EP1623902A1 - Wagennotausstiegsvorrichtung - Google Patents

Wagennotausstiegsvorrichtung Download PDF

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Publication number
EP1623902A1
EP1623902A1 EP04730074A EP04730074A EP1623902A1 EP 1623902 A1 EP1623902 A1 EP 1623902A1 EP 04730074 A EP04730074 A EP 04730074A EP 04730074 A EP04730074 A EP 04730074A EP 1623902 A1 EP1623902 A1 EP 1623902A1
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EP
European Patent Office
Prior art keywords
fix
unlock
door
ladder
car
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.)
Granted
Application number
EP04730074A
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English (en)
French (fr)
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EP1623902B1 (de
EP1623902A4 (de
Inventor
Takeshi Ishida
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Kawasaki Heavy Industries Ltd
Kawasaki Motors Ltd
Original Assignee
Kawasaki Heavy Industries Ltd
Kawasaki Jukogyo KK
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Kawasaki Heavy Industries Ltd, Kawasaki Jukogyo KK filed Critical Kawasaki Heavy Industries Ltd
Publication of EP1623902A1 publication Critical patent/EP1623902A1/de
Publication of EP1623902A4 publication Critical patent/EP1623902A4/de
Application granted granted Critical
Publication of EP1623902B1 publication Critical patent/EP1623902B1/de
Anticipated expiration legal-status Critical
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D19/00—Door arrangements specially adapted for rail vehicles
    • B61D19/02—Door arrangements specially adapted for rail vehicles for carriages
    • B61D19/023—Emergency exits
    • 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

Definitions

  • the present invention is directed to providing an emergency exit apparatus equipped in a vehicle composed of a single car or multi coupled cars and configured to allow passengers to escape from the vehicle or move between the cars of train, in unusual case during travel.
  • the present invention is directed to providing an apparatus suitably applied to a railway vehicle configured to be automatically operated in an unattended state without a driver or a conductor thereon.
  • the device of this type in the conventional car includes an emergency exit apparatus operated from inside or outside the car.
  • Atypical example of this is an emergency exit apparatus equipped in a rear portion of a bus.
  • the door By manually operating unlock handle attached to a door of an emergency exit, the door can be opened manually, and passengers can escape therefrom.
  • passengers In the vehicle traveling independently as a single piece, such as bus, passengers need not move from car from which they should escape to another car.
  • a train conductor operates an unlock handle of the emergency exit apparatus from inside the car and sets a ladder equipped as auxiliary equipment on the floor to allow passengers to escape from the train to a track outside the train through the ladder.
  • some devices should be made for passengers to move between cars urgently when trains with different destinations are traveling in a coupled state, or for passengers to move to and be accommodated in an assistance train coupled to a train under a failure condition.
  • a progressive one of emergency exit apparatuses applicable to the railway vehicle is registered as Japanese Patent No. 1992083 or EP Patent No. 0259886.
  • These emergency devices are devised according to their embodiments so that a rear surface of a door of an emergency exit can be utilized as a ramp to allow passengers to escape from a car, or a door is laterally moved to ensure an emergency exit to allow passengers to move between coupled cars.
  • Train operation of a guideway such as railway vehicle includes train operation conducted by/with driver and train operation without driver.
  • the former is called attended train operation (train operation by/with driver) and the latter is called unattended train operation.
  • passenger cabin is not substantially affected by a large emergency exit apparatus because of the presence of a conductor cabin, and complicated operation for evacuation of the passengers is performed by an expert conductor without substantial difficulty.
  • the large emergency exit apparatus undesirably narrows a space of the passenger cabin, and blocks the front view.
  • the present invention is directed to providing a means capable of meeting requirements for an emergency exit apparatus equipped in a vehicle of unattended operation and of meeting the requirements which have not been solved in the prior art apparatus.
  • the present invention is not limited to guideway vehicle of unattended operation, but applied to a train of attended operation or unguided vehicle driven independently as a single car without any problem.
  • the present invention is intended to improve safety in evacuation of passengers.
  • An emergency exit apparatus of the present invention comprises an emergency exit; a door system; auxiliary equipment; and a control system, wherein the emergency exit is provided at an end portion of a car, the door system includes a door openably mounted to the emergency exit, a lock mechanism configured to lock and unlock the door relative to a car body of the car, and an opening and closing mechanism configured to mount the door to the car body and to allow the door to be opened outward without interference with the car body, the auxiliary equipment includes a ladder, a ladder cover, an apron, and a fix mechanism configured to unfix the ladder when the apron is not used and to fix the ladder when the apron is used, and the control system includes an unlock switch configured to generate an unlock signal, a coupling detection mechanism configured to detect coupling or uncoupling between cars, an unlock control mechanism configured to place the lock mechanism at an unlock position, a backup unlock mechanism, a door open detection mechanism configured to detect opening of the door, a fix control mechanism configured to fix the ladder in unfixed state by the fix mechanism,
  • the lock mechanism forming a part of the door system includes a lock arm and a drive mechanism
  • the lock arm has a support member around which the lock arm is pivotable, and is structured such that an engagement portion engageable with a lock arm receiver is provided at one end thereof and an opposite end thereof is coupled to the drive mechanism by a pin to allow the door to be locked and unlocked by an operation of the drive mechanism using the lock arm receiver.
  • the opening and closing mechanism forming a part of the door system includes a support base, an input and output link, a lateral movement mechanism, and a coupling arm, or includes the support base, the input and output link, the lateral movement mechanism, the coupling arm, and an operation limit mechanism
  • the support base is mounted to the car body to support the door by elements of the opening and closing mechanism other than the support base and coupled to the lateral movement mechanism by two sets of pins provided at both ends of the input and output link to allow the lateral movement mechanism to pivot
  • the lateral movement mechanism is structured to have plural layers in which a lower layer thereof is coupled to the input and output link and an upper layer thereof is coupled to the coupling arm to allow the plural layers of the lateral movement mechanism to move relative to each other
  • the coupling arm is configured to couple the upper layer of the lateral movement mechanism to the door, and to couple one end of the operation limit mechanism to the support base and an opposite end of the operation limit mechanism to the upper layer of the lateral movement mechanism.
  • the auxiliary equipment includes the ladder, the ladder cover, the apron, and the fix mechanism
  • the ladder is mounted on a passage of the emergency exit by a mechanism which is configured to support and guide right and left sides of the ladder and is capable of being unfixed and fixed by the fix mechanism mounted in the vicinity of the ladder
  • the ladder cover is provided to cover the ladder
  • the apron is mounted on the ladder cover such that the apron is rotatable around a hinge to be extended outside the car.
  • the control system includes the unlock switch, the coupling detection mechanism, the unlock control mechanism, the backup unlock mechanism, the door open detection mechanism, the fix control mechanism, the backup fix mechanism, the fix detection mechanism, and the train information management system
  • the unlock switch is configured to generate the unlock signal and to send the unlock signal to the train information management system
  • the coupling detection mechanism is configured to generate coupling information and to send the coupling information to the train information management system
  • the unlock control mechanism is configured to receive the unlock signal through the train information management system and to perform control to cause the lock mechanism to be placed at an unlock position
  • the backup unlock mechanism is configured to be manually operated to cause the lock mechanism to be placed at the unlock position or a lock position
  • the door open detection mechanism is configured to generate door open information and to send the door open information to the train information management system
  • the fix control mechanism is configured to receive a fix signal or an unfix signal generated in the train information management system and to perform control to cause the fix mechanism to be placed at a fix position or an unfix position
  • the backup fix mechanism is configured to be manually
  • the staff in the operation control center acts as follows.
  • the passenger acts as follows according to the announced instruction, and each mechanism and equipment operates.
  • the coupling information is meant to indicate whether or not a coupler at the location of each emergency exit is coupled or uncoupled. At a location of the coupled state, move between the cars is selected, while at a location of the uncoupled state, escape from the car is selected.
