DE4329614C2 - Entry for rail vehicles - Google Patents

Abstract

An entry step for rail vehicles has at least one step which can be moved outwards in the region of the entry. In order to be able to adapt the entry to different heights of platforms or passenger waiting areas and/or to different distances from the platform or from the passenger waiting area, at least three steps (1, 2, 3) are provided, at least the lowest step (1) of which is constructed so as to be capable of moving out and the top step (3) of which is constructed so as to be capable of moving out and of being retracted. <IMAGE>

Description

The invention relates to an entry for rail driving witness according to the preamble of claim 1.

Such entrances are used for easy passenger changes from a passenger waiting area to the level of the vehicle soil.

Rail vehicles are known in which one The step can be swung out to make it easier to get in you. An adaptation to different levels of passenger waiting areas are not possible.

CH 421 723 concerns an entry arrangement for public public transport of the type mentioned at the beginning with an egg ner gradual deposition of the vehicle floor in one climbing area covered by an upper step which is in the basic position at the level of the vehicle floor is arranged and can be moved into an operating position, in which it is lowered to the deposition or in which it is pivotable with the release of the deduction. It is further a lower step is provided below the upper one Step is pivotally arranged. The disadvantage is that the upper step, apart from the basic position, only one white tere operating position in which only the Abset tion becomes effective as a medium level. Distances or gaps between platform and vehicle are with the upper step stage cannot be bridged, so that more distant path do not increase in the basic position and operating position are common.  

DE 37 08 498 A1 relates to a controller for a extendable railway car step and shows the use two steps, an upper fixed step and a lower extendable step. So they are single Lich only two operating positions possible, so that The range of use of the known arrangement is very limited.

The FR 25 34 202 shows an entry with one more tiered ladder with the side rails above ground in Ku Lissen guides are mounted on the chassis of the driver are attached. The ladder is as such Complete unit can be extended and retracted to bridge the Height between the road and the tread. Here are the Steps of the ladder are fixed relative to each other. on Because of this fixed arrangement, an optional outward or inward movement of the top step basically not possible.

The object of the present invention is a platform at different heights or passenger waiting areas different distances between the platform and vehicle customizable entry for rail vehicles create.

This task is achieved by an introduction with the features of claim 1 solved.

Advantageous further training result from the subclaims.

The invention will now be described with reference to the accompanying Drawing, in which exemplary embodiments are shown, are explained in more detail.

It shows  

Fig. 1 and 2 representations of the initial situation at low platforms,

FIGS. 3 and 4 are illustrations of the initial situation with raised platforms,

Fig. 5 in section a first embodiment of a sill with three treads for a rail vehicle,

Fig. 6 is a front view of a box for the tread according to Fig. 1,

Figure 7 is an entry with three treads vehicle. In section a second embodiment in an exemplary module for a rail,

Fig. 8 is a front view of the Trittstufenmo duls according to Fig. 7,

FIGS. 9 to 17 different drive devices for extending (pushing, pivoting, folding out) of the lower tread,

FIGS. 18 and 19, two different drive devices for one-extension of the upper step and

Fig. 20 level to 22 different embodiments for equalization or for the elimination of a threshold in the region of the upper passage.

The same components in the figures of the drawing are included provided with the same reference numerals.

The entry shown is a three-stage entry from the level of the passenger waiting area 4 to the level of the vehicle floor 5 . The entry described and shown below allows the passenger change of rail vehicles 8 with the vehicle floor 5 lying high on the following platforms:
I city / tram system (BOStrab)
Ia street-flush / rail-flush platforms (height approx. 0 cm above the top edge of the rail = SO)
Ib low or island platforms (height approx. 0 to 15 cm above SE)
Ic central platforms (height approx. 35 to 50 cm above SE)
Id elevated platforms (height approx. 80 to 95 cm above SE)
II Federal or NE railways (EBO)
IIa 38 cm (above SE) EBO platform with 1.60 m distance to the track axis
IIb 76 cm (above SE) EBO platform with 1.70 m distance to the track axis

The lower stage 1 will climb horizontally for the web
Ia street / rail-flush platform ( Fig. 1)
Ib low or island platform ( Fig. 1) as well
IIa 38 cm - EBO platform ( Fig. 2)
drive out when changing passengers over the vehicle outer skin 6 , this lower stage for situation IIa ( Fig. 2) is used essentially for bridging the gap 7 between vehicle 8 and platform 9 . The basic or rest position during the journey and for the boarding situations Ic, Id and IIb is the retracted state; the height of the step is about 38 cm above the upper edge of the rail 11 in the vehicle starting position (ie static, unloaded condition, no wear of the wheel, etc.).

