Adjustable sealing subway car door panel structure

Abstract

The utility model relates to rail transit vehicle technical field discloses a subway car door door panel structure of adjustable sealing, including outer frame, the inner wall left end fixed connection of outer frame has door frame, the outer wall left and right sides of door frame all are fixedly connected with sealing strip, the inner wall left end of door frame is provided with adjusting mechanism, and the inner wall of left end sealing strip is provided with buffer mechanism, the adjusting mechanism includes a plurality of receivers, and the right end of a plurality of receivers all are fixedly connected in the inner wall left end of outer frame, in the utility model, through the screw rod of receiver rotary connection and slider one thread cooperation, drive slider one accurate movement, form two -way spacing guide with spacing column no.

Description

Technical Field

[0001] This utility model relates to the field of rail transit vehicle technology, and in particular to an adjustable and sealed subway car door panel structure. Background Technology

[0002] Adjustable sealing door panel structure is a core component of the subway car door system. It enables the subway car door to close and seal, and also has the ability to adjust the degree of sealing according to actual usage needs. This structure is directly related to the sealing performance, sound insulation, dust and water resistance, as well as the safety and comfort of passengers during subway operation. During subway operation, the doors, as the passage for passengers to get on and off, need to undergo hundreds of opening and closing operations every day. The adjustable sealing door panel structure can adapt to the sealing requirements under different working conditions, ensuring the stable operation of subway cars in complex operating environments.

[0003] Traditional adjustable sealing subway door panels consist of a main panel, a fixed sealing strip, simple adjusting bolts, and a connecting bracket. In actual use, workers need to use a wrench to turn the adjusting bolts, causing the connecting bracket to move slightly, thereby changing the contact pressure between the fixed sealing strip and the door frame to adjust the seal. However, this traditional structure has drawbacks. First, the fixed sealing strip is an integrated design; if any part wears or ages, the entire strip needs to be replaced, increasing maintenance costs and replacement cycles. Second, the adjustment precision of the adjusting bolts relies entirely on the operator's experience, making quantitative adjustment impossible. Furthermore, the adjustment process requires repeatedly opening the door to check the seal, making the operation cumbersome, inefficient, and failing to meet the needs of efficient subway vehicle maintenance. To address the aforementioned problems with traditional structures, existing technologies have been improved by replacing fixed sealing strips with segmented sealing strips and adding scale markings to the door panel to visualize the process of partial replacement and adjustment of the sealing strips. However, in actual use, when workers adjust the segmented sealing strips according to the scale markings, the assembly gap between the adjusting bolt and the connecting bracket, and the deformation of the segmented sealing strips under stress, cause the angle of the adjusting bolt to be turned and the actual distance the sealing strip moves to not maintain a linear correspondence. This makes it impossible to accurately adjust the position of the sealing strip, ultimately affecting the sealing performance of the car door. Utility Model Content

[0004] To overcome the above shortcomings, this utility model provides an adjustable sealing subway car door panel structure, which aims to improve the problem that the position of the sealing strip cannot be precisely adjusted in the prior art.

[0005] To achieve the above objectives, the present invention adopts the following technical solution: an adjustable and sealed subway car door panel structure, including an outer frame, a door frame fixedly connected to the left end of the inner wall of the outer frame, sealing strips fixedly connected to both the left and right ends of the outer wall of the door frame, an adjustment mechanism provided at the left end of the inner wall of the door frame, and a buffer mechanism provided at the inner wall of the sealing strip at the left end. The adjustment mechanism includes multiple receivers. The right ends of the multiple receivers are fixedly connected to the left end of the inner wall of the outer frame. The left ends of the multiple receivers are rotatably connected to threaded rods. The left ends of the multiple threaded rods are threadedly connected to sliders. The front ends of the multiple sliders are slidably connected to slide rails. The front ends of the multiple sliders are fixedly connected to push blocks. The rear ends of the multiple sliders are fixedly connected to connecting rods. The rear ends of the multiple sliders are slidably connected to limit posts. The right ends of the limit posts are fixedly connected to the rear ends of the corresponding multiple receivers.