  • the staff acts as follows based on the information sent through the communication means, etc.
  • the emergency exit apparatus is operated by a passenger.
  • the procedure of the operation varies between a portion of the emergency exit in coupled state and that in uncoupled state.
  • Fig. 1 shows a configuration in which a passenger moves between cars.
  • Emergency exit apparatuses 1 are respectively positioned at end portions of coupled cars 130. Usually, the passenger cannot move between the emergency exit apparatuses 1.
  • the operation procedure is as follows.
  • Fig. 1 shows a condition in which the passenger has operated an unlock switch 41 at an emergency exit 150.
  • TIMS train information management system
  • the present invention is configured such that, to avoid the opening of a door 21 during travel of a train 120, an emergency brake is applied, upon the operation of the unlock switch 41 during the travel of the train 120, thereby causing the train 120 to suspend after a while. After that, the TIMS confirms velocity zero, and unlocks the door 21.
  • a lock mechanism 22 is shown in two ways, i.e., lock and unlock.
  • Fig. 2 shows a condition in which the passenger has pushed the door 21 outside the car 130.
  • the door 21 is moved to be more distant from the car body of the car 130 by an operation of the opening and closing mechanism 23.
  • the passenger pushes the door 21 in the lateral direction in which the door 21 moves, thereby allowing the door 21 to be fully opened.
  • Fig. 3 shows a condition in which the passenger is going to lift up and rotate an apron 33 on a ladder cover 32 (see Fig. 6) covering a ladder 31 (see Fig. 6) installed on the floor to extend out the apron 33 outside the car 130.
  • Fig. 4 shows a condition in which the passenger walks on the extended-out apron 33 outside the car 130 and sees the door 21 of the opposite car 130 in front. Since the door 21 of the opposite car 130 is slightly distant from the car body as described above, the passenger draws the door 21 and moves the door 21 in the lateral direction to fully open the door 21.
  • the passenger After fully opening the door 21, the passenger extends out the apron 33 in the opposite car 130 toward the passenger, to allow the aprons 33 to be positioned between the cars 130.
  • Figs. 5 and 6 shows the train 120 in which the cars 130 are coupled to each other.
  • the emergency exit apparatuses 1 are equipped at the end portions of the cars 130. Between the coupled cars 130, the passenger can move to the next car 130. More specifically, the doors 21 of the cars 130 are both fully opened and the aprons 33 are both extended out. The doors 21 move outward from the car bodies of the cars 130 and in the lateral direction to be opened. Under this condition, the passengers start to sequentially move to the opposite car 130.
  • Fig. 5 shows that the emergency exits 150 are positioned to conform to each other in the lateral direction. This is because, opposite passages 190 are desirably arranged to extend in straight line shape to facilitate the evacuation of the passengers.
  • the emergency exits of this type are biased relative to the center of car bodies.
  • the passengers can escape from the cars through such emergency exits but cannot walk straight to move between cars because the opposite passages 190 are not arranged to extend in straight line shape.
  • the cars 130 of this embodiment are more advantageous in terms of safety and time than the cars equipped with the biased emergency exits.
  • Figs. 7 through 10 show a condition in which the passenger exits from the car.
  • the emergency exit apparatus 1 is equipped at the end portion of the car 130, corresponding to a front portion or a rear portion of the train 120.
  • the operation procedure in this case is as follows.
  • Fig. 7 shows that the passenger has operated the unlock switch 41 at the emergency exit 150.
  • the TIMS detects and recognizes an unlock signal and causes either one or both of the public address equipment and the indication equipment to announce and display an operation method and an evacuation method for passengers.
  • the present invention is configured such that, the emergency brake is applied, upon the operation of the unlock switch 41 during travel of the train 120, thereby causing the train 120 to suspend after a while, for the reason described previously. After that, the TIMS confirms velocity zero, and unlocks the door 21. On the other hand, if the unlock switch 41 is operated in a stopped state of the train 120, the door 21 is immediately unlocked under the zero velocity. In Fig. 7, operation of the lock mechanism 22 is shown in two ways, i.e., lock and unlock.
  • Fig. 8 shows a condition in which the passenger has pushed the door 21 outside the car 130.
  • the door 21 is moved to be more distant from the car body the car 130 by the operation of the opening and closing mechanism 23. Since the door 21 moves distant from the car body and in the lateral direction, the passenger pushes the door 21 in the lateral direction in which the door 21 moves, thereby allowing the door 21 to be fully opened.
  • Fig. 9 shows a condition in which the passenger is going to kick a near side of the ladder cover 32 covering the ladder 31 installed on the floor outside the car with the door 21 fully opened.
  • Fig. 10 shows a condition in which the ladder 31 and the ladder cover 32 kicked out by the passenger from the car 130 are automatically set by a gravitational force.
  • the ladder cover 32 is separated from the ladder 31 and the ladder 31 which is retractable is extended and set between the emergency exit 150 and the track 110.
  • Figs. 11 and 12 show a condition in which the passenger can escape from the car 130 of the train 120 with the doors 21 fully open and the ladders 31 extended out. Under this condition, the passengers sequentially step down the ladders 31 outside the car 130.
  • the ladders 31 for use in escape are set between rails of straight track.
  • the passengers may escape from the car 130 on curved track. So, if the end portion of the car 130 is biased relative to the track 110 and an end portion of the ladder 31 contacts the rail or a fastening device thereof, this may negatively affect the evacuation of the passengers. Therefore, it is desirable to position the emergency exits 150 as close to the center of the car body as possible and arrange them to be laterally symmetric.
  • Fig. 13 is a flowchart showing a series of operation steps and actions in a case where the passengers move between cars under the condition in which all the functions are proper.
  • the emergency exit apparatus 1 and the associated operation are as follows.
  • Fig. 14 is a flowchart showing a series of operation steps and actions in a case where the passengers escape from the car under the condition in which all functions are proper.
  • the emergency exit apparatus 1 and the associated operation are as follows.
  • Fig. 15 is a flowchart showing a series of operation steps and actions at a location where failure occurs in the unlock control mechanism 33.
  • the emergency exit apparatus 1 and the associated operation are as follows.
  • steps (1) through (14) in the procedure in Fig. 15 are identical to the steps (1) through (14) in the coupled state (Fig. 13) or uncoupled state (Fig. 14), they will not be further described.
  • Fig. 16 is a flowchart showing a series of operation steps and actions at a location where failure occurs in the fix control mechanism 46.
  • the emergency exit apparatus 1 and the associated operation are as follows.
  • steps (1) through (7) in the procedure in Fig. 16 are identical to steps (1) through (7) of the coupled state (Fig. 13) or uncoupled state (Fig. 14), they will not be further described.
  • Fig. 17 is a flowchart showing a series of operation steps and actions under the condition in which failure occurs in the TIMS.
  • the emergency exit apparatus 1 and the associated operation are as follows.
  • Fig. 18 is a flowchart showing a series of operation steps and actions under the condition in which failure occurs in the emergency communication equipment or the communication means.
  • the emergency exit apparatus 1 and the associated operation are as follows.
  • Fig. 19 is a flowchart showing a series of operations and actions during and after evacuation performed by the assistance staff outside the car.
  • the emergency exit apparatus 1 and the associated operation are as follows.
  • the communication means of the train relays this state information to the operation control center.
  • the assistance staff explains and announces the evacuation method to the passengers and guides them.
  • Fig. 19 is a flowchart showing a series of operation steps and actions during and after evacuation performed by the assistance staff outside the car.
  • the emergency exit apparatus 1 and the associated operation are as follows.
  • Figs. 20 through 26 show an embodiment of a construction of the emergency exit apparatus 1 for the unattended operation train, which allows the passengers to move between the cars 130 and to escape from the cars 130.
  • the door 21 is adapted to open outward.
  • the door 21 may be adapted to open inward or may be a sliding door. Nonetheless, of course, to give priority to the escape from the car 130 in the case of emergency, the rational structure is such that the door 21 is configured to open outward.