As an alternative to the sliding stage described (only horizontal movements when retracting and extending), a sliding-swivel stage or a similar construction can also be used for lower stage 1 .

The second (middle) stage 2 for situations Ia, Ib and IIa closes with its front edge approximately with the vehicle outer skin 6 . It is rigidly connected to the car body, the height above the top edge of the rail is approx. 63 cm. For the situation
Ic middle platforms
it represents the first entry level, for situations Id and IIb it remains hidden.

Upper level 3 , located approximately at the level of vehicle floor 5 (87 cm above the top of the rail), is a horizontal sliding level with the following positions and tasks:
Home position, position while driving and entry situation
Id elevated platforms
Completion of the front edge with the vehicle outer skin 6 , here function as part of the vehicle floor and step for entry, Fig. 3rd

For situations Ia, Ib, Ic and IIa, stage 3 is withdrawn under vehicle floor 5 and releases the middle, rigid stage. The vehicle floor takes over the function of the upper step (step) while simultaneously extending the lower, first step 1 for situations IA; Ib and IIa.

The change of passengers for the situation
IIb 76 cm - EBO platform
is carried out with the aid of the stage 3 , which extends over the outer skin of the vehicle and, in this position, fulfills the tasks of bridging the gap and performing the task of overcoming the height difference, cf. Fig. 4.

On the upper step 3 , the partial element of the vehicle outer skin is attached in the area of the front edge, which covers the gap between the middle and upper step in the basic position, provided that this area is not to remain open.

The tread width of the lower and middle levels 1 and 2 (last-mentioned width = retraction of the upper level 3 ) becomes, depending on the minimum width of the desired entry angle of the tolerated swept platform area for situation Ia and possibly Ib as well as the remaining gap to the 38 cm - EBO platform , Situation IIa.

The upper level extension for the entry level tuation IIb becomes 76 cm for the permissible residual gap - EBO platform and possibly in connection with the Choice of vehicle floor height for a handicapped friendly Chen selected entry.

Basically, two designs are seen before. On the one hand, the boarding area with the required components can be designed as a step box in which all components are permanently installed. In addition to the stages, this unit includes the drive units, the facial expressions and safety devices. These are shown in more detail in FIGS. 5 and 6.

The alternative design show FIGS. 7 and 8 with a separate installation of the two movable stages. There are two compact units, each of which can contain the elements mentioned above. For the entry area described, two different units are required (modular structure).

The design according to FIGS. 5 and 6 shows a tread-box 10 in a sheet steel or Stahlrahmenkon constructive tion, in which the various components, such as stages, drives, motion, and mechanical safety devices are installed. Such step boxes 10 are to be seen as an essential part of a vehicle, since they have a significant influence on the construction of the car body. For example, vehicle side members would have to be swiveled or moved to the center of the vehicle in order to keep the installation areas clear for the complete units. The boxes can be attached to the frame supports or stiffening plates of the car body substructure. In addition to the two movable stages, they also contain the rigid, middle stage.

In FIGS. 5 and 6 of the steps described is box schematically in cross section and in the front view shown.

FIG. 5 shows a possible installation situation in egg nem rail vehicle, such as a light rail vehicles.

The reference symbols in FIGS. 5 and 6 have the following meaning: 12 vehicle door
14 Floor of the passenger compartment
16 side members
18 cable ducts, trays for control boxes, electronics units
20 guided tours for levels 1 and 3
22 Cladding part (outer wall of the vehicle) for level 2

FIGS. 7 and 8 show the already mentioned Trittstu fenbereich with a modular structure. Each movable stage 1 and 3 with drive, kinematics and safety devices forms a compact, closed unit 24 , 26 . In contrast to the design according to FIGS. 5 and 6, it is less to be classified as a construction component, but rather as an integrated unit. The entry area contains two different compact units. The medium, rigid level 2 is an integral part of the vehicle body. In Fig. 7, the changed installation situation on the vehicle in the modular design compared to the design according to Fig. 5 can be clearly seen. Reference numeral 28 denotes a stage 2 trim member attached to the upper stage 3 .

