CA1157319A - Pivoting steps for rail car - Google Patents
Pivoting steps for rail carInfo
- Publication number
- CA1157319A CA1157319A CA000379997A CA379997A CA1157319A CA 1157319 A CA1157319 A CA 1157319A CA 000379997 A CA000379997 A CA 000379997A CA 379997 A CA379997 A CA 379997A CA 1157319 A CA1157319 A CA 1157319A
- Authority
- CA
- Canada
- Prior art keywords
- step assembly
- level
- floor
- car
- assembly
- 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.)
- Expired
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D23/00—Construction of steps for railway vehicles
- B61D23/02—Folding steps for railway vehicles, e.g. hand or mechanically actuated
- B61D23/025—Folding steps for railway vehicles, e.g. hand or mechanically actuated electrically or fluid actuated
Abstract
Abstract The entrance way of a passenger rail vehicle has at its lower end a pivotable structure which carries on one side a sectional floor surface, and on the other side a step arrangement. Normally the sectional floor surface is at the same level as the floor surface of the passenger car.
However when it is desired to provide access to the car from a low level boarding platform, the structure is pivoted through 180° so that the steps thereon are extended outwardly and downwardly from the car.
However when it is desired to provide access to the car from a low level boarding platform, the structure is pivoted through 180° so that the steps thereon are extended outwardly and downwardly from the car.
Description
11~7319 This invention relates to a new or improved entrance way structure to provide access to a passenger rail car at two different levels. Such an arrangement is desirable to accommodate different levels of station boarding platforms which maybe encountered in service.
Previous attempts have been made to provide such two level access, but most such arrangements have not found practical application, since they are generally complex and expensive. Examples of prior proposals of multilevel access arrangements are described in United States Patent 3,795,205 and Canadian Patent 937,812.
The present invention provides a vehicle passenger car comprising: a passenger compartment having a floor; an entranceway to said compartment; a door carried on said car and movable between a closed position wherein it seals said entrance-way and an open open position; access means providing passenger access to said compartment from outside selectively at either of two levels, a first said level corresponding to the level of said floor, and the second level being lower than said floor;
said access means comprising: a pivoting step assembly formed by a substantially rigid structure which carries at least one flat step tread and a sectional floor surface parallel to said step tread, said sectional floor surface and said step tread being positioned on opposite sides of said step assembly; pivot mounting means forming a pivotal attachment between said step assembly and said car at the lower end of said entranceway on a pivot axis parallel to the width of said entranceway, said pivot axis being located at a predetermined height below the level of said floor and being parallel to said step tread, the latter being spaced from said axis by a first distance corresponding to the height of a step riser, said sectional floor surface being spaced from said axis by a second distance which is greater than said first distance but not greater than said predetermined height; actuator means coupled to said step assembly and selectively operable to swing said step assembly about said axis between a first position wherein said step tread is substantially horizontally oriented at a level below the pivot axis and is thus deployed to facilitate passenger entrance from said second level, and a second position wherein said sectional floor surface is substantially horizontally oriented at a level above said pivot axis and is thus deployed to facilitate passenger entrance from said first level.
The pivoting step assembly may conviently incorporate two steps, the sectional floor surface when in said second position being substantially flush with the floor surface of the passenger compartment. The first or deployed position these two steps are extended outwardly and downwardly and register with two fixed steps in the entranceway below the floor level to form a short flight of four steps providing access between the car and a low level boarding platform.
Preferably an electrical control system is provided to effect movement of the pivoting step assembly between its two positions, and the control system will include various limit switches, interlocks etc. to ensure proper operation of the system. Preferably there will also be included means to permit emergency manual operation of the system in the event of failure of the electrical system, The invention will further be described, by way of example only, with reference to the accompanying drawings wherein:
Figure 1 is a fragmentary perspective view of a passenger rail car entranceway including a pivoting step 70;
Figure 2 is a cross sectional view of the lower portion of the entranceway showing the pivoting step assembly in full lines in its deployed or extended position;
Figure 3 is a sectional view taken on the line III-III
in Figure 2;
Figure 4 is a fragmentary sectional view taken on the line IV-IV in Figure 3;
Figure 5 is a fragmentary view taken on the line V-V
in Figure 3;
Figure 6 is a schematic illustration of the control circuitry.
Referring to the drawings, and initially to Figure 1, a passenger rail car 10 has an access doorway 11 which may be closed by a sliding door 12. Figure 1 shows the doorway open with the door 12 retracted in a recess within the shell 13 of the car. The lower edge 14 of the door is at the same level as the floor 15 of the passenger compartment of the car.
At the lower sides of the doorway 11 and below the level of the floor 15, the car carries two fixed steps 16 and 17.
A pivoting step assembly is pivotally mounted in the car on an axis near the front edge of the tread of the step 17, and as best seen in Figure 1 carries two auxiliary steps 19 and 20.
The structure and mounting of the pivoting step assembly 18 is best shown in Figures 2 and 3. The assembly 18 comprises a rigid hollow box like structure, suitably formed as a sheet metal fabrication, and included in addition to the auxiliary steps 19 and 20, corresponding risers l9a and 20a, a sectional floor surface 21, an outer shell surface 22, and parallel end walls 23 which close the opposite ends of the assembly 18 and lie in planes at right angles to the planes of the steps 19 and 20 and the surfaces 21 and 22.