[0006] As a further description of the above technical solution: The buffer mechanism includes multiple fixed plates. The right ends of the multiple fixed plates are fixedly connected to the left end of the door frame. Two springs are fixedly connected to the left ends of the multiple fixed plates. Buffer plates are fixedly connected to the front ends of the multiple springs. Limiting posts are fixedly connected to the four corners of the right ends of the multiple buffer plates. The left ends of the multiple limiting posts are slidably connected to the left end of the outer frame. The right ends of the multiple limiting posts pass through the right ends of the corresponding multiple fixed plates. Screws are threaded to the front and rear ends of the left side of the fixed plates. Two screws pass through the left end of the fixed plates and are threaded to the left end of the door frame.

[0007] As a further description of the above technical solution: A warning light is fixedly connected to the top front side of the door frame, and a license plate is fixedly connected to the right front side of the door frame.

[0008] As a further description of the above technical solution: An emergency unlocking device is fixedly connected to the front right side of the door frame. A protective cover is provided on the front side of the emergency unlocking device, and the top of the protective cover is rotatably connected to the front right side of the door frame.

[0009] As a further description of the above technical solution: A slider three is fixedly connected to the bottom end of the door frame, and a ball bearing is rotatably connected to the bottom end of the slider three. The outer wall of the ball bearing is slidably connected to the bottom end of the inner wall of the outer frame.

[0010] As a further description of the above technical solution: The front and rear ends of the door frame are fixedly connected to metal frames, and protective plates are fixedly connected to the opposite sides of the two metal frames.

[0011] As a further description of the above technical solution: An aluminum honeycomb core is fixedly connected to the inner wall of the front-end metal frame, and foam plastic is fixedly connected to the inner wall of the rear-end metal frame.

[0012] As a further description of the above technical solution: A mounting frame is fixedly connected to the inner wall of the door frame, and glass is fixedly connected to the middle of the mounting frame. Two rubber sealing rings are fixedly connected to the inner wall of the mounting frame, and the inner walls of the two rubber sealing rings are fixedly connected to the outer wall of the glass.

[0013] This utility model has the following beneficial effects: 1. In this utility model, the threaded rod connected to the receiver rotates and engages with the slider, driving the slider to move precisely along its axis. At the same time, it forms a bidirectional limiting guide with the limiting post, effectively constraining the movement trajectory of the slider and preventing it from deviating or shaking. Meanwhile, the connecting rod ensures the synchronicity of the action. At this time, the push block can move synchronously to push the sealing strip, thereby achieving precise adjustment of the sealing strip position.

[0014] 2. In this utility model, a rigid fixation is achieved by screws, providing a reliable installation base for the overall buffer structure. The spring and the buffer plate form an elastic buffer. When the door closes and an impact force is generated, the elastic deformation of the spring is used to absorb the impact energy. At the same time, the limiting post two slides with the outer frame to limit its offset and ensure that the spring is evenly stressed. This effectively alleviates the impact force when the subway door closes, extends the service life of the door panel, and improves the stability and safety of the door operation. Attached Figure Description

[0015] Figure 1 This is a perspective view of an adjustable sealing subway car door panel structure proposed in this utility model; Figure 2 This is a front view of an adjustable sealing subway car door panel structure proposed in this utility model; Figure 3 This is a side view of an adjustable sealing subway car door panel structure proposed in this utility model; Figure 4 This is a schematic diagram of the adjustment mechanism of an adjustable sealing subway car door panel structure proposed in this utility model; Figure 5 This is a split view of the sealing strip of an adjustable sealing subway car door panel structure proposed in this utility model; Figure 6 for Figure 5 Enlarged view of point A; Figure 8This is a split view of the door frame of an adjustable sealing subway car door panel structure proposed in this utility model; Figure 7 This is a structural exploded view of the adjustment mechanism of an adjustable sealing subway car door panel structure proposed in this utility model.

