CN117087706A - Rail transit safety barrier - Google Patents
Rail transit safety barrier Download PDFInfo
- Publication number
- CN117087706A CN117087706A CN202310983288.8A CN202310983288A CN117087706A CN 117087706 A CN117087706 A CN 117087706A CN 202310983288 A CN202310983288 A CN 202310983288A CN 117087706 A CN117087706 A CN 117087706A
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- Prior art keywords
- interception
- rail transit
- lifting device
- assembly
- main body
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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- 230000004888 barrier function Effects 0.000 title claims abstract description 24
- 230000000712 assembly Effects 0.000 claims abstract description 18
- 238000000429 assembly Methods 0.000 claims abstract description 18
- 230000001681 protective effect Effects 0.000 claims description 15
- 230000005540 biological transmission Effects 0.000 claims description 7
- 230000007246 mechanism Effects 0.000 claims description 4
- 230000005484 gravity Effects 0.000 description 5
- 230000009286 beneficial effect Effects 0.000 description 3
- 230000009471 action Effects 0.000 description 2
- 230000001174 ascending effect Effects 0.000 description 2
- 238000000034 method Methods 0.000 description 2
- 230000008569 process Effects 0.000 description 2
- 241001391944 Commicarpus scandens Species 0.000 description 1
- 230000003028 elevating effect Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 230000001360 synchronised effect Effects 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
- B61B1/00—General arrangement of stations, platforms, or sidings; Railway networks; Rail vehicle marshalling systems
- B61B1/02—General arrangement of stations and platforms including protection devices for the passengers
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Platform Screen Doors And Railroad Systems (AREA)
Abstract
The invention discloses a rail transit safety barrier, which comprises: a structural main body connected with a lifting device; the intercepting assembly comprises a plurality of intercepting assemblies, all the intercepting assemblies are connected to the structural main body in a sliding manner along the up-down direction, any two adjacent intercepting assemblies are provided with projections overlapped on a horizontal plane, and the lifting device drives the intercepting assembly positioned at the lowest part to lift up and down; the structure main body is provided with a plurality of spacing parts along upper and lower direction interval, and the interception subassembly is connected with the butt portion with spacing part one-to-one. Compared with the existing shielding door, the plurality of interception components are arranged at intervals in the interception state and are provided with the airflow guiding areas, so that high-speed airflow brought by the rail transit in the station does not fully act on the safety guardrails so as to avoid damage to the safety guardrails, and the invention realizes the diversion of passengers in an up-and-down lifting mode, so that the traffic area is larger, and the invention can be suitable for the boarding and alighting space of any train.
Description
Technical Field
The invention relates to the technical field of rail transit, in particular to a rail transit safety barrier.
Background
Since the high-speed rail or the motor car is in the condition of a flying station, that is, the high-speed rail or the motor car passes through the train platform at a speed exceeding 200km/h, the existing shielding door is very easy to break under the strong air flow, and therefore, the shielding door cannot be installed on the train platform. Also, since trains have different types, such as K-type or D-type, it is difficult to match up and down spaces of all trains even if a shield door is installed on a train platform.
Disclosure of Invention
The present invention is directed to providing a rail transit security barrier that addresses one or more of the problems of the prior art, providing at least one of a beneficial choice or creation.
An embodiment of a rail transit security barrier according to a first aspect of the invention comprises:
a structural main body connected with a lifting device;
the intercepting assembly comprises a plurality of intercepting assemblies, all the intercepting assemblies are connected to the structural main body in a sliding mode along the up-down direction, any two adjacent intercepting assemblies are provided with projections overlapped on a horizontal plane, and the lifting device drives the lowest intercepting assembly to lift up and down; the structure body is provided with a plurality of limiting parts along the vertical direction at intervals, and the interception assembly is connected with abutting parts corresponding to the limiting parts one by one.