The assembly 18 is mounted in the lower end of the access doorway 11 to pivot about an axis 24 from the deployed position shown in full lines in Figure 2 to the retracted position indicated in broken lines. The range of pivotal movement is 180, and as will be evident from Figures 1 and 2, in the deployed condition, the auxiliary steps 19 and 20 together with the fixed steps 16 and 17 form a short flight leading downwards from the floor level 15 to a lower access level suitable for a low-level boarding platform.
In the retracted position the assembly 18 has been pivoted through 180 so that the steps 19 and 20 are inverted and lie above the steps 17 and 16 respectively, and the sectional floor surface 21 is flush with the floor 15 of the car. In this position, the shell surface 22 is substantially flush with the shell 13 of the car extending downwardly below the level of the floor 15. To accommodate the pivotal movement of the assembly 18, a section of the car shell surface below the access doorway 11 is removed and is replaced by a flexible diaphragm 25 which extends the full width of the doorway and is fixed along one edge 26 to the shell 13, and along the other edge 27 to the lower end of the shell surface of the assembly 18. When the assembly 18 is deployed, the diaphragm 25 sags and is folded in the position shown in full lines in Figure 2, whereas the assembly 18 is retracted, the diaphragm 25 is stretched to the position shown in broken lines in Figure 2 and forms a continuation of the shell 13 of the car.
The pivot axis 24 is provided by a horizontal shaft 28 which extends between bearing means (not shown) supported in the lower regions of the sidewalls 30 and 31 of the doorway.
The shaft 28 is rigidly attached to the step assembly 18, and carries at each end within a casing 32 (Figure 1) spaced outwardly from the corresponding sidewall 30, 31, a sprocket 33. The sprockets 33 are rigidly attached to the shaft 28 and are engaged by respective chains 34 (Figure 4).
A second shaft 35 parallel to and spaced inboard of the shaft 28 is likewise mounted in bearing means 36 in the sidewalls 30 and 31 respectively. As shown in Figure 2, this shaft 35 is mounted behind the fixed steps 16, 17. As shown in Figures 3 and 4, the shaft 35 has fixed to the opposite ends thereof a pair of sprockets 37, each of which is entrained by a respective one of the chains 34. Thus the chain 34 together with the sprockets 33 and 37 forms a driving connection between als73ls the shafts 28 and 35.
As shown in Figure 3, the shaft 35 carries a series of lugs 38 projecting radially therefrom, these lugs forming a mounting connection for a corresponding series of countersprings 39 the opposite ends of which are anchored in a mounting means 40 fixed to the structure of the car.
The shaft 35 also carries adjacent the lugs 38 a further pair of spaced lugs 41 which form a pivotal attachment 42 for one end of a telescopic hydraulic damper 43 the other end of which has pivotal connection 44 to a fixed mounting 45 in the car.
As shown in Figure 3, a section of the shaft 35 is enclosed within a closely fitting tubular sleeve 50. The sleeve 50 includes three radial lugs 51 which form pivotal mountings 52 for respective ends of a pair of hydraulic cylinder assemblies 53. As shown in Figure 2, the opposite ends of the cylinder assemblies 53 are pivoted to fixed mountings 54 in the car.
As seen in Figure 3 each cylinder assembly 54 has associated there-with an electrically driven hydraulic pump unit 55. As will be apparent, extension or retraction of the cylinders 53 will effect rotation of the sleeve 50 abouts its axis. Such rotary movements are transmitted to the shaft 35 through a retractable coupling assembly 56 shown in Figure 3. The coupling assembly 56 comprises a pair of spaced brackets 57, 58 fixed on the shaft 35, and supporting between them a slidable pin 59 which is urged to an extended position wherein it projects beyond (in Figure 3 to the right) the bracket 58 by a coiled spring 60.
A bracket 61 on the sleeve 50 carries a socket 62 which can be registered with the pin 59. As will be evident, when the pin 59 is received within the socket 62 it forms a driving connection between the shaft 35 and the sleeve 50. When this pin and socket connection is established, rotary movements applied to the sleeve 50 by the cylinders 52 will be transmitted to the shaft 35. On the other hand, when the coupling assembly 56 is nonactivated, the shaft 35 and sleeve 50 are independently rotatable. The slidable pin 59 is attached to one end of a bowden cable 63 the opposite end of which is attached to one end of a manually operated lever 64 pivotally supported on a mounting 65 beneath the floor 15. Access to the lever 64 is affored by a cover plate 66 hingedly mounted in the floor 15.
Movement of the lever 64 from the position shown in full lines in Figure 2 to the position shown in broken lines is transmitted through the bowden cable to effect retraction of the pin 59 disengaging it from the socket 62.
A second bowden cable 67 is also attached at one end to the lever 64, the opposite end of this cable being coupled to an interlock mechanism generally illustrated in Figure 5.