  • Fig. 20 is a longitudinal sectional view of the emergency exit apparatus 1 of the car 130, which is cut along the center of the car 130 in the longitudinal direction of the car 130.
  • two-dotted line represents the state in which the door 21 is accommodated in the emergency exit 150 of the car body of the car 130
  • solid line represents the state in which the door 21 moves distant from the car body.
  • An upper opening and closing mechanism 23U is accommodated in an upper portion of the car body, i.e., within a head jamb 160 of a ceiling, and a lower opening and closing mechanism 23L is accommodated in a lower portion of the car body, i.e., under the floor.
  • the door 21 is mounted by the upper and lower opening and closing mechanisms 23U and 23L at upper and lower positions, respectively.
  • the door 21 is configured to open and close outward and in the lateral direction (direction perpendicular to the longitudinal direction of the car body) relative to the car body by the operations of the upper and lower opening and closing mechanisms 23U and 23L to be described later.
  • a center column 170 is provided at the center portion on the car body to receive the closed doors 21 (see Fig. 23).
  • two sets of lock mechanisms 22 are accommodated in the upper and lower portions, respectively.
  • Each lock mechanism 22 includes two lock arms 22A for the right and left doors 21 and a drive mechanism 22C, for example, including one air cylinder 22C.
  • the unlock switch 41 is equipped on the center column 170.
  • Fig. 21 is a longitudinal sectional view of the emergency exit apparatus 1 of the car 130.
  • the doors 21 are provided at right and left positions relative to the center of the car body in the longitudinal direction of the car 130.
  • Fig. 21 shows the left door 21 which is cut along the vicinity of the center.
  • two-dotted line represents the state in which the door 21 is accommodated in the emergency exit 150 of the car body of the car 130, and solid line represents the state in which the door 21 moves distant from the car body.
  • entrance and exit columns 180 are provided on right and left sides of the center column 170 (see Fig. 23), and two sets of the lock mechanisms 22 are provided at upper and lower portions within each entrance and exit column 180, respectively.
  • the lock mechanisms 22 are configured like those of the center column 170, but includes one lock arm 22A.
  • the drive mechanisms 22C provided on the entrance and exit columns 180 on the right and left sides of the center column 170 include air cylinders 22C.
  • the lock arm 22A connected to the drive mechanism 22C moves and its tip end disengages from and engage with the lock arm receiver 21C provided on the door 21 side, thereby causing the closed door 21 to be unlocked and locked.
  • Fig. 22 is a transverse sectional view of the emergency exit apparatus 1 of the car 130, with the upper opening and closing mechanism 23U of the door 21 and its surroundings cut along a horizontal plane.
  • the doors 21 and the upper opening and closing mechanisms 23U are provided laterally symmetric with respect to the center of the car body in the longitudinal direction of the car 130.
  • the opening and closing mechanism 23 of this embodiment includes a support base 23A, an input and output link 23B, a lateral movement mechanism 23C, and a coupling arm 23D.
  • the support base 23A is a base portion mounted to a structure of the car body, and finally supports the whole of the upper opening and closing mechanism 23U.
  • the input and output link 23B is a mechanism configured to allow the door 21 to be opened and closed without any interference.
  • the input and output link 23B pulls the door 21 into a recess portion of an opening of the car body to close the door 21 and pulls the door 21 out to open the door 21 so as not to interference with the recess.
  • the lateral movement mechanism 23C serves to increase an opening width which is still insufficient only by an operation of the input and output link 23B, and to further move the pulled-out door 21 in the lateral direction to fully open the door 21.
  • the coupling arm 23D transmits movement of the input and output link 23B and the lateral movement mechanism 23C to the door 21. Simultaneously, the coupling arm 23D limits the movement of the door 21 and operates along with the lower opening and closing mechanism 23L.
  • Fig. 23 is a transverse sectional view of the emergency exit apparatus 1 of the car 130, with the center of the door 2 in the vertical direction and its surroundings cut along the horizontal plane.
  • the center column 170 is disposed at the center of the car body and entrance and exit columns 180 are provided on right and left sides thereof.
  • Fig. 23 shows the state in which the doors 21 are closed and the state in which the doors 21 are opened in the lateral direction.
  • two sets of emergency exit apparatuses 1 are provided on right and left sides of the center of the car body, and two passages 190 are provided on right and left sides for the passengers to pass therethrough.
  • one set of the emergency exit apparatus 1 may be provided and one passage 190 with increased opening dimension may be provided. In that case, the door 21 is opened to the left or to the right.
  • Figs. 24(a), 24(b), and 24(c) are transverse sectional views of the emergency exit apparatuses 1 of the car 130, in which a portion slightly located above the floor 200 of the car 130 is cut along a horizontal plane.
  • the lower lock mechanisms 22 are accommodated in the center column 170 and the entrance and exit columns 180. As in the case of the upper lock mechanisms 22, they are invisible from the passenger cabin of the car 130.
  • the lock mechanisms 22 within the right and left entrance and exit columns 180 engage with and disengage from the lock arm receivers 21C located on outer positions of the right and left doors 21 and the lock mechanisms 22 within the center column 170 engage with and disengage from the unlock arm receiver 21C located on center (inner) positions of the doors 21.
  • a fix mechanism 34 to be described later is installed on the center line of the car body.
  • Fig. 25 is a transverse sectional view of the emergency exit apparatuses 1 of the car 130, with the lower opening and closing mechanisms 23L of the doors 21 and its surroundings cut along a horizontal plane.
  • the doors 21 and the lower opening and closing mechanisms 23L are disposed laterally symmetric relative to the center of the car body in the longitudinal direction of the car 130.
  • the opening and closing mechanism 23L of this embodiment includes the support base 23A, the input and output link 23B, the lateral movement mechanism 23C, and the coupling arm 23D, as in the above described opening and closing mechanism 23U, and further includes an operation limit mechanism 23E, which will be described later.
  • the door system 2 includes the doors 21, the lock mechanisms 22, and the opening and closing mechanism 23.
  • the door 21 is adapted to usually close the emergency exit 150 and open in evacuation as indicated by a two-dotted line in Fig. 26.
  • the door 21 obtains strength by a peripheral frame 21A and is provided with a glass window 21B at the center portion to allow the passengers to see from inside the car 130.
  • the lock arm receivers 21C are provided at four positions, upper and lower positions on both sides of the frame 21A and configured to engage with the lock arm 22A of the lock mechanism 22. Further, as shown in Fig. 21(a) and Fig. 21(b) which is an enlarged view of a portion represented by Z, the frame 21A is supported at upper and lower positions by coupling of the coupling arms 23D of the opening and closing mechanism 23.
  • a clearance between the door 21 and the emergency exit 150 is sealed by a molded rubber or the like to inhibit entry of rain water or draft.
  • Such a seal member (not shown) mounted to the car body side functions under pressurized contact with the door 21.
  • the force required for the pressurized contact is generated effectively in such a manner that the lock arm 22A is brought into engagement with and tightly mesh with the lock arm receiver 21C to cause the door 21 to be pulled toward the car body, thus completing lock.
  • the lock mechanism 22 is an important component, and includes the lock arm 22A, the drive mechanism 22C, etc.
  • One lock arm 22A or a set of two lock arms 22A are pivotally mounted by pins around the support member 22B.
  • An engagement portion engageable with the lock arm receiver 21C is formed at one end of the lock arm 22A and the other end thereof is coupled to an output shaft of the drive mechanism 22C by pin such that the lock state is usually maintained.
  • the air cylinders 22C1 or the solenoid reciprocation mechanism may be selected as the drive mechanism 22C, the air cylinders 22C1 are the simplest.
  • the drive mechanism 22C including the air cylinders 22C1 is constructed in two methods for the safety.