[0016] Legend: 1. Outer frame; 2. Door frame; 3. Sealing strip; 4. Adjustment mechanism; 401. Receiver; 402. Threaded rod; 403. Slider 1; 404. Slide rail 1; 405. Push block; 406. Connecting rod; 407. Limiting post 1; 5. Buffer mechanism; 501. Fixing plate; 502. Spring; 503. Buffer plate; 504. Limiting post 2; 505. Screw; 6. Warning light; 7. License plate; 8. Emergency unlocking device; 9. Protective cover; 10. Slider 3; 11. Ball bearing; 12. Metal frame; 13. Protective plate; 14. Aluminum honeycomb core; 15. Foam plastic; 16. Mounting frame; 17. Glass; 18. Rubber sealing ring. Detailed Implementation

[0017] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0018] Reference Figure 1 , Figure 4 and Figure 8 This utility model provides an embodiment of an adjustable and sealed subway car door panel structure, including an outer frame 1, which serves as the supporting foundation for the entire structure and is used to install and fix various components of the car door. A door frame 2 is fixedly connected to the left end of the inner wall of the outer frame 1, serving as the main frame of the car door and used to support other structural components of the car door. Sealing strips 3 are fixedly connected to both the left and right ends of the outer wall of the door frame 2, which are used to fill the gap between the door frame 2 and the outer frame 1, enhance the sealing of the connection between the two, and prevent external dust and moisture from entering the car body. An adjustment mechanism 4 is provided on the left end of the inner wall of the door frame 2, which can adjust the sealing degree of the car door according to actual needs to ensure that a good sealing effect is maintained under different working conditions. A buffer mechanism 5 is provided on the inner wall of the left end sealing strip 3, which is used to absorb the impact force during the closing process of the car door, reduce the collision force when closing the door, reduce noise, and protect the car door structure. The adjustment mechanism 4 includes multiple receivers 401. The right ends of each receiver 401 are fixedly connected to the left end of the inner wall of the outer frame 1. The receivers 401 serve as mounting and support, providing a stable rotational base for the threaded rod 402. The left ends of each receiver 401 are rotatably connected to the threaded rod 402. The threaded rod 402 can convert rotational motion into linear motion of the slider 403, serving as the power transmission component of the adjustment mechanism 4. The left ends of each threaded rod 402 are threadedly connected to the slider 403. Driven by the threaded rod 402, the slider 403 slides left and right, thereby driving the movement of other components. The front ends of each slider 403 are slidably connected to a slide rail 404. The slide rail 404 restricts the sliding direction of the slider 403, ensuring that the slider 403 moves smoothly along a predetermined trajectory. The sliding blocks 403 are all fixedly connected to the front end of each slider 403. The push block 405 directly contacts the sealing component that needs to be adjusted. By moving itself, it pushes the sealing component to adjust the degree of sealing. The rear end of each slider 403 is fixedly connected to a connecting rod 406. The connecting rod 406 connects the sliders 403 into a whole, so that they can move synchronously and ensure the consistency of the adjustment action. The rear end of each slider 403 is slidably connected to a limit post 407. The limit post 407 further constrains the movement of the slider 403 and prevents the slider 403 from deviating or shaking during the sliding process. The right end of the limit post 407 is fixedly connected to the rear end of the corresponding receivers 401. This connection method enables the limit post 407 to stably perform the limiting function. Specifically, the components in the adjustment mechanism 4 work together to achieve precise adjustment of the sealing component. The right end of the receiver 401 is fixed to the left end of the inner wall of the outer frame 1, providing a stable rotational foundation for the threaded rod 402 through its own mounting support. The left end of the threaded rod 402 is threadedly connected to the slider 403, converting its own rotational motion into the linear motion of the slider 403, becoming the core of power transmission. The front end of the slider 403 is slidably connected to the slide rail 404, which restricts its sliding direction and ensures smooth movement along the predetermined trajectory. At the same time, the push block 405 fixed to the front end of the slider 403 directly contacts the sealing part. The sealing degree is adjusted by moving and pushing the sealing component. The rear end of slider 403 is connected as a whole by connecting rod 406 to ensure that multiple sliders 403 move synchronously and maintain the consistency of adjustment. The rear end of slider 403 is slidably connected to limit post 407. Limit post 407 further constrains the movement and prevents deviation and shaking. The right end of limit post 407 is fixed to the rear end of receiver 401. With the help of stable connection, it continuously plays the limiting role. Through such cooperation, the components transmit power in an orderly manner, constrain the movement trajectory, and ensure synchronous action, so as to effectively adjust the sealing degree of the sealing component.