The rail transit safety guardrail provided by the invention has at least the following beneficial effects: the invention is arranged on a train platform through the structural main body, when a passenger is required to be separated from a rail, the lifting device drives the interception assembly positioned at the lowest part to descend, and the rest interception assemblies descend along with the action of gravity until all the abutting parts respectively abut against the corresponding limiting parts downwards, and a plurality of interception assemblies are arranged at intervals along the upper and lower directions at the moment so as to intercept the passenger; when the rail transit is in, the lifting device drives the interception assembly positioned at the lowest part to ascend, and the interception assembly can drive all the other interception assemblies to ascend in the ascending process so as to realize the release of passengers; compared with the existing shielding door, the plurality of interception components are arranged at intervals in the interception state and are provided with the airflow guiding areas, so that high-speed airflow brought by rail traffic during station flying does not fully act on the safety guardrails so as not to damage the safety guardrails, and the invention realizes the diversion of passengers in an up-and-down lifting mode, so that the traffic area is larger, and the invention can be suitable for the boarding and alighting space of any train.
According to some embodiments of the invention, the structural body comprises two stand columns arranged at intervals, each stand column is connected with the lifting device, each interception assembly comprises a protection rope, and a first sliding block and a second sliding block which are connected to two ends of the protection rope, and the first sliding block and the second sliding block are respectively connected to the two stand columns in a sliding manner. Through the structure, the protective rope spans between the two upright posts so as to realize the diversion of passengers.
According to some embodiments of the invention, the two upright posts are connected with the limiting parts, the first sliding block and the second sliding block are connected with the abutting parts, and any one abutting part has a unique abutting relation with the corresponding limiting part so as not to generate interference.
According to some embodiments of the invention, each of the interception assemblies further comprises a tightening mechanism connected to the protective rope, the tightening mechanism being used to adjust the tightness of the protective rope.
According to some embodiments of the invention, since a belt driving device may be connected to the intercepting assembly and drive the intercepting assembly to move up and down, the lifting device may be selected as a belt driving device, and the intercepting assembly located at the lowermost position is connected to a driving belt of the belt driving device.
According to some embodiments of the invention, when the train platform is in emergency, for example, power is cut off, so that the lifting device stops working, in order to automatically lift the interception assembly, so as not to obstruct passengers to get on, the lowest interception assembly is connected with a counterweight part through a fixed pulley. The counterweight can power the ascent of the interception assembly when the lifting device is in a sudden shutdown state.
According to some embodiments of the invention, when an emergency situation occurs at the train platform, such as a power failure, and thus the lifting device stops working, in order to achieve automatic lifting of the interception assembly so as not to obstruct passengers getting on, the driving belt is further connected with a counterweight, and the interception assembly and the counterweight are respectively connected to each side of the driving belt. The counterweight can power the ascent of the interception assembly when the lifting device is in a sudden shutdown state.
According to some embodiments of the invention, when an emergency situation occurs at the train platform, such as a power failure, and thus the lifting device stops working, in order to automatically lift the interception assembly so as not to obstruct passengers from getting on, the lifting device is electrically connected with a standby power supply, and temporary power is provided for the lifting device.
According to some embodiments of the invention, the interception assembly is connected with the abutment part with adjustable height. The distance between two adjacent interception assemblies is further adjusted by adjusting the height of the abutting part.
According to some embodiments of the invention, in order to limit the upper limit and the lower limit of the interception assembly, the structural body is provided with an upper limit switch and a lower limit switch on a moving path of the interception assembly, and the upper limit switch and the lower limit switch are electrically connected to the lifting device.
According to some embodiments of the invention, for safety reasons, the structural body is provided with an upper mechanical limit and a lower mechanical limit on a moving path of the interception assembly, the upper mechanical limit and the lower mechanical limit are respectively positioned at two outer sides of the upper limit switch and the lower limit switch, and the mechanical limit can be used as a safety of the limit switch, so that stroke accidents of the interception assembly are avoided.
Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention.