  • One of the two methods is such that, as shown in Fig. 29, lock is accomplished by a force of the springs 22D mounted in the cylinders 22C1 and unlock is accomplished by supplying compressed air to push back the springs 22D.
  • the other method is, as shown in Fig. 33, the compressed air is supplied to two chambers within cylinders 22C2 alternately so that lock and unlock are accomplished by an air pressure of the compressed air.
  • the former method may be incapable of unlocking the door 21 if there is a loss in air pressure, but can deal with this by multiplexing air sources.
  • the latter method may cause the door 21 to be unlocked due to the loss in the air pressure.
  • the drive mechanism 22C of the lock mechanism 22 on the lower side may be directed downward as shown in Fig. 20 to produce a force of the weight of the piston and the piston rod, thus allowing the door 21 to be locked.
  • the drive mechanism 22C including the solenoid reciprocation mechanism 22C3 obtains the locking force by two methods.
  • One method is, as shown in Fig. 35, that lock springs 22D are incorporated into output shafts.
  • the other method is, as shown in Fig. 36, that lock is accomplished by a fall of a contact of an unlock control contactor 43B forming an unlock control mechanism 43.
  • the former method requires to obtain an electric energy for unlocking the door 21.
  • the latter method requires to obtain an electric energy for locking and unlocking the door 21.
  • the opening and closing mechanism 23 includes the support base 23A, the input and output link 23B, the lateral movement mechanism 23C, and the coupling arm 23D, or includes these elements and the operation limit mechanism 23E.
  • the former mechanism is mounted in an upper portion as shown in Fig. 22 and the latter mechanism is mounted in a lower portion as shown in Fig. 25.
  • the support base 23A serves to mount the entire door 21 to the car body and to rigidly fix the upper and lower opening and closing mechanisms 23 to the car body.
  • the input and output link 23B serves to couple the support base 23A to the lateral movement mechanism 23C.
  • the input and output link 23B permits a link movement in the shape of parallelogram by two sets of pins provided at both ends of the input and output links 23B.
  • the door 21 is capable of being opened and closed so as not to interfere with the opening of the car body.
  • the lateral movement mechanism 23C is provided to increase a lateral movement of the door 21 which may be still insufficient only by the operation of the input and output link 23B.
  • the lateral movement mechanism 23C is constructed by a slide mechanism having two or more layers, which is configured to move only in the two-dimensional direction.
  • the lateral movement mechanism 23C is formed by a linear guide (manufactured by NSK. Ltd) 23C2 or the like.
  • the lateral movement mechanism 23C of this embodiment has a two-layer structure, including a linear guide 23C2 structured such that two sets of bearings 23C4 slide on rail 23C3 equipped on a base 23C1 in a lower layer and a linear guide 23C2 structured such that one or two sets of bearings 23C4 slide on rail 23C3 equipped on the base 23C1 in an upper layer.
  • the base 23C1 in the lower layer and the input and output link 23B are coupled to each other by pins.
  • the base 23C1 in the upper layer is supported by the bearing 23C4 in the lower layer, and the bearing 23C4 in the upper layer and the coupling arm 23D are coupled to each other. In this manner, the door 21 is mounted to be openable and closable.
  • the lateral movement mechanism 23C is formed by plural layers of the linear guides 23C2, a required stroke is gained by the lateral movement mechanism 23C with a shorter stroke. If the stroke is insufficient, this can be well dealt with by providing an intermediate layer.
  • two sets of bearings 23C4 are provided per rail in each linear guide 23C2 of the upper opening and closing mechanism 23U, other than the upper layer linear guide so that the construction in the movement direction of the door 21 supported by the upper and lower opening and closing mechanisms 23U and 23L becomes stable.
  • an opening keeping mechanism 23F is added to keep the door 21 opened so that the door 21 fully opened will not be closed by a gravitational force or the like. This is accomplished by mounting a commercially available spring catcher (not shown) between the coupling arm 23D and the support base 23A.
  • the operation limit mechanism 23E serves to limit the movement on the coupling arm 23D side within a predetermined movement track relative to the car body, and includes the lower opening and closing mechanism 23L in this embodiment.
  • the input and output link 23B and the lateral movement mechanism 23C individually limit the movement of the door 21, and allow the door 21 to freely move within a two-dimensional plane if these are combined with each other.
  • the operation limit mechanism 23E limits the movement of the door 21 within a predetermined track to inhibit interference between the door 21 and the car body
  • the operation limit mechanism 23E includes a track plate or a track groove 23E1 provided on the support base 23A side and a roller 23E2 mounted on the lateral movement mechanism 23C side and configured to move along with the track plate or the track groove 23E1 or under limitation of these. Such a construction causes the door 21 to open and close to draw a movement track as shown in Fig. 25.
  • the auxiliary equipment 3 includes the ladder 31, the ladder cover 32, the apron 33, and the fix mechanism 34 (see Fig. 20).
  • the ladder 31 is provided in collapsible state on the floor 200 which is the passage 190 of the emergency exit 150 as shown in Fig. 6.
  • the specific structure of the ladder 31 may be a ladder 31 portion registered as Japanese Utility Model Application No. 2572728. Since the ladder 31 does not perform its function when placed on the floor 200, it is necessary to prepare a mechanism which supports and guides right and left sides of the ladder 31 to mount the ladder 31.
  • the ladder cover 32 is installed to allow the passengers to walk on the ladder cover 32 as well as to mount the apron 33. Thereby, the passengers easily move to the next car.
  • the door 21 With the door 21 closed, the door 21 holds the ladder 31 and the ladder cover 32 within the car 130 to inhibit these from protruding outside. Further, the ladder 31 and the ladder cover 32 do not move inward inside the car 130. It is desired that, with the door 21 opened, the ladder 31 and the ladder cover 32 slide outside the car 130 by applying a certain force or more, for example, a force sufficient to kick the ladder 31 and the ladder cover 32 outside the car 130.
  • One apron 33 is provided on a upper surface of the ladder cover 32 to correspond to each passage 190.
  • the collapsible apron 33 is superposed on the ladder cover 32 inside the car 130.
  • the apron 33 is rotated around a hinge 33A and extended out to protrude outside the car 130 as indicated by a two-dotted line in Fig. 6 and as shown in Fig. 5.
  • the fix mechanism 34 is an important component configured to fix the ladder 31 to inhibit the ladder 31 from protruding outside during the move between the cars 130, and includes an operation mechanism 34C, a wedge 34B attached to a tip end of an output shaft of the operation mechanism 24C, and a fix pin 34A1 mounted on a spring press member 34A movable by the wedge 34B, and usually keeps the ladder 31 unfixed.
  • Figs. 24(b) and 24(c) are embodiments of the fix mechanism 34.
  • the fix mechanism 34 is mounted between the ladder covers 32 covering the right and left ladders 31.
  • Fig. 24(b) shows a fixed state of the ladder cover 32 and
  • Fig. 24(c) shows an unfixed state of the ladder cover 32.
  • the wedge 34B attached at the tip end of the output shaft of the operation mechanism 34C pushes the press member 34A having an inclined face, thereby causing a fix pin 34A 1 to be inserted into the ladder 31 from lateral side of the ladder cover 32 according to the movement amount of the press member 34A.
  • the return spring 34D mounted on the press member 34A keeps the ladder 31 unfixed.
  • the air cylinders 34C1 or the solenoid reciprocation mechanism may be selectively used as the operation mechanism 34C, the air cylinders 34C1 are the simplest.
  • the operation mechanism 34C including the air cylinders 34C1 is constructed in two methods for the safety.
  • One method is, as shown in Fig. 29, such that the force of the springs mounted in the cylinders keep the ladder 31 unfixed and the compressed air is supplied to push the spring back to cause the ladder 31 to be fixed.
  • the other method is, as shown in Figs. 33 and 34, such that the compressed air is supplied to two chambers within the cylinder alternately, and the air pressure causes the ladder 31 to be fixed or unfixed.
