EP2165909B1 - Railway vehicle door device and railway vehicle door system - Google Patents
Railway vehicle door device and railway vehicle door system Download PDFInfo
- Publication number
- EP2165909B1 EP2165909B1 EP08752415.3A EP08752415A EP2165909B1 EP 2165909 B1 EP2165909 B1 EP 2165909B1 EP 08752415 A EP08752415 A EP 08752415A EP 2165909 B1 EP2165909 B1 EP 2165909B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- door
- roller
- door roller
- rail
- railroad vehicle
- 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.)
- Not-in-force
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D19/00—Door arrangements specially adapted for rail vehicles
- B61D19/003—Door arrangements specially adapted for rail vehicles characterised by the movements of the door
- B61D19/005—Door arrangements specially adapted for rail vehicles characterised by the movements of the door sliding
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- 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
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- E—FIXED CONSTRUCTIONS
- E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
- E05D—HINGES OR SUSPENSION DEVICES FOR DOORS, WINDOWS OR WINGS
- E05D15/00—Suspension arrangements for wings
- E05D15/06—Suspension arrangements for wings for wings sliding horizontally more or less in their own plane
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- E—FIXED CONSTRUCTIONS
- E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
- E05D—HINGES OR SUSPENSION DEVICES FOR DOORS, WINDOWS OR WINGS
- E05D15/00—Suspension arrangements for wings
- E05D15/06—Suspension arrangements for wings for wings sliding horizontally more or less in their own plane
- E05D15/0621—Details, e.g. suspension or supporting guides
- E05D15/0626—Details, e.g. suspension or supporting guides for wings suspended at the top
- E05D15/063—Details, e.g. suspension or supporting guides for wings suspended at the top on wheels with fixed axis
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- E—FIXED CONSTRUCTIONS
- E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
- E05F—DEVICES FOR MOVING WINGS INTO OPEN OR CLOSED POSITION; CHECKS FOR WINGS; WING FITTINGS NOT OTHERWISE PROVIDED FOR, CONCERNED WITH THE FUNCTIONING OF THE WING
- E05F15/00—Power-operated mechanisms for wings
- E05F15/60—Power-operated mechanisms for wings using electrical actuators
- E05F15/603—Power-operated mechanisms for wings using electrical actuators using rotary electromotors
- E05F15/632—Power-operated mechanisms for wings using electrical actuators using rotary electromotors for horizontally-sliding wings
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- E—FIXED CONSTRUCTIONS
- E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
- E05D—HINGES OR SUSPENSION DEVICES FOR DOORS, WINDOWS OR WINGS
- E05D15/00—Suspension arrangements for wings
- E05D15/06—Suspension arrangements for wings for wings sliding horizontally more or less in their own plane
- E05D15/0621—Details, e.g. suspension or supporting guides
- E05D15/0626—Details, e.g. suspension or supporting guides for wings suspended at the top
- E05D15/0652—Tracks
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- E—FIXED CONSTRUCTIONS
- E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
- E05Y—INDEXING SCHEME RELATING TO HINGES OR OTHER SUSPENSION DEVICES FOR DOORS, WINDOWS OR WINGS AND DEVICES FOR MOVING WINGS INTO OPEN OR CLOSED POSITION, CHECKS FOR WINGS AND WING FITTINGS NOT OTHERWISE PROVIDED FOR, CONCERNED WITH THE FUNCTIONING OF THE WING
- E05Y2201/00—Constructional elements; Accessories therefore
- E05Y2201/60—Suspension or transmission members; Accessories therefore
- E05Y2201/622—Suspension or transmission members elements
- E05Y2201/638—Cams; Ramps
-
- E—FIXED CONSTRUCTIONS
- E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
- E05Y—INDEXING SCHEME RELATING TO HINGES OR OTHER SUSPENSION DEVICES FOR DOORS, WINDOWS OR WINGS AND DEVICES FOR MOVING WINGS INTO OPEN OR CLOSED POSITION, CHECKS FOR WINGS AND WING FITTINGS NOT OTHERWISE PROVIDED FOR, CONCERNED WITH THE FUNCTIONING OF THE WING
- E05Y2201/00—Constructional elements; Accessories therefore
- E05Y2201/60—Suspension or transmission members; Accessories therefore
- E05Y2201/622—Suspension or transmission members elements
- E05Y2201/688—Rollers
-
- E—FIXED CONSTRUCTIONS
- E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
- E05Y—INDEXING SCHEME RELATING TO HINGES OR OTHER SUSPENSION DEVICES FOR DOORS, WINDOWS OR WINGS AND DEVICES FOR MOVING WINGS INTO OPEN OR CLOSED POSITION, CHECKS FOR WINGS AND WING FITTINGS NOT OTHERWISE PROVIDED FOR, CONCERNED WITH THE FUNCTIONING OF THE WING
- E05Y2600/00—Mounting or coupling arrangements for elements provided for in this subclass
- E05Y2600/10—Adjustable or movable
- E05Y2600/20—Adjustable or movable characterised by the movement transmission
-
- E—FIXED CONSTRUCTIONS
- E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
- E05Y—INDEXING SCHEME RELATING TO HINGES OR OTHER SUSPENSION DEVICES FOR DOORS, WINDOWS OR WINGS AND DEVICES FOR MOVING WINGS INTO OPEN OR CLOSED POSITION, CHECKS FOR WINGS AND WING FITTINGS NOT OTHERWISE PROVIDED FOR, CONCERNED WITH THE FUNCTIONING OF THE WING
- E05Y2900/00—Application of doors, windows, wings or fittings thereof
- E05Y2900/50—Application of doors, windows, wings or fittings thereof for vehicles
- E05Y2900/51—Application of doors, windows, wings or fittings thereof for vehicles for railway cars or mass transit vehicles
Definitions
- the present invention relates to a door device and a door system provided to an entrance port of a railroad vehicle.