The interlock mechanism comprises a bracket 69 mounted beneath the forward edge of the floor 15 and supporting a slidable pin 70 which is guided for movement between a retracted position as shown in full lines in Figure 5 and an extended position as indicated in dotted lines. With the step assembly retracted as indicated in broken lines in Figure 2, when the pin 70 is extended it projects into an apperture 71 in the toe 72 of the step assembly, as best seen in Figures 2 and 5, such as to prevent ., ~
'~' ` 1157319 pivotal movement of the step assembly 18 from the retracted position to the extended position. The pin 70 can be actuated to a retracted position by means of anair piston 73 carried on the bracket 69. Alternatively, the pin 70 can be actuated to the retracted position through the lever 64. The bowden cable 67 has one end connected to one limb of a cranked lever 74, the second limb of which projects into a longitudinal slot 75 in the pin 70. It will be evident from Figure 5 that when the pin is in its projected position, actuation of the lever 64 will operate through the bowden cable 67 to pivot the cranked lever 74 (clockwise as seen in Figure 5) so that the second limb will interact with the rear end of the slot 75 to withdraw the pin 70, freeing the step assembly 18 for pivotal movement to the deployed position. The lever 76 is urged to rotate in the counterclock-wise direction by a spring 76.
The sleeve 50 carries thereon a profiled cam plate 80 near its right hand end as seen in Figure 3. The cam plate 80 rotates with the sleeve, and as shown in Figure 2, when the step assembly 18 is in the deployed position, the cam plate 80 contacts a limit switch LS6. A limit switch LS5 is mounted in the path of the cam plate to be actuated as the sleeve 50 is pivoted to move the step assembly 18 to the retracted position as shown in broken lines in Figure 2.
: A control panel 81 for actuation of the step assembly 18 is located in the wall 30 (Figure 1), and the circuitry through i which movement of the step assembly is controlled is shown in ; - 8 -1 ~5731g Figure 6. In Figure 6, the solid line positions of the various relay and switch contacts represent the condition where the step assembly 18 is in the retracted position shown in broken lines in Figure 2. A control switch LS located in the panel 81 is open, as is switch TR3 and relay contacts 25a, 29a of relay R0. In this condition no power is applied to the relays RO and RTO and since the contacts 13a, 14a of relay RTO are open no power is applied to the relay RM from + battery. To move the step assembly 18 to the open or deployed condition, the switch LS is closed, and a supply voltage, e.g. 60 volts, is applied to the line lb.
This energizes the solenoid 82, to pressurize the piston 73 to retract the pin 70, and by the same time close the limit switch LS9.
This causes current to flow via the switch LS9, diode Dl, resistor Rl, and through the relay RO. The relay RO accordingly switches its three sets of contacts to the positions shown in dotted lines in Figure 6, that is the contacts 12a, 4a and 2a, lOa are opened and the contacts 8a, 12a and 6a, lOa are closed. RO contacts 25a, 29a are closed.
At the same time current flows from the line lb through the switch LS9, diode Dl, diode D2, and resistor R2 to charge capacitor Cl. After a lapse of about 50 ms, the capacitor Cl is charged sufficiently to energize the relay RTO. When energized, relay RTO switches its contacts from the solid line positions shown in Figure 6 to the dotted line positions shown. Current can now flow from + battery through closed switch contacts ES3 (which open if the door is opened manually) through lines 2b and 3b, closed RTO contacts 13a, 14a, resistor R3 and relay coil 11573~9 RM. This energization of relay coil RM results in it switching its contacts from the solid line positions 15a-19a, 16a-20a shown in Figure 6 to the dotted line positions 17a-19a, 18a-20a so that the motors 55 may be energized in a direction to=effect opening of the steps.
All three relays now having been operated, current flows from + battery through closed switch ES3, line 2b, line 3b, line 4b, resistor R4, line 5b, RTO contacts 9a-5a, line 6b, closed switch LS6, line 7b, RO contacts 6a-lOa, line 8b, resistor R5 and zener diode D3 to the base of transistor Ql which is rendered c~nductive and, in turn, makes transistor Q2 conductive. Current can then flow from line 2b via thermistor R6, line 9b, RM
contacts 18a-20a, line lOb, motors 55, line llb, RM contacts 17a-19a, line 12b and transistors Ql and Q2 to ground.
Capacitor C2 discharges through RO contacts 8a-12a and resistor R8. Capacitor C3 is charged via resistor R4 and RTO
contacts 9a-5a about 50 ms after relay RTO is operated. This results in transistors Ql and Q2 being made fully conductive so that the motors operate at high speed to deploy the step assembly 18. When the step assembly 18 reaches the fully deployed position, the cam plate 80 opens the switch LS 6 which removes current from the base of transistor Ql so that transistors Ql and Q2 turn off, de-energizing the motors 55.