Drawings
The foregoing and/or additional aspects and advantages of the invention will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings, in which:
FIG. 1 is a schematic perspective view of a rail transit guardrail according to an embodiment of the present invention;
FIG. 2 is a front view of the rail transit safety barrier of FIG. 1;
FIG. 3 is a side view of the rail transit security barrier of FIG. 1;
fig. 4 is a schematic perspective view of a rail transit guardrail according to an embodiment of the present invention;
FIG. 5 is a front view of the rail transit safety barrier of FIG. 4;
fig. 6 is a side view of the rail transit guardrail shown in fig. 4.
In the accompanying drawings: 100-structure main body, 200-elevating gear, 300-interception assembly, 110-stand column, 111-slide rail, 112-limit part, 210-motor, 220-driving wheel, 230-driven wheel, 240-driving belt, 310-interception assembly, 311-protection rope, 312-slider, 313-abutting part, 120-lower limit switch, 130-lower mechanical limit, 140-upper limit switch, 150-upper mechanical limit, 400-counterweight part and 410-counterweight basket.
Detailed Description
Reference will now be made in detail to the present embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to like or similar elements or elements having like or similar functionality throughout. The embodiments described below by referring to the drawings are exemplary only for explaining the present invention and are not to be construed as limiting the present invention.
In the description of the invention, it should be understood that references to orientation descriptions such as upper, lower, front, rear, left, right, etc. are based on the orientation or positional relationship shown in the drawings, are merely for convenience in describing the invention and to simplify the description, and do not indicate or imply that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus should not be construed as limiting the invention.
In the description of the present invention, a number means one or more, a number means two or more, and greater than, less than, exceeding, etc. are understood to not include the present number, and above, below, within, etc. are understood to include the present number. The description of the first and second is for the purpose of distinguishing between technical features only and should not be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated or implicitly indicating the precedence of the technical features indicated.
In the description of the present invention, unless explicitly defined otherwise, terms such as arrangement, installation, connection, etc. should be construed broadly and the specific meaning of the terms in the present invention can be reasonably determined by a person skilled in the art in combination with the specific contents of the technical scheme.
As shown in fig. 1 to 3, the rail transit safety fence according to the first aspect of the present invention includes a structural body 100, a lifting device 200 and an intercepting assembly 300, wherein the structural body 100 includes two upright posts 110, the two upright posts 110 are spaced apart in a straight line direction and are mounted on a train platform by fastening screws, and a space between the two upright posts 110 is required to be appropriately selected, but is at least greater than two meters, so as to facilitate the passage of passengers. Each upright 110 is provided with a sliding rail 111 extending along the length direction of the upright 110, each upright 110 is provided with a plurality of limiting portions 112 beside the sliding rail 111, and the limiting portions 112 are arranged at intervals along the up-down direction.
If the plurality of limiting portions 112 are all arranged along a straight line, the lengths of the extending portions are sequentially increased from top to bottom; if the plurality of limiting portions 112 are respectively arranged along two sides of the sliding rail 111, the lengths of the outwardly extending limiting portions 112 on the same straight line are sequentially increased from top to bottom, and there is no specific limitation on all the limiting portions 112 on different straight lines.
On the other hand, the number of the lifting devices 200 is two, the two lifting devices 200 are respectively mounted on the two upright posts 110, the lifting devices 200 can be selected as belt transmission devices, and specifically comprise a motor 210, a driving wheel 220, a driven wheel 230 and a transmission belt 240, a main shaft of the motor 210 is connected with the driving wheel 220 to drive the driving wheel 220 to rotate, the driven wheel 230 is rotatably connected on the upright posts 110 and is located right above the driving wheel 220, and the driving wheel 220 and the driven wheel 230 are remotely transmitted through the transmission belt 240 to realize the rotation of the transmission belt 240.
It should be understood that the specific structure of the lifting device 200 is not limited, and it may be a cylinder, an oil cylinder, an electric push rod, a rack-and-pinion device, a crank block device, or the like, which is not limited to the above embodiment. For convenience of description, the elevating device 200 hereinafter is exemplified by a belt driving device.