  • the former method may be incapable of fixing the ladder 31 if there is a loss in the air pressure, but can deal with this by multiplexing air sources.
  • the latter method may cause the ladder 31 to be fixed due to the loss in the air pressure.
  • the return spring 34D is incorporated into the press member 34A to allow the ladder 31 to be unfixed.
  • the operation mechanism 34C can reliably fix the ladder 31 to inhibit the ladder 31 from protruding outside the car 130 during the move of the passengers between the cars 130. Unfix and fix of the ladder 31 will be described later in association with the fix control mechanism 46.
  • the operation mechanism 4C including the solenoid reciprocation mechanism is constructed in two methods as a means for ensuring the unfixed state of the ladder 31.
  • One method is, as shown in Fig. 35, such that the return spring 34D is incorporated into the output shaft.
  • the other method is, as shown in Fig. 36, such that the contactor forming the fix control mechanism 46 is configured to switch between unfix and fix.
  • the former method requires to obtain the electric energy for fixing the ladder 31 and the latter method requires to obtain the electric energy for unfixing and fixing the ladder 31.
  • the operation mechanism 34C can reliably fix the ladder 31 to inhibit the ladder 31 from protruding outside the car 130 during the move of the passengers between the cars 130. Unfix and fix of the ladder 31 will be described in detail in association with the fix control mechanism 46.
  • the control system 4 includes the unlock switch 41, the coupling detection mechanism 42, the unlock control mechanism 43, the backup unlock mechanism 44, the door open detection mechanism 45, the fix control mechanism 46, the backup fix mechanism 47, the fix detection mechanism 48, and the TIMS 49.
  • the TIMS 49 detects and recognizes velocity information VEI, unlock signal ULS from the unlock switch 41, coupling information COI from the coupling detection mechanism 42, door open information DOI from the door open detection mechanism 45, fix information FXI (or unfix information UFI) from the fix detection mechanism 48.
  • the TIMS 49 sends an emergency brake signal EBS, a public address signal PAS, an indication signal IDS, the unlock signal ULS, the fix signal FXS (or unfix signal UFS), and state information STI, to braking equipment VBE, the public address equipment PAE, the indication equipment IDE, the unlock control mechanism 43, the fix control mechanism 46, and communication means RCM, respectively.
  • the TIMS is typically defined as being configured by a signal or multiple systems and equipped in the car 130 of the train 120 and having a function for collectively managing signals or information of the entire train 120.
  • the TIMS 49 is limited not to include this function but to have a function required to control the emergency exit apparatus 1.
  • the TIMS 49 at least has the following functions:
  • the unlock switch 41 is desirably of a press button type, provided with a protection cover, which is for use with fire alarm device. This type of switch remains unrestored once pressed, and is capable of keeping operated unless the train conductor operates it.
  • the coupling detection mechanism 42 is configured such that the limit switch (not shown) provided on an appropriate location of the coupler 140, for example, a coupler portion, detects the presence or absence of a coupling portion of the opposite coupler. It is appropriate to judge that the coupler 140 is coupled when the contactor of the limit switch is pushed back by the opposite coupler and that the coupler 140 is uncoupled when the contactor of the limit switch is at a free position.
  • the unlock control mechanism 43 is a generic term of electricity control and air control circuits, or electricity control and operation mechanisms, which are configured to receive the unlock signal ULS from the TIMS 49 and configured to cause the lock mechanism 22 to operate. Upon receiving the unlock signal ULS from the TIMS 49, the electromagnetic valve of the corresponding air control circuit or the contactor of the corresponding electricity control circuit operates.
  • the electromagnetic valve supplies the compressed air from the air source to the air cylinder, or the contactor supplies the electric energy from the power supply to the solenoid reciprocation mechanism, thereby allowing the lock mechanism 22 to be placed at unlock position with the above mechanism and to thereby allow the door 21 to be opened.
  • Fig. 29 is a first embodiment in which the drive mechanism 22C employs the air cylinders.
  • the drive mechanism 22C is constructed such that upper and lower cylinders 22C1 are provided with lock springs 22D.
  • Fig. 29 shows the lock mechanism 22 in an usual manner, placed at a lock position by the spring force, etc.
  • each of the upper and lower cylinders 22C1 flows through an unlock control magnetic valve 43A and a three-way cock 44A which is the backup unlock mechanism 44 inside the car 130, and is exhausted from a special three-way cock 44B which is the backup unlock mechanism 22 outside the car 130 as indicated by an arrow V in Fig. 29.
  • the lock mechanism 22 locks the door 21 by the force of the lock springs 22D.
  • the side where the lock springs 22D are stored communicates with atmosphere.
  • Fig. 30 shows the lock mechanism 22 placed at an unlock position by the unlock control mechanism 43, etc.
  • the unlock control electromagnetic valve 43A which is the unlock control mechanism 43 receives the unlock signal ULS.
  • the unlock control electromagnetic valve 43A switches, and under this condition, the compressed air is supplied from the air reservoir to an inside of each of the cylinders 22C1.
  • the air pressure of the compressed air which exceeds the force of the lock spring 22D, moves the piston, and thereby the lock arm 22A disengages from the lock arm receiver 21C, thus causing the door 21 to be unlocked.
  • the unlock control electromagnetic valve 43A does not receive the unlock signal ULS any more, it returns and the air cylinder 22C1 with the lock spring is placed at the lock position, as shown in Fig. 29.
  • Fig. 33 shows a second embodiment in which the drive mechanism 22C employs the air cylinders.
  • the drive mechanism 22C includes two-chamber air cylinders 22C2 which are not equipped with the lock springs.
  • Fig. 33 shows the lock mechanism 22 in a usual state, placed at a lock position by the compressed air within the second chambers of the cylinders 22C2, etc.
  • each of the upper and lower air cylinders 22C2 flows through the unlock control magnetic valve 43A and the three-way cock 44A which is the backup unlock mechanism 44 inside the car 130, and is exhausted from the special three-way cock 44B which is the backup unlock mechanism outside the car 130 as indicated by an arrow V in Fig. 33.
  • the lock mechanism 22 locks the door 21 by the air force within the second chambers.
  • Fig. 34 shows the lock mechanism 22 placed at the unlock position by the unlock control mechanism 43, etc.
  • the unlock control electromagnetic valve 43A which is the unlock control mechanism 43 receives the unlock signal ULS.
  • the unlock control electromagnetic valve 43A switches, and the compressed air is supplied from the air reservoir to an inside of the first chamber of each of the air cylinders 22C2.
  • the air pressure of the compressed air causes the piston to move to cause the air to be exhausted from the second chambers.
  • the lock arm 22A disengages from the lock arm receiver 21C, thus causing the door 21 to be unlocked.
  • the unlock control electromagnetic valve 43A does not receive the unlock signal ULS any more, it returns, and the air cylinder 22C2 is placed at the lock position, as shown in Fig. 33.
  • Fig. 35 shows a third embodiment in which the drive mechanism 22C employs the solenoid reciprocation mechanism.
  • the drive mechanism 22C is constructed such that the lock springs 22D are mounted on reciprocators of output shafts of solenoids 22C3.
  • Fig. 35 shows the lock mechanism 22 placed at an unlock position by an unlock control contactor 43B which is the unlock control mechanism 43, etc.
  • each solenoid 22C3 causes the reciprocator to operate by an electromagnetic force which exceeds the force exerted by the lock spring 22D, thereby causing the lock mechanism 22 to be placed at an unlock position.
  • the unlock control contactor 43B does not receive the unlock signal ULS any more and thereby is released, the electromagnetic force does not exist any more. Under this condition, each solenoid 22C3 is placed at the lock position by the force exerted by the lock spring 22D.
  • Fig. 36 shows a fourth embodiment in which the drive mechanism 22C employs the solenoid reciprocation mechanism.
  • the drive mechanism 22C includes solenoids 22C4 without lock springs.