To retract the step assembly 18, voltage is removed from line 16 by opening the switch LS, resulting in relay RO being deenergized with the result that its contacts move to the solid line positions shown in Figure 6. After a lapse of about 40 ms, capacitor Cl has discharged sufficiently to release relay RTO and its contacts also move to the solid line positions shown in Figure 6. This means that RTO
contacts 13a, 14a are opened, removing power from relay RM
so that it too is deenergized and its contacts move to the solid line positions shown in Figure 6. At this time, switch LS 5 is in its closed condition and current flows from + battery via lines 2b, 3b and 4b, resistor R4, line 5b, RTO contacts 9a - la, lines 14b, and 15b, switch LS5, line 16b, RO contacts 2a - lOa, line 8b, resistor R5, and zener diode D3 to the base of transistor Ql which is made conductive and, in turn, makes Q2 conductive so that power is supplied to the motors 55. Charging current also flows to capacitor C2.
Power flows from ~ battery through switch ES3, line 2b, thermistor R6, RM contacts 15a-19a, line llb, motors 55, line lOb, RM contacts 20a-16a and transistors Ql and Q2 to ground.
The current through the motors is thus in the reverse direction from previously, i.e when opening the steps, so that they operate to move the step assembly 18 towards the retracted position.
About 40 ms after closure of the RTO contacts, capacitor C2 is fully charged and saturates the transistors Ql and Q2.
The resulting high current through motors 55 results in a high speed closing force being applied to steps 18.
When the step assembly reaches the fully retracted position, the cam plate 80 opens the switch LS5 removing power from the transistors Ql and Q2 so that the motors stop.
Various safety features may be incorporated in the system. For example, there may be a sensing switch on a mat on the sectional floor surfaces 21 so that if someone is standing on a mat, a switch is opened to prevent power being applied to the motors 55.
There may also be sensing switches in mats on the steps 16, 17, 19, 20 to prevent retraction of the step assembly if a person is standing on the steps. In this case, a positive battery signal will be given on line lb. Only when such sensing mat signals disappear can the step assembly be pivoted in the manner described above.
A sensing switch TR3 may also be provided in a mat on the floor 15 lobby so that the signal from TR3 will apply battery voltage through line 20b, exciting relay RO which sustains itself until the end of the opening cycle. Relay RO being excited, the operation will be the same as discussed previously.
Preferably, the step assembly 18 will also be interlocked with the access door 12 so that the step assembly 18 cannot be deployed until the access door is open, and conversely, the door cannot be closed until the step assembly is retracted.
The step assembly is furnished with an electropneumatic locking mechanism, and can only be deployed when the mechanism is unlocked. Switch LS 9 will be closed when the mechanism is unlocked, thus enabling the signal "open boarding step" to feed current from line 1 to the relay RO, with the results described previously.
The motors, 55, may be of the permanent-magnet type.
Reversal of the sense of rotation is realized by reversing the feed voltage at the motor terminals under control of the two sets - of reversing contacts of the relay RM, as described above.
tlS73~9 In case of motor jamming, the resistance of thermistor R6 (there may actually be several thermistors) increases in value, thus causing SCR 5 (transistor Q3 being conducting) to connect the base of transistor Ql to ground, thus cutting it off. Q2 then also cuts off, interrupting current flow to the motors M.
To rearm the system, the current has to be shut off and then restored, after which the step assembly 18 will be retracted.
:
Previous attempts have been made to provide such two level access, but most such arrangements have not found practical application, since they are generally complex and expensive. Examples of prior proposals of multilevel access arrangements are described in United States Patent 3,795,205 and Canadian Patent 937,812.
The present invention provides a vehicle passenger car comprising: a passenger compartment having a floor; an entranceway to said compartment; a door carried on said car and movable between a closed position wherein it seals said entrance-way and an open open position; access means providing passenger access to said compartment from outside selectively at either of two levels, a first said level corresponding to the level of said floor, and the second level being lower than said floor;
said access means comprising: a pivoting step assembly formed by a substantially rigid structure which carries at least one flat step tread and a sectional floor surface parallel to said step tread, said sectional floor surface and said step tread being positioned on opposite sides of said step assembly; pivot mounting means forming a pivotal attachment between said step assembly and said car at the lower end of said entranceway on a pivot axis parallel to the width of said entranceway, said pivot axis being located at a predetermined height below the level of said floor and being parallel to said step tread, the latter being spaced from said axis by a first distance corresponding to the height of a step riser, said sectional floor surface being spaced from said axis by a second distance which is greater than said first distance but not greater than said predetermined height; actuator means coupled to said step assembly and selectively operable to swing said step assembly about said axis between a first position wherein said step tread is substantially horizontally oriented at a level below the pivot axis and is thus deployed to facilitate passenger entrance from said second level, and a second position wherein said sectional floor surface is substantially horizontally oriented at a level above said pivot axis and is thus deployed to facilitate passenger entrance from said first level.
The pivoting step assembly may conviently incorporate two steps, the sectional floor surface when in said second position being substantially flush with the floor surface of the passenger compartment. The first or deployed position these two steps are extended outwardly and downwardly and register with two fixed steps in the entranceway below the floor level to form a short flight of four steps providing access between the car and a low level boarding platform.