In addition, the interception assembly 300 includes a plurality of interception members 310, each interception member 310 includes a protective rope 311 and one slider 312 connected to both ends of the protective rope 311, in this embodiment, the sliders 312 connected to both ends of the protective rope 311 may be respectively defined as a first slider and a second slider, and the first slider and the second slider are respectively slidably connected to the sliding rails 111 of the two upright posts 110, so as to achieve the sliding connection between the interception member 310 and the structural body 100. Any two adjacent sliders 312 have projections overlapping on a horizontal plane, so that when the lowermost slider 312 is slidably lifted, it can sequentially lift other sliders 312 on the same side by abutting layer by layer.
Specifically, the first slider at the lowest position and the second slider at the lowest position are respectively connected to the driving belts 240 of the two lifting devices 200, so that the two lifting devices 200 can drive the corresponding sliders 312 to lift up and down at the same time, and the two lifting devices 200 share the same driver to realize synchronous operation of the two. Since the number of the limiting portions 112 is one less than the number of the intercepting members 310 and a plurality of the limiting portions 112 are provided on each of the columns 110, the rest of the sliders 312 except for the lowermost slider 312 are connected with the abutting portions 313 corresponding to the limiting portions 112 one by one, and any one of the abutting portions 313 has a unique abutting relationship with the corresponding limiting portion 112, that is, the position of any one of the abutting portions 313 is only matched with the position of the corresponding limiting portion 112, so that the intercepting member 310 cannot be lowered to a specified height due to the fact that the sliders 312 abut against the non-corresponding limiting portion 112 when being lowered.
For the slider 312 located at the lowest position, the upright 110 is provided with a lower limit switch 120 and a lower mechanical limit 130, the lower limit switch 120 is located above the lower mechanical limit 130, and the lower limit switch 120 is electrically connected with the corresponding lifting device 200. When the lowest slider 312 descends to trigger the lower limit switch 120, the corresponding lifting device 200 stops working, so that the height of the slider 312 is locked, the lower mechanical limit 130 is used as a safety of the lower limit switch 120, and when the lower limit switch 120 fails, the lower mechanical limit 130 is used as a final limit to avoid a stroke.
It can be appreciated that the upright 110 is further provided with an upper limit switch 140 and an upper mechanical limit 150, the upper limit switch 140 is located below the upper mechanical limit 150, and the upper limit switch 140 is electrically connected with the corresponding lifting device 200. When the uppermost slider 312 rises to trigger the upper limit switch 140, the corresponding lifting device 200 stops working, so that the heights of all sliders 312 are locked, the upper mechanical limit 150 is used as a safety of the upper limit switch 140, and when the upper limit switch 140 fails, the upper mechanical limit 150 is used as a final limit to avoid a stroke.
As shown in fig. 4 to 6, when the passenger needs to be separated from the rail, two lifting devices 200 simultaneously drive the interception assemblies 310 located at the lowest position to descend, and the rest of interception assemblies 310 descend along with the action of gravity until all the abutting portions 313 respectively abut against the corresponding limiting portions 112 downwards, and when the interception assemblies 310 to be located at the lowest position descend to trigger the lower limit switch 120, a plurality of protection ropes 311 are arranged at intervals along the up-down direction to intercept the passenger. As shown in fig. 1 to 3, when the rail transit is in, the lifting device 200 drives the interception component 310 located at the lowest position to lift, and the interception component 310 can drive all the other interception components 310 to lift in the lifting process until the interception component 310 at the highest position lifts to trigger the upper limit switch 140, so as to realize the release of passengers.
Compared with the prior art, the plurality of protective ropes 311 are arranged at intervals in the interception state and are provided with the air flow dredging areas, so that high-speed air flow brought by rail transit in the station does not fully act on the safety guardrails so as to avoid damaging the safety guardrails, and the invention realizes the diversion of passengers in an up-and-down lifting mode, so that the traffic area is larger, and the invention can be suitable for the boarding and alighting space of any train. More importantly, the invention has the advantages of simple structure, safety, reliability, low cost and the like, and each train platform is provided with a plurality of sets of safety guardrails to meet the requirement of full line coverage, so the invention has the advantages of being more beneficial to popularization to vast train stations, thereby improving the safety performance of the train platform.