  • Fig. 36 shows the drive mechanism 22C placed at an unlock position by the unlock control contactor 43B which is the unlock control mechanism 43, etc.
  • the contact lifts up to cause the unlock control contactor 43B to be closed according to the unlock signal ULS
  • a current flows through each of the upper and lower solenoids 22C4 in a direction to unlock the door 21, and each solenoid 22C4 causes the reciprocator to operate by the electromagnetic force, thereby causing the lock mechanism 22 to be placed at an unlock position.
  • the unlock control contactor 43 does not receive the unlock signal ULS and is closed by the fall of the contact, the current flows in a reverse direction, and each solenoid 22C4 is placed at the lock position by the electromagnetic force.
  • the lock mechanism 22 cannot be placed at an unlock position if the unlock control mechanism 43 fails and thereby the unlock control electromagnetic valve 43A or the unlock control contactor 43B does not operate.
  • the backup unlock mechanism 44 makes up for the failure of the unlock control mechanism 43.
  • Fig. 31 shows a first embodiment in which the drive mechanism 22C employs the air cylinders 22C1.
  • the three-way cock 44A inside the car 130 and the special three-way cock 44B outside the car 130 are arranged in parallel.
  • the three-way cock 44A and 44B are provided in series in an air exhaust passage from a fix control magnetic valve 43A.
  • Fig. 31 shows the lock mechanism 22 placed at an unlock position by operating the three-way cock 44A which is the backup unlock mechanism 44 inside the car 130, etc.
  • the compressed is supplied from the air reservoir to the inside of each of the cylinders 22C1 through the three-way cock 44A and the unlock control electromagnetic valve 43A.
  • the air pressure of the compressed air exceeds the force of the lock spring 22D to cause the piston to move, thus causing the lock mechanism 22 to be placed at an unlock position.
  • the three-way cock 44A blocks the passage leading to the special three-way cock 44B.
  • Fig. 32 shows that the lock mechanism 22 is placed at an unlock position by operating the special three-way cock 44B which is the backup unlock mechanism 44 outside the car 130 in the embodiment (Fig. 31).
  • the special three-way cock 44B By switching the special three-way cock 44B, the compressed air is supplied from the air reservoir to the inside of each of the cylinders 22C1 through the special three-way cock 44B, the three-way cock 44A and the unlock control electromagnetic valve 43A.
  • the air pressure of the compressed air exceeds the force of the lock spring 22D to cause the piston in each of the cylinders 22C1 to move. Thereby, the lock mechanism 22 is placed at the unlock position.
  • the special three-way cock 44B blocks an air exhaust passage.
  • the special three-way cock 44B is returned to its original state, the supplied compressed air is exhausted, and each cylinder 22C1 is placed at the lock position, as shown in Fig. 29.
  • any of the backup unlock mechanisms 44 when any of the backup unlock mechanisms 44 is operated, it is placed at the lock position by returning it to its original state.
  • the backup unlock mechanism 44 is returned with the door 21 closed and untightly fitted to seal rubber (not shown) attached to the car body.
  • the lock arm 22A of the lock mechanism 22 engages with the lock arm receiver 21C, and the force of the lock spring 22D of each cylinder 22C1 is applied to pull back and lock the door 21.
  • the door 21 can be easily closed without manually pulling in the door 21.
  • Fig. 33 shows a second embodiment in which the drive mechanism 22C which employs the air cylinders.
  • the construction of the backup unlock mechanism 44 of the drive mechanism 22C is identical to that of the embodiment in Fig. 31.
  • the air passage of this portion becomes the three-way cock 44A shown in Fig. 31.
  • the compressed air is supplied from the air reservoir to the first chamber of each cylinder 22C2 through the three-way cock 44A and the unlock control electromagnetic valve 43A.
  • the air is supplied to the first chamber of each cylinder 22C2 through the special three-way cock 44B, the three-way cock 44A, and the unlock control electromagnetic valve 43A, thereby causing the lock mechanism 22 to be placed at an unlock position, as in the configuration in Fig. 32.
  • the special three-way cock 44B blocks the air exhaust passage.
  • any of the backup unlock mechanisms 44 when any of the backup unlock mechanisms 44 is operated, it is placed at a lock position by returning it to its original state. To close and lock the unlocked and opened door 21, the backup unlock mechanism 44 is returned with the door 21 closed and untightly fitted to the seal rubber provided on the car body. By doing so, the lock arm 22A of the lock mechanism 22 engages with the lock arm receiver 21C, and the air pressure within each cylinder 22C2 is applied to pull back and lock the door 21. Thus, the door 21 can be easily closed without manually pulling in the door 21, as in the first embodiment.
  • the solenoids do not operate and hence cannot place the lock mechanism 22 at an unlock position if there is a loss of an electric power supply or a failure occurs in the unlock control mechanism 43.
  • Figs. 35 and 36 show examples which can solve such a problem, in which one ends of cables 44C are connected to unlock-side end portions of output shafts of solenoids 22C3 or 22C4, and opposite ends of the cables 44C are configured to be pulled together inside and outside the car 130.
  • the cables 44C which are the backup unlock mechanism 44 and the associated auxiliary equipment are structured such that the opposite ends thereof are located inside and outside the car 130 and one ends thereof are connected to output shafts of the solenoids 22C3 or 22C4. By pulling any of the opposite ends of the cables 44C, the output shafts of all the solenoids 22C3 or 22C4 are fixed at the unlock position by fixing members (not shown).
  • the door open detection mechanism 45 is configured such that a limit switch (not shown) provided at an appropriate position of the door 21, for example, in the vicinity of the lower opening and closing mechanism 23L, detects the presence or absence of an inner face of the door 21 which may contact the limit switch.
  • a limit switch (not shown) provided at an appropriate position of the door 21, for example, in the vicinity of the lower opening and closing mechanism 23L, detects the presence or absence of an inner face of the door 21 which may contact the limit switch.
  • the fix control mechanism 46 is a generic term of electricity control and air control circuits, or electric control and operation mechanisms, which are configured to receive the fix signal FXS from the TIMS 49 and configured to cause the fix mechanism 34 to operate.
  • the electromagnetic valve of the corresponding air control circuit or the contactor of the corresponding electricity control circuit Upon receiving the fix signal FXS from the TIMS 49, the electromagnetic valve of the corresponding air control circuit or the contactor of the corresponding electricity control circuit operates.
  • the electromagnetic valve supplies the compressed air from the air source to the air cylinder or the contactor supplies the electric energy from the power supply to the solenoid reciprocation mechanism, thereby allowing the fix control mechanism 46 to fix the ladder 31 by the fix mechanism 34.
  • Fig. 29 shows a first embodiment in which the fix mechanism 34 employs a air cylinder 34C1.
  • the fix mechanism 34 is formed by mounting the return spring 34D in the air cylinder 34C1.
  • Fig. 29 shows the fix mechanism 34 in an usual state, placed at an unfix position by the force of the return spring 34D, etc.
  • the ladder 31 is unfixed by the force of the return spring 34D.
  • the side where the return spring 34D is stored communicates with atmosphere.
  • Fig. 30 shows the fix mechanism 34 placed at a fix position by the fix control mechanism 46, etc.
  • the fix control electromagnetic valve 46A receives the fix signal FXS, it switches, and the compressed air is supplied from the air reservoir to the inside of the cylinder 34C1.
  • the air pressure of the compressed air which exceeds the force of the return spring 34D, moves the piston to cause the wedge 34B in Fig. 24 to press the press member 34A, thereby causing the fix pin 34A 1 to fix the ladder 31.
  • the fix electromagnetic valve 46A does not receive the fix signal FXS any more, it returns, thus causing the air cylinder 34C1 to be placed at the unfix position, as shown in Fig. 29.
  • Fig. 33 shows a second embodiment in which the fix mechanism 34 employs an air cylinder 34C2.
  • the fix mechanism 34 is formed by the two-chamber cylinder 34C2 which is not equipped with the return spring 34D.