Preferably an electrical control system is provided to effect movement of the pivoting step assembly between its two positions, and the control system will include various limit switches, interlocks etc. to ensure proper operation of the system. Preferably there will also be included means to permit emergency manual operation of the system in the event of failure of the electrical system, The invention will further be described, by way of example only, with reference to the accompanying drawings wherein:
Figure 1 is a fragmentary perspective view of a passenger rail car entranceway including a pivoting step 70;
Figure 2 is a cross sectional view of the lower portion of the entranceway showing the pivoting step assembly in full lines in its deployed or extended position;
Figure 3 is a sectional view taken on the line III-III
in Figure 2;
Figure 4 is a fragmentary sectional view taken on the line IV-IV in Figure 3;
Figure 5 is a fragmentary view taken on the line V-V
in Figure 3;
Figure 6 is a schematic illustration of the control circuitry.
Referring to the drawings, and initially to Figure 1, a passenger rail car 10 has an access doorway 11 which may be closed by a sliding door 12. Figure 1 shows the doorway open with the door 12 retracted in a recess within the shell 13 of the car. The lower edge 14 of the door is at the same level as the floor 15 of the passenger compartment of the car.
At the lower sides of the doorway 11 and below the level of the floor 15, the car carries two fixed steps 16 and 17.
A pivoting step assembly is pivotally mounted in the car on an axis near the front edge of the tread of the step 17, and as best seen in Figure 1 carries two auxiliary steps 19 and 20.
The structure and mounting of the pivoting step assembly 18 is best shown in Figures 2 and 3. The assembly 18 comprises a rigid hollow box like structure, suitably formed as a sheet metal fabrication, and included in addition to the auxiliary steps 19 and 20, corresponding risers l9a and 20a, a sectional floor surface 21, an outer shell surface 22, and parallel end walls 23 which close the opposite ends of the assembly 18 and lie in planes at right angles to the planes of the steps 19 and 20 and the surfaces 21 and 22.
The assembly 18 is mounted in the lower end of the access doorway 11 to pivot about an axis 24 from the deployed position shown in full lines in Figure 2 to the retracted position indicated in broken lines. The range of pivotal movement is 180, and as will be evident from Figures 1 and 2, in the deployed condition, the auxiliary steps 19 and 20 together with the fixed steps 16 and 17 form a short flight leading downwards from the floor level 15 to a lower access level suitable for a low-level boarding platform.
In the retracted position the assembly 18 has been pivoted through 180 so that the steps 19 and 20 are inverted and lie above the steps 17 and 16 respectively, and the sectional floor surface 21 is flush with the floor 15 of the car. In this position, the shell surface 22 is substantially flush with the shell 13 of the car extending downwardly below the level of the floor 15. To accommodate the pivotal movement of the assembly 18, a section of the car shell surface below the access doorway 11 is removed and is replaced by a flexible diaphragm 25 which extends the full width of the doorway and is fixed along one edge 26 to the shell 13, and along the other edge 27 to the lower end of the shell surface of the assembly 18. When the assembly 18 is deployed, the diaphragm 25 sags and is folded in the position shown in full lines in Figure 2, whereas the assembly 18 is retracted, the diaphragm 25 is stretched to the position shown in broken lines in Figure 2 and forms a continuation of the shell 13 of the car.
The pivot axis 24 is provided by a horizontal shaft 28 which extends between bearing means (not shown) supported in the lower regions of the sidewalls 30 and 31 of the doorway.
The shaft 28 is rigidly attached to the step assembly 18, and carries at each end within a casing 32 (Figure 1) spaced outwardly from the corresponding sidewall 30, 31, a sprocket 33. The sprockets 33 are rigidly attached to the shaft 28 and are engaged by respective chains 34 (Figure 4).
A second shaft 35 parallel to and spaced inboard of the shaft 28 is likewise mounted in bearing means 36 in the sidewalls 30 and 31 respectively. As shown in Figure 2, this shaft 35 is mounted behind the fixed steps 16, 17. As shown in Figures 3 and 4, the shaft 35 has fixed to the opposite ends thereof a pair of sprockets 37, each of which is entrained by a respective one of the chains 34. Thus the chain 34 together with the sprockets 33 and 37 forms a driving connection between als73ls the shafts 28 and 35.
As shown in Figure 3, the shaft 35 carries a series of lugs 38 projecting radially therefrom, these lugs forming a mounting connection for a corresponding series of countersprings 39 the opposite ends of which are anchored in a mounting means 40 fixed to the structure of the car.
The shaft 35 also carries adjacent the lugs 38 a further pair of spaced lugs 41 which form a pivotal attachment 42 for one end of a telescopic hydraulic damper 43 the other end of which has pivotal connection 44 to a fixed mounting 45 in the car.
As shown in Figure 3, a section of the shaft 35 is enclosed within a closely fitting tubular sleeve 50. The sleeve 50 includes three radial lugs 51 which form pivotal mountings 52 for respective ends of a pair of hydraulic cylinder assemblies 53. As shown in Figure 2, the opposite ends of the cylinder assemblies 53 are pivoted to fixed mountings 54 in the car.