[0019] Reference Figure 4 , Figure 5 and Figure 6 The buffer mechanism 5 includes multiple fixed plates 501. The right ends of the multiple fixed plates 501 are fixedly connected to the left end of the door frame 2, serving as the mounting base for the buffer mechanism 5 and used to fix and support subsequent components. Two springs 502 are fixedly connected to the left ends of each of the multiple fixed plates 501. The springs 502 have elastic deformation capability and compress when subjected to external force, converting the impact force into elastic potential energy, thereby playing a buffering role. Buffer plates 503 are fixedly connected to the front ends of each of the multiple springs 502. The buffer plates 503 directly bear the impact force when the door closes and transmit the force to the springs 502, while increasing the force-bearing area to make the impact force distribution more uniform. Four corners on the right ends of the multiple buffer plates 503 are fixedly connected to... Limiting post 2 504 restricts the movement direction of buffer plate 503, ensuring that buffer plate 503 can only move back and forth in a straight line to avoid it from tilting. The left ends of multiple limiting posts 2 504 are slidably connected to the left end of the outer frame 1, and the right ends of multiple limiting posts 2 504 pass through the right ends of the corresponding multiple fixing plates 501. The left front and rear ends of the fixing plate 501 are threaded with screws 505. The screws 505 are used to firmly fix the fixing plate 501 to the door frame 2 to ensure the overall stability of the buffer mechanism 5. Two screws 505 pass through the left end of the fixing plate 501 and are threadedly connected to the left end of the door frame 2. This connection method facilitates the installation and disassembly of the buffer mechanism 5 and makes it convenient for later maintenance. Specifically, the components of the buffer mechanism 5 work together to buffer the impact force when the door closes. The right end of the fixing plate 501 is fixed to the left end of the door frame 2, serving as the mounting base to support subsequent components. The screws 505, which are threaded to the front and rear ends of the left side of the fixing plate 501, pass through the fixing plate 501 and are threaded to the door frame 2, which not only firmly fixes the fixing plate 501 to ensure the overall stability of the buffer mechanism 5, but also facilitates installation, disassembly, and later maintenance. The two springs 502 fixed to the left end of the fixing plate 501 have elastic deformation capabilities, which can convert external force into elastic potential energy. They are the core components of the buffer. The front end of the springs 502 is fixed... The fixed buffer plate 503 directly bears the impact force of the car door, and while transferring the force to the spring 502, it increases the force-bearing area, making the impact force distribution more even. The limit post 504 fixed at the four corners of the right end of the buffer plate 503 restricts its movement direction, ensuring that the buffer plate 503 only moves back and forth in a straight line to avoid tilting. The left end of the limit post 504 is slidably connected to the left end of the outer frame 1 and the right end passes through the fixed plate 501, further strengthening the movement constraint effect. Through such cooperation, the various components orderly transmit and buffer the impact force, constrain the movement trajectory, and stabilize the overall structure, ultimately effectively mitigating the impact when the car door closes.