  • Fig. 33 shows the fix mechanism 34 in an usual state placed at an unfix position by the compressed air within the second chamber of the cylinder 34C2, etc.
  • the ladder 31 is unfixed by the air pressure within the second chamber.
  • Fig. 34 shows the fix mechanism 34 placed at the fix position by the fix control mechanism 46, etc.
  • the fix control electromagnetic valve 46A receives the fix signal FXS, it switches, and the compressed air is supplied from the air reservoir to the first chamber of the air cylinder 34C2.
  • the air pressure of the compressed air causes the piston to move, thereby causing the air to be exhausted from the second chamber.
  • the wedge 34B in Fig. 24 presses the press member 34A to thereby cause the fix pin 34A1 to fix the ladder 31.
  • the fix control electromagnetic valve 46 does not receive the fix signal FXS any more, it returns, and the air cylinder 34C2 is placed at an unfix position again, as shown in Fig. 33.
  • Fig. 35 shows a third embodiment in which the fix mechanism 34 employs the solenoid reciprocation mechanism.
  • the fix mechanism 34 is formed by mounting the return spring 34D on reciprocator of an output shaft of the solenoid 34C3.
  • Fig. 35 shows the fix mechanism 34 placed at a fix position by a fix control contactor 46B which is the fix control mechanism 46, etc.
  • the fix control contactor 46B When the fix control contactor 46B is closed according to the fix signal FXS, a current flows through coils of the solenoid 34C3.
  • the solenoid 34C3 causes the reciprocator to operate by an electromagnetic force which exceeds the force of the return spring 34D. Thereby, the wedge 34B in Fig. 24 presses the press member 34A, and thereby the fix pin 34A1 fixes the ladder 31.
  • the fix control contactor 46B does not receive the fix signal FXS any more, and is thereby released, the electromagnetic force does not exist any more, and the solenoid 34C3 is placed at the unfix position by the force of the return spring 34D.
  • Fig. 36 shows a fourth embodiment in which the fix mechanism 34 employs the solenoid reciprocation mechanism.
  • the fix mechanism 34 is formed by solenoid reciprocation mechanism 34C4 which is not equipped with the return spring 34D.
  • Fig. 36 shows the fix mechanism 34 placed at the fix position by the fix control contactor 46B which is the fix control mechanism 46, etc.
  • the solenoid reciprocation mechanism 34C4 causes the reciprocator to operate by the electromagnetic force.
  • the wedge 34B in Fig. 24 presses the press member 34A, and thereby the fix pin 34A1 fixes the ladder 31.
  • the solenoid reciprocation mechanism 34C4 is placed at the unfix position again by the electromagnetic force.
  • the ladder 31 cannot be fixed if the fix control mechanism 46 fails and the fix control electromagnetic valve 46A or the fix control contactor 46B does not operate.
  • the backup fix mechanism 47 makes up for the failure of the fix control mechanism 46.
  • Fig. 31 shows a first embodiment in which the operation mechanism 34C employs the air cylinder 34C1.
  • the three-way cock 47A inside the car 130 and the special three-way cock 47B outside the car 130 are arranged in parallel.
  • the three-way cock 47A and 47B are provided in series in an air exhaust passage from the fix control electromagnetic valve 46A.
  • Fig. 31 shows the lock mechanism 22 in the state in which the ladder 31 is fixed by operating the three-way cock 47A which is the backup fix mechanism 47 inside the car 130, etc.
  • the compressed is supplied from the air reservoir to the inside of the cylinder 34C1 through the three-way cock 47A and the fix control electromagnetic valve 46A.
  • the air pressure of the compressed air which exceeds the force of the return spring 34D, moves the piston of the air cylinder 34C1 to press the wedge 34B, which presses the press member 34A, and thereby the fix pin 34A1 fixes the ladder 31.
  • the three-way cock 47A blocks the passage leading to the special three-way cock 47B.
  • the supplied compressed air is exhausted, and the cylinder 34C1 is placed at the unfix position, as shown in Fig. 29.
  • Fig. 32 shows the state in which the ladder 31 is fixed by operating the special three-way cock 47B which is the backup fix mechanism 47 outside the car 130, in the embodiment (Fig. 31).
  • the compressed air is supplied from the air reservoir to the inside of the air cylinder 34C1 through the special three-way cock 47B, the three-way cock 47A, and the fix control electromagnetic valve 46A.
  • the air pressure of the compressed air which exceeds the force of the return spring 34D, moves the piston within the air cylinder 34C1 to thereby press the wedge 34B, which presses the press member 34A, thereby causing the fix pin 34A1 to fix the ladder 31.
  • the special three-way cock 47B blocks the air exhaust passage.
  • the compressed air is exhausted and the air cylinder 34C1 is placed at the unfix position, as shown in Fig. 29.
  • the fixed ladder 31 is returned to unfixed state merely by returning the backup fix mechanism 47 to its original state.
  • Fig. 33 shows a second embodiment in which the operation mechanism 34C employs the air cylinder 34C2.
  • the operation mechanism 34C employs the air cylinder 34C2.
  • the special three-way cock 47B which is the backup fix mechanism 47 outside the car 130 in the same manner in the construction in Fig. 33, the air is supplied to the first chamber of each air cylinder 34C2 through the special three-way cock 47B, the three-way cock 47A, and the fix control electromagnetic valve 46A, thus causing the ladder 31 to be fixed. At this time, the special three-way cock 47B blocks the air exhaust passage.
  • the fixed ladder 31 is returned to unfixed state merely by returning the backup fix mechanism 47 to its original state.
  • the solenoid reciprocation mechanism When the solenoid reciprocation mechanism is used in the operation mechanism 34C, the solenoid does not operate if there is a loss in a power supply as well as a failure occurs in the fix control mechanism 46. As a result, the ladder 31 cannot be fixed.
  • Figs. 35 and 36 show examples which can solve such a problem, in which one ends of cables 47C are connected to fix-side end portions of output shaft of solenoid reciprocation mechanism 34C3 or 34C, and opposite ends of the cable 47C are configured to be pulled together inside and outside the car 130.
  • the cables 47C which are the backup fix mechanism 47 and the associated auxiliary equipment are structured such that the opposite ends thereof are located inside and outside the car 130 and the one ends thereof are connected to the output shafts of the solenoid 34C3 or 34C4. By pulling any of the opposite ends of the cable 44C, the output shafts of all the solenoids are fixed at the fix position by fixing members (not shown).
  • the fix detection mechanism 48 is configured such that a limit switch (not shown) attached to an appropriate position of the fix mechanism, for example, a position at the tip end of the air cylinder 34C1 which is opposite to the wedge 34B detects the presence/absence of the wedge 34B which may contact the limit switch.
  • a limit switch (not shown) attached to an appropriate position of the fix mechanism, for example, a position at the tip end of the air cylinder 34C1 which is opposite to the wedge 34B detects the presence/absence of the wedge 34B which may contact the limit switch.
  • the ladder 31 is fixed when the wedge 34B presses the press member 34A and the fix pin 34A1 is inserted into the ladder 31. So, it is appropriate to detect the fixed state and the unfixed state in such a manner that the ladder 31 is fixed when the wedge 34B pushes back the contact of the limit switch and the ladder 31 is unfixed when the contact of the limit switch is at a free position.
  • the emergency exit apparatus 1 of the present invention is considered as follows.
  • the TIMS 49 Upon the unlock switch 41 being operated, the TIMS 49 immediately causes the train 120 to apply the emergency brake. Wen the unlock switch 41 is operated during travel of the train 120, the TIMS 49 waits to transmit the unlock signal ULS, to keep the door 21 locked.
  • This function is achieved by a function of the TIMS 49 to check velocity information VEI.
  • the TIMS 49 sends the unlock signal ULS to the unlock control mechanism 43.
  • the lock force is kept by the lock spring mounted in the drive mechanism 22C or by the weight of the piston and the piston rod.