As seen in Figure 3 each cylinder assembly 54 has associated there-with an electrically driven hydraulic pump unit 55. As will be apparent, extension or retraction of the cylinders 53 will effect rotation of the sleeve 50 abouts its axis. Such rotary movements are transmitted to the shaft 35 through a retractable coupling assembly 56 shown in Figure 3. The coupling assembly 56 comprises a pair of spaced brackets 57, 58 fixed on the shaft 35, and supporting between them a slidable pin 59 which is urged to an extended position wherein it projects beyond (in Figure 3 to the right) the bracket 58 by a coiled spring 60.
A bracket 61 on the sleeve 50 carries a socket 62 which can be registered with the pin 59. As will be evident, when the pin 59 is received within the socket 62 it forms a driving connection between the shaft 35 and the sleeve 50. When this pin and socket connection is established, rotary movements applied to the sleeve 50 by the cylinders 52 will be transmitted to the shaft 35. On the other hand, when the coupling assembly 56 is nonactivated, the shaft 35 and sleeve 50 are independently rotatable. The slidable pin 59 is attached to one end of a bowden cable 63 the opposite end of which is attached to one end of a manually operated lever 64 pivotally supported on a mounting 65 beneath the floor 15. Access to the lever 64 is affored by a cover plate 66 hingedly mounted in the floor 15.
Movement of the lever 64 from the position shown in full lines in Figure 2 to the position shown in broken lines is transmitted through the bowden cable to effect retraction of the pin 59 disengaging it from the socket 62.
A second bowden cable 67 is also attached at one end to the lever 64, the opposite end of this cable being coupled to an interlock mechanism generally illustrated in Figure 5.
The interlock mechanism comprises a bracket 69 mounted beneath the forward edge of the floor 15 and supporting a slidable pin 70 which is guided for movement between a retracted position as shown in full lines in Figure 5 and an extended position as indicated in dotted lines. With the step assembly retracted as indicated in broken lines in Figure 2, when the pin 70 is extended it projects into an apperture 71 in the toe 72 of the step assembly, as best seen in Figures 2 and 5, such as to prevent ., ~
'~' ` 1157319 pivotal movement of the step assembly 18 from the retracted position to the extended position. The pin 70 can be actuated to a retracted position by means of anair piston 73 carried on the bracket 69. Alternatively, the pin 70 can be actuated to the retracted position through the lever 64. The bowden cable 67 has one end connected to one limb of a cranked lever 74, the second limb of which projects into a longitudinal slot 75 in the pin 70. It will be evident from Figure 5 that when the pin is in its projected position, actuation of the lever 64 will operate through the bowden cable 67 to pivot the cranked lever 74 (clockwise as seen in Figure 5) so that the second limb will interact with the rear end of the slot 75 to withdraw the pin 70, freeing the step assembly 18 for pivotal movement to the deployed position. The lever 76 is urged to rotate in the counterclock-wise direction by a spring 76.
The sleeve 50 carries thereon a profiled cam plate 80 near its right hand end as seen in Figure 3. The cam plate 80 rotates with the sleeve, and as shown in Figure 2, when the step assembly 18 is in the deployed position, the cam plate 80 contacts a limit switch LS6. A limit switch LS5 is mounted in the path of the cam plate to be actuated as the sleeve 50 is pivoted to move the step assembly 18 to the retracted position as shown in broken lines in Figure 2.
: A control panel 81 for actuation of the step assembly 18 is located in the wall 30 (Figure 1), and the circuitry through i which movement of the step assembly is controlled is shown in ; - 8 -1 ~5731g Figure 6. In Figure 6, the solid line positions of the various relay and switch contacts represent the condition where the step assembly 18 is in the retracted position shown in broken lines in Figure 2. A control switch LS located in the panel 81 is open, as is switch TR3 and relay contacts 25a, 29a of relay R0. In this condition no power is applied to the relays RO and RTO and since the contacts 13a, 14a of relay RTO are open no power is applied to the relay RM from + battery. To move the step assembly 18 to the open or deployed condition, the switch LS is closed, and a supply voltage, e.g. 60 volts, is applied to the line lb.
This energizes the solenoid 82, to pressurize the piston 73 to retract the pin 70, and by the same time close the limit switch LS9.
This causes current to flow via the switch LS9, diode Dl, resistor Rl, and through the relay RO. The relay RO accordingly switches its three sets of contacts to the positions shown in dotted lines in Figure 6, that is the contacts 12a, 4a and 2a, lOa are opened and the contacts 8a, 12a and 6a, lOa are closed. RO contacts 25a, 29a are closed.
At the same time current flows from the line lb through the switch LS9, diode Dl, diode D2, and resistor R2 to charge capacitor Cl. After a lapse of about 50 ms, the capacitor Cl is charged sufficiently to energize the relay RTO. When energized, relay RTO switches its contacts from the solid line positions shown in Figure 6 to the dotted line positions shown. Current can now flow from + battery through closed switch contacts ES3 (which open if the door is opened manually) through lines 2b and 3b, closed RTO contacts 13a, 14a, resistor R3 and relay coil 11573~9 RM. This energization of relay coil RM results in it switching its contacts from the solid line positions 15a-19a, 16a-20a shown in Figure 6 to the dotted line positions 17a-19a, 18a-20a so that the motors 55 may be energized in a direction to=effect opening of the steps.