[0020] Reference Figure 1 , Figure 2 and Figure 3A warning light 6 is fixedly connected to the top front side of the door frame 2 to emit a warning signal to remind surrounding personnel that the door is closed. A license plate 7 is fixedly connected to the right front side of the door frame 2 to identify relevant information about the carriage for easy identification and management. An emergency unlocking device 8 is fixedly connected to the right front front side of the door frame 2 to unlock the door in an emergency to ensure the safety of personnel or equipment. A protective cover 9 is provided on the front side of the emergency unlocking device 8 to protect it from accidental operation or damage. The top of the protective cover 9 is rotatably connected to the right front front side of the door frame 2. A slider 3 10 is fixedly connected to the bottom end of the door frame 2. The slider 3 10 cooperates with the ball 11 to provide support and sliding guidance for the bottom of the door frame 2. The bottom end of the slider 3 10 is rotatably connected to the ball 11. The ball 11 converts the sliding friction between the slider 3 10 and the outer frame 1 into rolling friction, reducing the resistance when the door frame 2 moves, making the door opening and closing easier and smoother. The outer wall of the ball 11 is slidably connected to the bottom end of the inner wall of the outer frame 1. This connection method provides a stable support surface for the bottom movement of the door frame 2. Specifically, a warning light 6 is fixedly connected to the top front side of the door frame 2. The warning light 6 emits a warning signal to remind surrounding personnel that the door is closed. A license plate 7 is fixedly connected to the right front side of the door frame 2. The license plate 7 identifies and manages the vehicle compartment by displaying relevant information. An emergency unlocking device 8 is fixedly connected to the right front side of the door frame 2. The emergency unlocking device 8 is used to unlock the door in an emergency to ensure the safety of personnel or equipment. A protective cover 9 is installed on the front side of the emergency unlocking device 8. The top of the protective cover 9 is rotatably connected to the right front side of the door frame 2. The protective cover 9 enables emergency unlocking. Device 8 serves a protective function, preventing the emergency unlocking device 8 from being misoperated or damaged. The bottom end of the door frame 2 is fixedly connected to slider 3 10, and the bottom end of slider 3 10 is rotatably connected to ball bearing 11. Slider 3 10 and ball bearing 11 cooperate with each other to provide support and sliding guidance for the bottom of the door frame 2. Ball bearing 11 converts the sliding friction between slider 3 10 and outer frame 1 into rolling friction, reducing the resistance when the door frame 2 moves, making the door opening and closing easier and smoother. At the same time, the outer wall of ball bearing 11 is slidably connected to the bottom end of the inner wall of outer frame 1. This connection method provides a stable support surface for the bottom movement of the door frame 2.

[0021] Reference Figure 2 , Figure 4 and Figure 7Metal frames 12 are fixedly connected to both the front and rear ends of the door frame 2. The metal frames 12 have high strength and rigidity, enhancing the overall structural strength of the door frame 2 and improving the door's resistance to deformation. Protective plates 13 are fixedly connected to the opposite sides of the two metal frames 12, covering the outer side of the metal frames 12 and providing protection against external impacts and scratches that could damage the metal frames 12 and their internal structure. An aluminum honeycomb core 14 is fixedly connected to the inner wall of the front metal frame 12. The aluminum honeycomb core 14 is lightweight and high-strength, reducing the overall weight of the door while maintaining the structural stability of the metal frame 12. Foam plastic 15 is fixedly connected to the inner wall of the rear metal frame 12. The foam plastic 15 has good cushioning and sound insulation properties, reducing external noise entering the passenger compartment and providing some cushioning protection during impacts. A mounting frame 16 is fixedly connected to the inner wall of the door frame 2. The mounting frame 16 is used to install and fix the glass 17, providing a stable installation structure for the glass 17. The glass 17 is fixedly connected to the middle of the mounting frame 16. The glass 17 provides an observation window for passengers and staff to easily observe the situation outside the vehicle. Two rubber sealing rings 18 are fixedly connected to the inner wall of the mounting frame 16. The rubber sealing rings 18 are elastic and can fill the gap between the mounting frame 16 and the glass 17, enhancing the sealing and cushioning of the connection between the two. The inner walls of the two rubber sealing rings 18 are fixedly connected to the outer wall of the glass 17. This connection method allows the glass 17 to be firmly installed in the mounting frame 16 while ensuring a sealing effect. Specifically, the metal frames 12 fixed at the front and rear ends of the door frame 2 enhance the overall structural strength of the door frame 2 and improve the door's resistance to deformation due to their high strength and rigidity. Protective plates 13 fixed to the opposite side of the two metal frames 12 cover the outside of the metal frames 12, providing protection and preventing damage to the metal frames 12 and their internal structure from external impacts and scratches. The aluminum honeycomb core 14 fixed to the inner wall of the front metal frame 12 utilizes its lightweight and high strength characteristics to reduce the overall weight of the door while ensuring the structural stability of the metal frame 12. The foam plastic 15 fixed to the inner wall of the rear metal frame 12 provides excellent cushioning and sound insulation. To reduce external noise entering the carriage and provide some cushioning protection when impacted, the mounting frame 16 fixed to the inner wall of the door frame 2 is used to install and fix the glass 17 and provide a stable installation structure for the glass 17. The glass 17 fixed in the middle of the mounting frame 16 provides an observation window for passengers and staff to easily observe the situation outside the vehicle. Two rubber sealing rings 18 fixed to the inner wall of the mounting frame 16 use elasticity to fill the gap between the mounting frame 16 and the glass 17, enhancing the sealing and cushioning of the connection between the two. The inner walls of the two rubber sealing rings 18 are fixed to the outer wall of the glass 17, so that the glass 17 is firmly installed in the mounting frame 16 and ensures the sealing effect.