- a door device has been conventionally been used to let rail road passengers get on and off.
- the door devices for railroad vehicles there are cases where a number of passengers lean on the doors during the peak of commuting hours, thus applying various forces to the doors. For this reason, various studies have been conducted on railroad vehicle door devices, taking into account the safety of passengers.
- Patent Document 1 discloses a side sliding door device for trains, having side sliding doors suspended and supported moveably with an aide of door rollers, which device is intended to ensure smooth operation of opening or closing and improve the safety.
- the train side sliding door device of the Patent Document 1 having two door rollers for supporting the side sliding door against the downward load of the sliding door, is additionally provided with a guide roller for restricting an upward movement of the side sliding door. Further, a gap between the guide roller and the ceiling plane of the door rail is made smaller than that between the door roller and the ceiling plane.
- the guide roller abuts the door rail ceiling plane before the two door rollers, even when the side sliding door receives a traverse load from the passengers and the door rollers move upward along the curve of the floor plane of the door rail. Therefore, the door rollers will not contact the door rail ceiling plane to cause a stuck state. Further, even if a foreign material is caught between the side sliding door while the gap between the door rollers and the door rail ceiling plane is big, the side sliding doors will not be largely tilted.
- EP 1 013 864 describes a trolley for a sliding door, having a running roller rolling on a running rail for supporting the sliding door.
- a counter rail on which a counter roller rolls is also described, whereby the running and counter rollers have an associated rocker-shaped running mechanism bearer.
- GB 604 101 describes a sliding door suspended from a runner including a lever on which two rollers are mounted. The rollers are adapted to travel in channel guide.
- DE 564 572 describes an adjustable sliding door hanger having an eccentric ring for adjusting the door.
- Patent Document 1 Japanese Unexamined Patent Publication No. 007985/2005 (Tokukai 2005-007985 )
- the gap between the door rollers and a rail unit provided at an upper portion needs to be adjusted after placing the door rollers on the rail unit, for the purpose of preventing derailing of the door rollers from the rail unit.
- the support unit is formed so as to be able to move in the C-shape cross section by the first door roller and the second door roller.
- the system is structured to enable opening or closing of the door by moving this suspender suspending the door.
- To the support unit is provided the first door roller.
- To one end of the support unit is the second door roller, and the suspender on the other end of the support unit.
- the first door roller is supported by one side of the rail unit.
- the first door roller serves as a fulcrum
- the second door roller is subject to a vertically upward force and supported by the other side of the rail unit.
- the self-load of the door works on the suspender.
- the first door roller then serves as a fulcrum, and causes the second door roller to abut the side of the rail unit opposite to the side where the first door roller abuts, thereby supporting the door.
- an adjustment mechanism is no longer necessary. This prevents derailing attributed to damage or breakdown of the adjustment mechanism, and allows safe and reliable opening or closing of the doors. Further, no adjustment work is necessary because there is no adjustment mechanism, which enables reduction of manufacturing and installing costs. Since the first door roller and the second door roller are provided to the support unit, the first door roller and the second door roller are easily inserted from an end of the rail unit having the C-shape cross section, at the time of assembling.
- Fig. 1 is a schematic diagram illustrating a structure of an exemplary railroad vehicle door system adopting an embodiment of a railroad vehicle door device, according to the present invention.
- a railroad vehicle door system 500 includes a drive mechanism 300 and a railroad vehicle door device 800.
- the railroad vehicle door device 800 includes: door roller devices 100, a rail unit 200, a left door rack 310, a right door rack 320, a control box 400, communicating members 600 and 610, a left door leaf 710, and a right door leaf 720.
- the drive mechanism 300 of Fig. 1 is provided with the right door rack 320 and a left door rack 310.