All three relays now having been operated, current flows from + battery through closed switch ES3, line 2b, line 3b, line 4b, resistor R4, line 5b, RTO contacts 9a-5a, line 6b, closed switch LS6, line 7b, RO contacts 6a-lOa, line 8b, resistor R5 and zener diode D3 to the base of transistor Ql which is rendered c~nductive and, in turn, makes transistor Q2 conductive. Current can then flow from line 2b via thermistor R6, line 9b, RM
contacts 18a-20a, line lOb, motors 55, line llb, RM contacts 17a-19a, line 12b and transistors Ql and Q2 to ground.
Capacitor C2 discharges through RO contacts 8a-12a and resistor R8. Capacitor C3 is charged via resistor R4 and RTO
contacts 9a-5a about 50 ms after relay RTO is operated. This results in transistors Ql and Q2 being made fully conductive so that the motors operate at high speed to deploy the step assembly 18. When the step assembly 18 reaches the fully deployed position, the cam plate 80 opens the switch LS 6 which removes current from the base of transistor Ql so that transistors Ql and Q2 turn off, de-energizing the motors 55.
To retract the step assembly 18, voltage is removed from line 16 by opening the switch LS, resulting in relay RO being deenergized with the result that its contacts move to the solid line positions shown in Figure 6. After a lapse of about 40 ms, capacitor Cl has discharged sufficiently to release relay RTO and its contacts also move to the solid line positions shown in Figure 6. This means that RTO
contacts 13a, 14a are opened, removing power from relay RM
so that it too is deenergized and its contacts move to the solid line positions shown in Figure 6. At this time, switch LS 5 is in its closed condition and current flows from + battery via lines 2b, 3b and 4b, resistor R4, line 5b, RTO contacts 9a - la, lines 14b, and 15b, switch LS5, line 16b, RO contacts 2a - lOa, line 8b, resistor R5, and zener diode D3 to the base of transistor Ql which is made conductive and, in turn, makes Q2 conductive so that power is supplied to the motors 55. Charging current also flows to capacitor C2.
Power flows from ~ battery through switch ES3, line 2b, thermistor R6, RM contacts 15a-19a, line llb, motors 55, line lOb, RM contacts 20a-16a and transistors Ql and Q2 to ground.
The current through the motors is thus in the reverse direction from previously, i.e when opening the steps, so that they operate to move the step assembly 18 towards the retracted position.
About 40 ms after closure of the RTO contacts, capacitor C2 is fully charged and saturates the transistors Ql and Q2.
The resulting high current through motors 55 results in a high speed closing force being applied to steps 18.
When the step assembly reaches the fully retracted position, the cam plate 80 opens the switch LS5 removing power from the transistors Ql and Q2 so that the motors stop.
Various safety features may be incorporated in the system. For example, there may be a sensing switch on a mat on the sectional floor surfaces 21 so that if someone is standing on a mat, a switch is opened to prevent power being applied to the motors 55.
There may also be sensing switches in mats on the steps 16, 17, 19, 20 to prevent retraction of the step assembly if a person is standing on the steps. In this case, a positive battery signal will be given on line lb. Only when such sensing mat signals disappear can the step assembly be pivoted in the manner described above.
A sensing switch TR3 may also be provided in a mat on the floor 15 lobby so that the signal from TR3 will apply battery voltage through line 20b, exciting relay RO which sustains itself until the end of the opening cycle. Relay RO being excited, the operation will be the same as discussed previously.
Preferably, the step assembly 18 will also be interlocked with the access door 12 so that the step assembly 18 cannot be deployed until the access door is open, and conversely, the door cannot be closed until the step assembly is retracted.
The step assembly is furnished with an electropneumatic locking mechanism, and can only be deployed when the mechanism is unlocked. Switch LS 9 will be closed when the mechanism is unlocked, thus enabling the signal "open boarding step" to feed current from line 1 to the relay RO, with the results described previously.
The motors, 55, may be of the permanent-magnet type.
Reversal of the sense of rotation is realized by reversing the feed voltage at the motor terminals under control of the two sets - of reversing contacts of the relay RM, as described above.
tlS73~9 In case of motor jamming, the resistance of thermistor R6 (there may actually be several thermistors) increases in value, thus causing SCR 5 (transistor Q3 being conducting) to connect the base of transistor Ql to ground, thus cutting it off. Q2 then also cuts off, interrupting current flow to the motors M.
To rearm the system, the current has to be shut off and then restored, after which the step assembly 18 will be retracted.