In some embodiments of the present invention, the protective ropes 311 may be selected to be wire ropes, and each of the interception assemblies 310 further includes an elastic mechanism (not shown) for maintaining tightness of the protective ropes 311, which may follow the existing technology, such as a wire rope buckle, etc., to adjust tightness of the protective ropes 311 by connection with the protective ropes 311, thereby reducing a falling curvature of the protective ropes 311 and maintaining effective interception of the protective ropes 311.
In some embodiments of the invention, when an emergency situation occurs at the train platform, such as a power outage, thereby stopping the operation of the lifting device 200, if there is just a train in the moment, passengers may stay outside the train because the intercepting assembly 300 cannot be lifted. In order to solve the above technical problem, the first sliding block located at the lowest position and the second sliding block located at the lowest position are respectively connected with the counterweight 400 through fixed pulleys, and when the motor 210 of the lifting device 200 is in a sudden shutdown state, the motor 210 does not have a locking function any more due to losing the connection with the driver, so that the gravity of the counterweight 400 can provide power for the lifting of the interception assembly 300.
The weight 400 may be connected to the belt 240 of the lifting device 200 through a fixed pulley and the lowermost slider 312, and in this case, the slider 312 and the weight 400 are connected to respective sides of the belt 240, and the gravity of the weight 400 may provide power for the lifting of the interception assembly 300. Regardless of how the weight portion 400 is connected, in this embodiment, the weight portion mainly includes a weight basket 410 and a plurality of weights, the weight basket 410 is slidably connected to the upright 110 along the up-down direction, and the actual weight of the weight portion 400 is determined according to the number of weights placed in the weight basket 410, so as to adjust the weights.
Further, since the safety barrier is provided with a weight, the motor 210 of the lifting device 200 may be in a low power state during the lifting of the interception assembly 300, which has the advantages that: if the passenger has a grip or leans against the protective rope 311, the motor 210 of the lifting device 200 is not enough to provide power for lifting the passenger because it is in a low power state when it is lifted, so that the passenger is prevented from being lifted off the ground. Although the lifting device 200 cannot lift the passenger off the ground, the safety barrier is provided with an alarm system (not shown) connected to the motor 210, and the alarm system immediately gives an alarm to the outside when the motor 210 rotates abnormally, so as to alert the passenger to the safety and optionally notify the nearby crew.
In other embodiments, the automatic lifting of the interception assembly 300 may be achieved without using a counterweight, and instead, a standby power source (not shown in the drawings) is used, that is, the motor 210 of the lifting device 200 is connected in parallel with the mains and the standby power source, respectively, the circuit logic of the standby power source is similar to that of the existing emergency lamp, only when the main circuit is not powered, the circuit side of the standby power source can be electrically connected with the lifting device 200, so as to provide temporary power for the lifting device 200, and when the main circuit is powered, the circuit side of the standby power source is converted into a charging circuit.
In some embodiments of the invention, the abutment 313 may be selected as a screw, which is screwed onto the corresponding slider 312 by a nut, so as to adjust the height of the abutment 313. By adjusting the height of the abutting portion 313, the distance between two adjacent intercepting components 310 is further adjusted, so as to adapt to different working situations.
In some embodiments of the present invention, when the interception assembly 300 descends, since only the lowermost slider 312 is connected to the belt 240 of the lifting device 200, and the other sliders 312 descend by gravity, the interception assembly 310 may not descend smoothly to a predetermined position if the unpowered slider 312 is jammed with the sliding rail 111 while descending. In order to solve the above technical problem, a traction rope (not shown in the drawing) is connected between every two adjacent sliders 312 to transmit the descending power of the lowermost slider 312 to the other sliders 312, and the traction rope is made of flexible material, so that it acts only on the descending stage of the safety barrier, but not on the ascending stage of the safety barrier.