[0022] Working principle: The car door first retracts electrically via a sliding door mechanism, entering the inner groove of the outer frame 1 to allow pedestrian passage. Then, the right end of the receiver 401 is fixed to the left end of the inner wall of the outer frame 1. Through its own mounting support, it provides a stable rotation reference for the threaded rod 402, avoiding the adjustment deviation problem caused by loose support structure in existing technologies. The left end of the threaded rod 402 is threadedly connected to the slider 403. The front end of the slider 403 is embedded in the slide rail 404, and the rear end is limited by the limiting post 407. Simultaneously, the connecting rod 406 connects multiple sliders 403 into a whole. When the sealing degree needs to be adjusted, the power source drives the threaded rod 402. 2. Rotation: Since the threaded rod 402 and the slider 403 are threadedly engaged, and the front end of the slider 403 is guided by the slide rail 404 and the rear end is constrained by the limiting post 407, the rotational motion of the threaded rod 402 is precisely converted into the linear motion of the slider 403 in the horizontal direction. During this process, the connecting rod 406 plays a synchronous linkage role, driving all sliders 403 to maintain the same speed and displacement, ensuring that the force on the sealing component is evenly distributed. Finally, the push block 405 at the front end of the slider 403 directly contacts the sealing component, and pushes the sealing component to change the sealing gap through stable linear displacement, thus improving the precise adjustment of the sealing strip 3. Firstly, during the assembly phase, the fixing plate 501 is securely connected to the left end of the door frame 2 by screws 505. The screws 505 penetrate the fixing plate 501 and are threaded into the door frame 2, ensuring not only the overall installation stability of the buffer mechanism 5, but also providing a stable base for the spring 502. When the door closes and generates an impact force, the impact force first acts on the buffer plate 503. As the front end of the force-bearing structure, the buffer plate 503 increases the force-bearing area, dispersing the concentrated impact force into a uniform force, which is then transmitted to the spring 502 connected at the rear end. At this time, the spring 502 utilizes its own elastic deformation capability, compressing after receiving the force transmitted by the buffer plate 503, converting the mechanical energy of the door closing into elastic potential. Yes, it can effectively offset most of the impact force. During the back-and-forth movement of the buffer plate 503 with the impact force, the limiting posts 504 at the four corners of its right end play a key guiding role. The left end of the limiting post 504 is slidably connected to the left end of the outer frame 1, and the right end passes through the fixed plate 501, which strictly limits the buffer plate 503 to only move back and forth in a straight line, avoiding the skew of the buffer components, which would lead to buffer failure or damage to the surrounding structure. When the door closing action is completed and the impact force disappears, the spring 502 releases elastic potential energy, pushing the buffer plate 503 and the limiting post 504 to reset, preparing for the next door closing buffer, realizing a stable buffering effect, and improving the problem of excessive impact force when the subway door closes, causing damage to the door panel in the existing technology.