The individual stages 1 , 2 and 3 of the entry will be described in more detail below with reference to FIGS. 9 to 24.

In the idle state, the lower stage 1 is covered behind the vehicle outer skin 6 or under the vehicle floor. In the event of an operation, it must be extended and then represents the lowest possible step when entering the vehicle.

Stage 1 must be motorized from its rest or starting position to a certain height above the top of the rails, cf. Fig. 1 to 4, be moved directly to the outer skin 6 of the vehicle. You must be statically sufficient to be able to accommodate the weight load when changing passengers sel on a load-bearing width of about 1.5 m. The storage and guidance of the stage can be done by a lateral link guide 20 , cf. Fig. 6, or a telescopic pull-out. Rolling bearings, balls or slide rails can be used here at the power transmission points. It is also possible to use rotatable, lateral guide struts, which can be mounted in roller bearings or plain bearing bushes. The stage can reach the operating position in several ways. Three different types of movement are explained below with reference to FIGS. 9 to 17, namely the pushing out, swinging out and unfolding.

FIGS. 9 to 14 show the pushing out stage 1. Stage 1 is brought out linearly from under the car floor or out into the operating position through a recess in the outer skin of the vehicle. The end positions are defined here by the drive mechanism and can also be defined by limiting the movement paths (stops, limit switches). The statically safe design is easy with this design. The linear movement can be generated by various drives. FIGS. 9 and 10 outline the use of a toothed wheel / rack combination 30 with electric motor drive 32. FIG. 9 shows stage 1 in the retracted state and FIG. 10 in the extended state. Other options are a split, counter-rotating spindle drive 34 with scissor mechanism 36 , cf. FIGS. 11 and 12, or a direct drive spindle 38, see FIG. FIGS. 13 and 14. Figs. 11 and 12 show the stage 1 in the extended state in a Seitenan view and plan view, in which reference numeral 40 denotes the driving generating outer edge. Fig. 13 shows a top view with retracted level 1 and Fig. 14 is a Be tenansicht with extended stage 1.

The use of a hydraulic or pneumatic cylinder as a direct or indirect drive is also possible Lich.

In FIG. 15, the pivoting of the stage 1 is shown. Here, stage 1 executes a curved movement 42 which is caused by lateral strut pairs 46 which can be driven by a drive cylinder 44 . The stage can be swiveled up or down, whereby monitoring must be carried out at the end positions, since they are not clearly defined. Here, locking can take place when the respective end position is reached. This is particularly important in the operating position during passenger use. Unintentional lowering must be ruled out.

Figs. 16 and 17 show a further movement, namely, the deployment of the lower level 1. The underside of the step therefore forms part of the outer skin 6 of the vehicle. The stage is rotatably supported 47 and is rotated 90 ° away from the vehicle if necessary, so that the tread surface is released for use. The component can be stored laterally in roller or plain bearings. The movement of the stage can e.g. B. bewerkstel by rotation of the axis via an electric drive 48 . Here, a worm or gear transmission 50 , which acts on the shaft, can be used, Fig. 16. Another drive option is shown in Fig. 17 Darge. Here, the drive 52 acts on components 54 , which are located in the extension of the step frame behind the vehicle outer skin and are used as a lever arm for power transmission.

The end position of the stage is limited by the Rotation set. With a suitable dimension The step frame and the bearing bolts is a sta Sufficiently safe design possible.

Depending on the design of the entry area, the middle step 2 becomes part of the steel frame construction of a step box 10 or part of the vehicle construction, FIG. 7. In any case, it is a rigid component, the position of which in the entry area is determined by the boundary conditions described. An advantage of this design is the minimization of the number of moving components. In addition, the illustrated structure of the entry area only makes sense at all, since three units with movable steps show no significant advantage over the step box from the point of view of the vehicle construction.

In the starting position, the upper stage 3 forms part of the passenger compartment floor 5 in the door area. It is flush with the outside edge of the vehicle, cf. Fig. 3, 18 and 19. For certain situations, entry is pulled the stage to the carriage towards the center under the indoor floor, and then outputs the average level that was covered by them first, free, see FIG. Fig. 1 and 2. In a further application, the step is pushed out to the outside by a desired amount. Level 3 is pushed out and in zero position is the only usable appearance, cf. Fig. 3 and 4. Since the step under the Fahrgastraumbo is slidable, a threshold that corresponds in height to the floor structure must be accepted. Constructive options for their elimination are shown below.

