is connected to the second linkage mechanism. The second reciprocating drive mechanism can drive the second linkage mechanism to move so that the limiting part limits the track segment or releases the limiting part from limiting the track segment.

12. The passenger boarding bridge according to claim 11, characterized in that The second linkage mechanism includes a first link, a second link, and a third link. One end of the first link is hinged to the second reciprocating drive mechanism, and the other end of the first link is hinged to one end of the second link. The other end of the second link is used to be hinged to the train track. One end of the third link is hinged to the portion between the two ends of the first link, and the other end of the third link is used to be hinged to the train track. The limiting part is installed on the second link.

13. The passenger boarding bridge according to claim 12, wherein, The track section is provided with a stop plate; the limiting part includes an adjusting screw, which is threadedly connected to the second connecting rod, and the adjusting screw can rotate around its own axis to adjust its position.

14. The passenger boarding bridge according to claim 10, wherein, The locking part includes a locking pin; the track section is provided with a socket, and the second reciprocating drive mechanism can drive the locking pin to insert into the socket so that the locking mechanism is in the locked state. The second reciprocating drive mechanism can also drive the locking pin to disengage from the socket so that the locking mechanism is in the unlocked state.

15. The passenger boarding bridge according to claim 9, wherein, It also includes a second detection element, which is used to detect whether the locking mechanism is in a locked state; And / or, the passenger boarding passage further includes a third detection element for detecting whether the locking mechanism is in the unlocked state.

16. The passenger boarding bridge as claimed in any one of claims 1 to 3, wherein, The fixed channel is provided with a first roller group and a first slide rail, and the movable channel is provided with a second roller group and a second slide rail. The first roller group can move along the second slide rail, and the second roller group can move along the first slide rail.

17. The passenger boarding bridge as claimed in any one of claims 1 to 3, wherein, It also includes a telescopic device, one end of which is hinged to the fixed channel, and the other end of which is hinged to the movable channel.

18. The passenger boarding bridge according to claim 17, wherein, The telescopic device is an electric cylinder; And / or, the passenger boarding passage also includes an emergency handwheel, which is connected to the telescopic device.

19. The passenger boarding bridge as claimed in any one of claims 1 to 3, wherein, It also includes the control system; One of the fixed channel and the movable channel is provided with a first limiting device and a second limiting device, and the other is provided with a first stop structure and a second stop structure. The first limiting device cooperates with the first stop structure to enable the control system to adjust the extension speed of the movable channel, and the second limiting device cooperates with the second stop structure to enable the control system to adjust the retraction speed of the movable channel. And / or, the movable channel is provided with a third limiting device, which can contact the train body so that the control system controls the movable channel to stop moving.

20. The passenger boarding bridge as claimed in any one of claims 1 to 3, wherein, It also includes a canopy device installed on the active passage.

21. The passenger boarding bridge according to claim 20, wherein, Electromagnetic shielding structures are provided on the side walls of the fixed passage, the side walls and floor of the movable passage, and the inner side of the canopy device.

22. The passenger boarding bridge as claimed in any one of claims 1 to 3, wherein, It also includes a cable tray, which includes a first connecting section and a second connecting section. One end of the first connecting section is hinged to the fixed channel, and the other end of the first connecting section is hinged to one end of the second connecting section. The other end of the second connecting section is hinged to the movable channel. Both the first connecting section and the second connecting section are provided with cable grooves.

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