[0023] Finally, it should be noted that the above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Although the present utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. An adjustable and sealed subway car door panel structure, comprising an outer frame (1), characterized in that: The outer frame (1) is fixedly connected to the left end of the inner wall of the door frame (2), and the left and right ends of the outer wall of the door frame (2) are fixedly connected to the sealing strip (3). The left end of the inner wall of the door frame (2) is provided with an adjustment mechanism (4), and the inner wall of the sealing strip (3) at the left end is provided with a buffer mechanism (5). The adjustment mechanism (4) includes multiple receivers (401). The right ends of the multiple receivers (401) are fixedly connected to the left end of the inner wall of the outer frame (1). The left ends of the multiple receivers (401) are rotatably connected to threaded rods (402). The left ends of the multiple threaded rods (402) are threadedly connected to sliders (403). The front ends of the multiple sliders (403) are slidably connected to slide rails (404). The front ends of the multiple sliders (403) are fixedly connected to push blocks (405). The rear ends of the multiple sliders (403) are fixedly connected to connecting rods (406). The rear ends of the multiple sliders (403) are slidably connected to limit posts (407). The right ends of the multiple limit posts (407) are fixedly connected to the rear ends of the corresponding multiple receivers (401).

2. The adjustable sealing subway car door panel structure according to claim 1, characterized in that: The buffer mechanism (5) includes multiple fixed plates (501). The right ends of the multiple fixed plates (501) are fixedly connected to the left end of the door frame (2). Two springs (502) are fixedly connected to the left ends of the multiple fixed plates (501). Buffer plates (503) are fixedly connected to the front ends of the multiple springs (502). Limiting posts (504) are fixedly connected to the four corners of the right ends of the multiple buffer plates (503). The left ends of the multiple limiting posts (504) are slidably connected to the left end of the outer frame (1). The right ends of the multiple limiting posts (504) pass through the right ends of the corresponding multiple fixed plates (501). Screws (505) are threaded to the front and rear ends of the left side of the fixed plate (501). Two screws (505) pass through the left end of the fixed plate (501) and are threaded to the left end of the door frame (2).

3. The adjustable sealing subway car door panel structure according to claim 1, characterized in that: A warning light (6) is fixedly connected to the top front side of the door frame (2), and a license plate (7) is fixedly connected to the right front side of the door frame (2).

4. The adjustable sealing subway car door panel structure according to claim 1, characterized in that: An emergency unlocking device (8) is fixedly connected to the front right side of the door frame (2). A protective cover (9) is provided on the front side of the emergency unlocking device (8). The top of the protective cover (9) is rotatably connected to the front right side of the door frame (2).

5. The adjustable sealing subway car door panel structure according to claim 1, characterized in that: The bottom end of the door frame (2) is fixedly connected to a slider three (10), and the bottom end of the slider three (10) is rotatably connected to a ball (11). The outer wall of the ball (11) is slidably connected to the bottom end of the inner wall of the outer frame (1).

6. The adjustable sealing subway car door panel structure according to claim 1, characterized in that: The front and rear ends of the door frame (2) are fixedly connected to metal frames (12), and protective plates (13) are fixedly connected to the opposite sides of the two metal frames (12).

7. The adjustable sealing subway car door panel structure according to claim 6, characterized in that: An aluminum honeycomb core (14) is fixedly connected to the inner wall of the front metal frame (12), and a foam plastic (15) is fixedly connected to the inner wall of the rear metal frame (12).

8. The adjustable sealing subway car door panel structure according to claim 1, characterized in that: The inner wall of the door frame (2) is fixedly connected to a mounting frame (16), and a glass (17) is fixedly connected to the middle of the mounting frame (16). Two rubber sealing rings (18) are fixedly connected to the inner wall of the mounting frame (16), and the inner walls of the two rubber sealing rings (18) are fixedly connected to the outer wall of the glass (17).

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