While the embodiments of the present invention have been described in detail with reference to the drawings, the present invention is not limited to the above embodiments, and various changes may be made within the knowledge of those skilled in the art without departing from the spirit of the present invention.
Claims (11)
1. Rail transit safety barrier, its characterized in that includes:
a structural body (100) to which a lifting device (200) is connected;
the interception assembly (300) comprises a plurality of interception assemblies (310), all the interception assemblies (310) are connected to the structural main body (100) in a sliding manner along the up-down direction, any two adjacent interception assemblies (310) are provided with projections overlapped on a horizontal plane, and the lifting device (200) drives the lowest interception assembly (310) to lift up and down; the structure main body (100) is provided with a plurality of limiting parts (112) along the up-down direction at intervals, and the interception component (310) is connected with abutting parts (313) corresponding to the limiting parts (112) one by one.
2. The rail transit security barrier of claim 1, wherein: the structure main body (100) comprises two stand columns (110) which are arranged at intervals, each stand column (110) is connected with the lifting device (200), each interception component (310) comprises a protection rope (311) and a first sliding block and a second sliding block which are connected to two ends of the protection rope (311), and the first sliding block and the second sliding block are connected to the two stand columns (110) in a sliding mode respectively.
3. The rail transit security barrier of claim 2, wherein: the two stand columns (110) are connected with the limiting parts (112), the first sliding block and the second sliding block are connected with the abutting parts (313), and any one abutting part (313) has a unique abutting relation with the corresponding limiting part (112).
4. The rail transit security barrier of claim 2, wherein: each interception assembly (310) further comprises a tightening mechanism connected with the protective rope (311).
5. Rail transit safety barrier according to claim 1 or 2, characterized in that: the lifting device (200) is a belt transmission device, and the intercepting component (310) positioned at the lowest part is connected with a transmission belt (240) of the belt transmission device.
6. The rail transit security barrier of claim 5, wherein: the lowest interception component (310) is connected with a counterweight part (400) through a fixed pulley.
7. The rail transit security barrier of claim 5, wherein: the driving belt (240) is also connected with a weight part (400), and the interception component (310) and the weight part (400) are respectively connected to each side of the driving belt (240).
8. Rail transit safety barrier according to claim 1 or 2, characterized in that: the lifting device (200) is electrically connected with a standby power supply.
9. The rail transit security barrier of claim 1, wherein: the interception assembly (310) is connected with the abutting part (313) with adjustable height.
10. The rail transit security barrier of claim 1, wherein: the structure main body (100) is provided with an upper limit switch (140) and a lower limit switch (120) on the moving path of the interception assembly (300), and the upper limit switch (140) and the lower limit switch (120) are electrically connected to the lifting device (200).
11. The rail transit security barrier of claim 1, wherein: the structural body (100) is provided with an upper mechanical limit (150) and a lower mechanical limit (130) on the moving path of the interception assembly (300).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310983288.8A CN117087706B (en) | 2023-08-04 | 2023-08-04 | Rail transit safety barrier |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310983288.8A CN117087706B (en) | 2023-08-04 | 2023-08-04 | Rail transit safety barrier |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN117087706A true CN117087706A (en) | 2023-11-21 |
| CN117087706B CN117087706B (en) | 2024-04-19 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202310983288.8A Active CN117087706B (en) | 2023-08-04 | 2023-08-04 | Rail transit safety barrier |
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| CN (1) | CN117087706B (en) |
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| CN217455959U (en) * | 2022-05-25 | 2022-09-20 | 广东智通睿新智能科技有限公司 | Cable overhead lifting type safety door |
| CN218787064U (en) * | 2022-10-12 | 2023-04-04 | 广东智通睿新智能科技有限公司 | Platform lifting safety door device |
| CN116464383A (en) * | 2023-05-18 | 2023-07-21 | 高合安智能科技(厦门)有限公司 | A shield door structure for high-speed railway platform |
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| CN117087706B (en) | 2024-04-19 |
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