:
Claims (6)
PROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:
1. A vehicle passenger car comprising:
a passenger compartment having a floor;
an entranceway to said compartment;
a door carried on said car and movable between a closed position wherein it seals said entranceway and an open position;
access means providing passenger access to said compartment from outside selectively at either of two levels, a first said level corresponding to the level of said floor, and the second level being lower than said floor;
said access means comprising:
a pivoting step assembly formed by a substantially rigid structure which carries at least one flat step tread and a sectional floor surface parallel to said step tread, said sectional floor surface and said step tread being positioned on opposite sides of said step assembly;
pivot mounting means forming a pivotal attachment between said step assembly and said car at the lower end of said entranceway on a pivot axis parallel to the width of said entranceway, said pivot axis being located at a predetermined height below the level of said floor and being parallel to said step tread, the latter being spaced from said axis by a first distance corresponding to the height of a step riser, said sectional floor surface being. spaced from said axis by a second distance which is greater than said first distance but not greater than said predetermined height;
actuator means coupled to said step assembly and selectively operable to swing said step assembly about said axis between a first position, wherein said step tread is substantially horizontally oriented at a level below the pivot axis and is thus deployed to facilitate passenger entrance from said second level, and a second position wherein said sectional floor surface is substantially horizontally oriented at a level above said pivot axis and is thus deployed to facilitate passenger entrance from said first level.
a passenger compartment having a floor;
an entranceway to said compartment;
a door carried on said car and movable between a closed position wherein it seals said entranceway and an open position;
access means providing passenger access to said compartment from outside selectively at either of two levels, a first said level corresponding to the level of said floor, and the second level being lower than said floor;
said access means comprising:
a pivoting step assembly formed by a substantially rigid structure which carries at least one flat step tread and a sectional floor surface parallel to said step tread, said sectional floor surface and said step tread being positioned on opposite sides of said step assembly;
pivot mounting means forming a pivotal attachment between said step assembly and said car at the lower end of said entranceway on a pivot axis parallel to the width of said entranceway, said pivot axis being located at a predetermined height below the level of said floor and being parallel to said step tread, the latter being spaced from said axis by a first distance corresponding to the height of a step riser, said sectional floor surface being. spaced from said axis by a second distance which is greater than said first distance but not greater than said predetermined height;
actuator means coupled to said step assembly and selectively operable to swing said step assembly about said axis between a first position, wherein said step tread is substantially horizontally oriented at a level below the pivot axis and is thus deployed to facilitate passenger entrance from said second level, and a second position wherein said sectional floor surface is substantially horizontally oriented at a level above said pivot axis and is thus deployed to facilitate passenger entrance from said first level.
2. The combination of claim 1 wherein said second distance is substantially equal to said predetermined height such that in the second position of said step assembly said sectional floor surface is substantially level with and forms a continuation of the floor.
3. The combination of claim 1 wherein said step assembly carries a plurality of step treads, there being a corresponding number of step treads formed in said car at the bottom of said entranceway and below the level of said floor.
4. The combination of claim 1, 2 or 3 including power means operative to effect pivotal movement of said step assembly selectively to said first or said second position, and releasable locking means to retain said step assembly against inadvertent displacement from said second position.
5. The combination of claim 1, 2 or 3 including power means operative to effect pivotal movement of said step assembly selectively to said first or said second position, and releasable locking means to retain said step assembly against inadvertent displacement from said second position, and further comprising emergency actuating means which are operable to disconnect said power means and disengage said locking means, thus freeing said step assembly for manual operation.
6. The combination of claim 1, 2 or 3 wherein said step assembly includes a shell surface which extends generally transverse to the planes of the sectional floor surface and the step tread, said shell surface when the step assembly is in said second position being substantially continuous with adjacent regions of the outer surface of the car.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA000379997A CA1157319A (en) | 1981-06-17 | 1981-06-17 | Pivoting steps for rail car |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA000379997A CA1157319A (en) | 1981-06-17 | 1981-06-17 | Pivoting steps for rail car |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1157319A true CA1157319A (en) | 1983-11-22 |
Family
ID=4120251
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000379997A Expired CA1157319A (en) | 1981-06-17 | 1981-06-17 | Pivoting steps for rail car |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA1157319A (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2669871A1 (en) * | 1990-11-29 | 1992-06-05 | Renfr | SYSTEM OF FOOTBOARDS FOR THE ENTRY OR EXIT OF VEHICLES. |
| EP1285815A1 (en) * | 2001-08-16 | 2003-02-26 | Roberto Calcatelli | Safety folding footboard for camper vans, caravans, and similar vehicles |
| CN108819966A (en) * | 2016-06-13 | 2018-11-16 | 重庆中车长客轨道车辆有限公司 | Straddle-type single-track vehicle escape device |
| DE102021106799A1 (en) | 2021-03-19 | 2022-09-22 | Bayerische Motoren Werke Aktiengesellschaft | Vehicle with a foldable step |
-
1981
- 1981-06-17 CA CA000379997A patent/CA1157319A/en not_active Expired
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2669871A1 (en) * | 1990-11-29 | 1992-06-05 | Renfr | SYSTEM OF FOOTBOARDS FOR THE ENTRY OR EXIT OF VEHICLES. |
| EP1285815A1 (en) * | 2001-08-16 | 2003-02-26 | Roberto Calcatelli | Safety folding footboard for camper vans, caravans, and similar vehicles |
| CN108819966A (en) * | 2016-06-13 | 2018-11-16 | 重庆中车长客轨道车辆有限公司 | Straddle-type single-track vehicle escape device |
| DE102021106799A1 (en) | 2021-03-19 | 2022-09-22 | Bayerische Motoren Werke Aktiengesellschaft | Vehicle with a foldable step |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| MKEX | Expiry |