The part of stage 3 that is visible and usable in the rest position corresponds in width and depth to the other two stages 1 and 2 , cf. also Figs. 18 and 19. The Ge samttiefe stage 3 results from the depth of the ver covered middle stage 2 as well as the desired Ausschu blänge 60th This area is covered by the passenger compartment floor 5 in the rest position. Since the step can also be retracted (pull-in length 62 ), it must be taken into account that there are installation dimensions that can be 40% of the width of the vehicle. Since entrances can be provided in parallel on both sides of the vehicle, it is clear from this that the units must be as compact as possible. The use of a central drive, which lies between the steps and optionally acts on one of the steps, cannot be ruled out.

The drive unit of this stage 3 must be able to move the complete component linearly in two directions from the rest position. For this purpose, the use of a spindle drive with drive motor 56 , gear pair 57 , spindle 59 and spindle nut 61 , cf. Fig. 18 or a gear 58 / rack 63 combination with drive motor 65 , see. Fig. 19 provided. It is also possible to use a hydraulic or pneumatic cylinder, possibly in conjunction with a lever mechanism. Storage and guidance of the step frame can be ensured, as in step 1, by means of a telescopic pull-out (for the entire step or only for the protruding part) or by means of side link guides 67 .

When structuring the stepped frame and the guides, the special load due to the unsupported extension length 60 and the clear entry width of approx.1.5 m must be taken into account. The end positions (pushed out, retracted) of the step are determined with sufficient certainty by limiting the range of motion of the drive mechanism.

Operational safety is generally a top priority. The following safety aspects must therefore be taken into account for the components covered here:

• 1. The end positions of the steps in the idle state and ins especially when used by people in active Modus must be defi by design be kidneyed or by additional components such. B. Interlocks or stops can be defined. A additional monitoring of the level by z. B.  electromechanical components (limit switches, contact lais) should be aimed at.
• 2. A movement of the components from the active mode off to the starting position may only take place if the level is unloaded, use by So people no longer exist. Here's an over guarded by a load switch under a spring stored tread area possible. The appearance rich can also be by light or infrared barriers or motion detectors are monitored. A initiated movement of the steps is in response cancel one of the mentioned safety components.
• 3. When extending the steps, regardless of the ge chose form of movement, the collision with foreign bodies to be considered. Here's the movement through mechanical elements (slip clutch) as well through electrical or electronic components (end switch, contact strip, pressure wave switch, about load control) can be canceled.
• 4. Any malfunctions that occur should be recorded and reported to endanger the hazardous use of the Exclude component. The end position monitoring of the Stages with feedback to the driver or one electronic control unit is suitable for this neter solution.

In the event of a malfunction on a movable step is the further use by passengers, e.g. B. Verrie gels of the doors to exclude. This procedure is unpro blematic, since a rail vehicle with several exits is equipped on each side of the vehicle. A concrete need for action  in the event of a stage being damaged, if an extended step another vehicle movement prevented. A return of the defective stage in the Starting position must then be done manually. at hydraulic and pneumatic drives this would e.g. B. require a manual valve via which the cylinder is depressurized can be switched. With electric drives, the Possibility to manually operate the engine replace (crank mechanism, handwheel). If such interventions in the normal functional sequence influence on the end positions security, this must be done by additional safeguards can be restored (locking bolts, siche approximately jack). Basically, a return of the Stage via spring / damper systems conceivable, but are here with disadvantages z. B. to consider by fatigue.

The height of the passenger compartment floor structure results from the strength of the materials used and the static requirements. Since stage 3 must be pulled under the floor 5 in certain situations, there is a threshold at this height in the zero position or in the extended state, cf. Fig. 20. The loss of comfort when using the passenger can be reduced by chamfering the floor.