  • the door 21 is locked when the contact of the contactor of the electricity control circuit falls.
  • the TIMS49 is configured to detect the location where the door 21 should be opened is both end portions of the train 120, or an intermediate portion of the train 120. When detecting that the location is the intermediate portion, the TIMS 49 sends the fix signal FXS to the fix mechanism 34 before the door 21 is opened, to allow the passengers to move between the cars without any troubles.
  • the return spring of the press member 34A usually keeps the ladder 31 unfixed.
  • the door open keeping mechanism 23F is added to keep the door 21 fully opened.
  • the TIMS 49 plays an important role. If the TIMS 49 is not functioning, "the door system 2 is opened from inside or outside the car 130" is required at minimum. To this end, the following function is added to the emergency exit apparatus 1:
  • the backup fix mechanism 47 is equipped to allow the fix mechanism 34 of the ladder 31 to operate. These are located in the vicinity of the floor of the passage inside the car 130 or under the floor outside the car 130. By operating any of them, “fix state” is accomplished, and by returning it to its original state, “unfix state” is accomplished.
EP04730074A 2003-05-07 2004-04-28 Wagennotausstiegsvorrichtung Expired - Lifetime EP1623902B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2003128815A JP4276888B2 (ja) 2003-05-07 2003-05-07 非常口装置の操作方法と動作手順およびその機構
PCT/JP2004/006187 WO2004098972A1 (ja) 2003-05-07 2004-04-28 車両の非常口装置

Publications (3)

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EP1623902A1 true EP1623902A1 (de) 2006-02-08
EP1623902A4 EP1623902A4 (de) 2007-10-17
EP1623902B1 EP1623902B1 (de) 2009-12-23

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EP (1) EP1623902B1 (de)
JP (1) JP4276888B2 (de)
AT (1) ATE452806T1 (de)
CA (1) CA2509109C (de)
DE (1) DE602004024778D1 (de)
WO (1) WO2004098972A1 (de)

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CN102303619A (zh) * 2011-08-29 2012-01-04 南车南京浦镇车辆有限公司 可贯通式司机室应急门
WO2016008418A1 (zh) * 2014-07-16 2016-01-21 杨南征 锁装置、升降装置、直降逃生系统、管道及车辆
EP3461713A1 (de) * 2017-09-29 2019-04-03 Siemens Mobility GmbH Fahrzeug mit einziehbarer treppenanordnung
GB2574413A (en) * 2018-06-05 2019-12-11 Hitachi Rail Ltd Passenger escape vehicle roof hatch
EP3439008A4 (de) * 2016-03-31 2019-12-11 CRRC Qingdao Sifang Co., Ltd. Alarm- und entriegelungsvorrichtung
EP3091156B1 (de) * 2015-05-05 2022-04-06 Huf Hülsbeck & Fürst GmbH & Co. KG Verfahren zur detektion einer betätigungshandlung
EP3369639B1 (de) * 2017-02-16 2024-01-31 Nabtesco Corporation Wagentürvorrichtung und schienenfahrzeug damit

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WO2010069032A1 (en) 2008-12-18 2010-06-24 Curtis Canada, Inc. Ramp for evacuation device
CN103781690B (zh) * 2011-08-30 2018-09-07 纳博特斯克有限公司 车辆用门装置
JP2014148195A (ja) * 2013-01-31 2014-08-21 Shogo Tsuchida 二段階式乗降車システム
KR101488352B1 (ko) 2013-09-24 2015-02-02 현대로템 주식회사 무인 전동차의 비상출입문 제어회로 및 그 무인 전동차
KR101606638B1 (ko) 2014-06-30 2016-03-25 네오트랜스 주식회사 비상핸들 오취급 대응을 위한 철도 차량 출입문 제어 방법
CN105774828B (zh) * 2016-03-03 2018-10-23 哈尔滨通达工业环保自动化有限公司 地铁车辆落客装置及落客方法
CN106428078A (zh) * 2016-06-27 2017-02-22 中车青岛四方机车车辆股份有限公司 一种城际市域车的紧急疏散装置
CN106274926B (zh) * 2016-08-31 2019-06-21 中车青岛四方机车车辆股份有限公司 一种轨道车辆车门关闭的控制方法及控制装置
RU2641407C1 (ru) * 2016-09-12 2018-01-17 Открытое акционерное общество "МЕТРОВАГОНМАШ" (ОАО "МЕТРОВАГОНМАШ") Устройство для аварийного выхода из вагона метро
CN107065608A (zh) * 2017-04-06 2017-08-18 苏州瑞信轨道交通科技有限公司 铁路客车折叠门自动控制技术
CN109177999A (zh) * 2018-08-24 2019-01-11 中车南京浦镇车辆有限公司 一种轨道车辆紧急疏散门
CN110984791B (zh) * 2019-12-23 2023-12-29 长安大学 一种客车用折叠式逃生门及具有逃生门的客车
EP3929055A1 (de) * 2020-06-22 2021-12-29 Stadler Rail AG Schienenfahrzeugwagen zum transport von passagieren, schienenfahrzeug mit einem schienenfahrzeugwagen und verfahren zur bildung eines übergangs zwischen schienenfahrzeugwagen

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DE102008007059A1 (de) * 2008-01-31 2009-08-06 Siemens Aktiengesellschaft Wagenkasten eines Schienenfahrzeugs mit Notfall-Ausstiegstür
DE102008007059B4 (de) * 2008-01-31 2014-11-06 Siemens Aktiengesellschaft Wagenkasten eines Schienenfahrzeugs mit Notfall-Ausstiegstür
CN102303619A (zh) * 2011-08-29 2012-01-04 南车南京浦镇车辆有限公司 可贯通式司机室应急门
CN102303619B (zh) * 2011-08-29 2014-09-17 南车南京浦镇车辆有限公司 可贯通式司机室应急门
CN105464484B (zh) * 2014-07-16 2019-04-02 征先管联运输科技研究院（北京）有限公司 锁装置、升降装置、直降逃生系统、管道及车辆
CN105464484A (zh) * 2014-07-16 2016-04-06 征先管联运输科技研究院（北京）有限公司 锁装置、升降装置、直降逃生系统、管道及车辆
WO2016008418A1 (zh) * 2014-07-16 2016-01-21 杨南征 锁装置、升降装置、直降逃生系统、管道及车辆
EP3091156B1 (de) * 2015-05-05 2022-04-06 Huf Hülsbeck & Fürst GmbH & Co. KG Verfahren zur detektion einer betätigungshandlung
EP3439008A4 (de) * 2016-03-31 2019-12-11 CRRC Qingdao Sifang Co., Ltd. Alarm- und entriegelungsvorrichtung
EP3369639B1 (de) * 2017-02-16 2024-01-31 Nabtesco Corporation Wagentürvorrichtung und schienenfahrzeug damit
EP3461713A1 (de) * 2017-09-29 2019-04-03 Siemens Mobility GmbH Fahrzeug mit einziehbarer treppenanordnung
GB2574413A (en) * 2018-06-05 2019-12-11 Hitachi Rail Ltd Passenger escape vehicle roof hatch
GB2574413B (en) * 2018-06-05 2021-01-06 Hitachi Rail Ltd Passenger escape vehicle roof hatch
EP3578435B1 (de) * 2018-06-05 2023-03-29 Hitachi Rail Ltd. Schienenmontiertes fahrzeug mit insassennotausgangdachluke

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DE602004024778D1 (de) 2010-02-04
WO2004098972A1 (ja) 2004-11-18
EP1623902B1 (de) 2009-12-23
JP2004330859A (ja) 2004-11-25
CA2509109C (en) 2008-01-15
ATE452806T1 (de) 2010-01-15
CA2509109A1 (en) 2004-11-18
EP1623902A4 (de) 2007-10-17
JP4276888B2 (ja) 2009-06-10

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