The threshold can be eliminated by partially raising the level 3 in the positions mentioned. For this purpose, the level is divided into three parts, an inner part 70 , a middle part 72 and an outer part 74 , of which the outer Part 74 and the inner part 70 are mounted in the rigid step frame at their front ends rotatable bar 76 , 78 and can be raised at their rear ends by the lifting device 80 . Figs. 20 to 22 show the possibilities, in rest position, Fig. 20 and 21, or extended level, Fig. 22, the Niveauun terschied between the surface of stage 3 and to overcome the passenger compartment floor. The reference numeral 82 denotes a rigid step frame.

Another way to minimize the threshold is to reduce the floor thickness. Here, the vehicle floor would have to be supported in the middle of the steps. It would be conceivable to hang the floor in the entry area via a central pole or with a support in the middle of the step, although step 3 would have to be slotted.

Claims (17)

1. Entry for rail vehicles with at least three steps ( 1 , 2 , 3 ) in the entry area, of which a bottom step ( 1 ) can be moved out from a basic position into an operating position and a top step ( 3 ) from a basic position an operating position can be moved out, a central step ( 2 ) being arranged in a stationary manner on the rail vehicle, characterized in that
close the steps ( 1 , 2 , 3 ) in the basic position flush with the outside edge of the vehicle and
the top step ( 3 ) can be moved from its basic position into another operating position. 2. Entry according to claim 1, characterized in that the lowest step ( 1 ) is hidden in the idle state behind the rail vehicle outer skin ( 6 ) or arranged under the vehicle floor. 3. Entry according to claim 1, characterized in that the steps ( 1 , 2 , 3 ) with their guides and drives ben installed in a box ( 10 ) made of a sheet steel or steel frame construction, which is integrated into the body structure of the rail vehicle. 4. Entry according to claim 3, characterized in that the box ( 10 ) is attached to the frame support or to the stiffening plates of the car body substructure. 5. Entry according to claim 1, characterized in that the movable steps ( 1 and 3 ) with guides and drives are each separate, separately attached to the car body construction of the rail vehicle units. 6. Entry according to claim 1, characterized in that the middle step ( 2 ) is designed as an integral part of the rail vehicle car body. 7. Entry according to claim 1, characterized in that the lowest step ( 1 ) can be pushed out and guided in a Kulis senführung ( 20 ) or a telescopic extension. 8. Entry according to claim 7, characterized in that for pushing out the step ( 1 ) a motor ( 32 ), hydraulically or pneumatically driven gear / rack and pinion drive ( 30 ) or counter-rotating spindle drive ( 34 ) with scissors mechanism ( 36 ) or direct spindle drive ( 38 ) is provided. 9. Entry according to claim 1, characterized in that the lowest step ( 1 ) is pivotally attached to a strut arm ( 46 ) which can be actuated by a drive cylinder ( 44 ). 10. Entry according to claim 1, characterized in that the lowest step ( 1 ) is arranged foldable about an axis of rotation ( 47 ). 11. Entry according to claim 10, characterized in that a motor ( 48 ) drivable worm or gear drive ( 50 ) is provided for folding out the step ( 1 ). 12. Entry according to claim 10 or 11, characterized in that the lowermost step ( 1 ) in the basic position bil det part of the outer skin of the rail vehicle. 13. Entry according to claim 1, characterized in that the top step ( 3 ) in the basic position forms part of the passenger compartment floor ( 5 ) in the door area and is flush with the vehicle outer edge and is also designed to be extendable and retractable under the passenger compartment floor, in such a way that in the retracted position, the middle step ( 2 ), which is covered in the basic position of the top step ( 3 ) by this step, is released. 14. Entry according to claim 13, characterized in that for extending and retracting the top step ( 3 ) a slidable storage and guidance in side Ku lissenführung or in a telescopic extension and a motor drive via a gear / spindle drive ( 56 ) or a gear / Rack and pinion drive ( 58 ) is provided. 15. Entry according to one of the preceding claims, characterized in that the end position of the pushing-out, swiveling, unfolding and retracting movement of the bottom and top step ( 1 and 3 ) is determined by means for limiting the movement. 16. Entry according to claim 15, characterized in that the means locking devices and / or stops are.   17. Entry according to one of the preceding claims, characterized in that the top step ( 3 ) in the movement direction consists of three parts ( 70 , 72 , 74 ), of which the two outer parts ( 70 , 74 ) frame in the steps on their front ends are rotatably mounted and are designed to be liftable at their rear ends by a lifting device ( 80 ).