- the right door rack 320 and the left door rack 310 extends in the horizontal direction and are parallel to each other.
- the leading ends of the right door rack 320 and the left door rack 310 are provided with communicating members 600 and 610, and the communicating member 610 is fixed on the door roller devices 100.
- Each door roller device 100 is formed along the rail unit 200 and is moveable. Further, the door roller device 100 is provided so as to enable suspension of the left door leaf 710 and the right door leaf 720.
- the drive mechanism 300 is driven according to an instruction from the control box 400.
- the driving of the drive mechanism 300 moves the right door rack 320 and the left door rack 310 in such a manner that these door racks extend or constrict in the horizontal direction, thus moving the communicating members 600 and 610 at the leading ends of the right door rack 320 and the left door rack 310.
- the movement of the communicating members 600 and 610 moves the door roller devices 100 along the rail unit 200, thereby opening or closing the left door leaf 710 and the right door leaf 720.
- Fig. 2A is a plane view illustrating an exemplary door roller device 100.
- Fig. 2B is a top view illustrating an exemplary door roller device 100.
- each door roller device 100 essentially includes: first door rollers 110, second door rollers 120, screw fastener parts 140, suspenders 150, a right plate 160, a left plate 170, and a shared plate 180.
- the shared plate 180 is provided so as to extend in the horizontal direction.
- the right plate 160 and the left plate 170 are fixed on the left and right of the shared plate 180 respectively and are symmetrical to each other.
- the right plate 160 fixed to an end portion of the shared plate 180 is provided with a first door roller 110, a second door roller 120, a screw fastener part 140, and a suspender 150.
- To the screw fastener part 140 and the suspender 150 of the right plate 160 are provided later-mentioned bolts each penetrating through the shared plate 180 and fixes the right plate 160.
- the left plate 170 fixed to an end portion of the shared plate 180 is provided with a first door roller 110, a second door roller 120, a screw fastener part 140, and a suspender 150.
- To the screw fastener part 140 and the suspender 150 of the left plate 170 are provided bolts each penetrating through the shared plate 180 and fixes the left plate 170.
- Fig. 3 is an enlarged view schematically illustrating the door roller device 100 in the rail unit 200.
- Fig. 4 is a cross sectional view taken along the line A-A of Fig. 3 .
- Fig. 5 is a cross sectional view taken along the line B-B of Fig. 3 .
- Fig. 6 is a cross sectional view taken along the line C-C of Fig. 3 .
- Fig. 7 is a cross sectional view taken along the line D-D of Fig. 3 .
- the rail unit 200 is a long member having a C-shape cross section. Each end portion of the C-shape cross section of the rail unit 200 has a convex curved surface.
- the right plate 160 is disposed so as to be in the rail unit 200. As illustrated in Figs. 4 through 7 , the right plate 160 is formed so that the portion fixed to the shared plate 180 has a thickness and a shape different from those of the portions of the right plate 160 holding the first door roller 110 and the second door roller 120 (see Fig. 2B ).
- each suspender 150 is subject to a downward force.
- This causes the first door roller 110 to contact the lower part of the rail unit 200 and function as the fulcrum.
- the second door roller 120 on the other hand contacts the upper part of the rail unit 200 and serves as a point of counteraction.
- an imaginary line connecting the shafts of the first door roller 110 and the second door roller 120 forms a slight angle ⁇ such as three degree or smaller with respect to the direction in which the rail unit 200 extends.
- the imaginary line connecting the shafts of the first door roller 110 and the second door roller 120 forms an angle ⁇ of not more than one degree with respect the direction in which the rail unit 200 extends.
- the right plate 160 has a slope 160a on the side of the right plate 160 to be fixed to the shared plate 180.
- the suspender 150 To the leading end of the right plate 160 having the slope 160a is fixed the suspender 150 by a bolt B. Further, the bolt B fixes not only the suspender 150 but also the right plate 160 to the shared plate 180.
- To the suspender 150 is attached a disc-like member 152 which is decentralized with respect to the bolt B of the suspender 150. That is, the disc-like member 152 is attached so as to be able to rotate as is indicated by the disc-like member 152 and the disc-like member 152a (broken line) in Fig. 4 . Nearby this suspender 150 is provided a screw fastener part 140.
- the screw fastener part 140 is fixed by a bolt B, nearby the suspender 150 fixed to the right plate 160. Further, the bolt B fixes not only the screw fastener part 140, but also the shared plate 180 to the right plate 160. Thus, the right plate 160 is fixed to the shared plate 180 by the bolts B at two parts: at the suspender 150 and the screw fastener part 140.
- the rail unit 200 has a substantially C-shape cross section.
- the rails of the rail unit 200 are convex.
- the minimum spacing distance between the convex rails of the rail unit 200 is indicated by L11.
- a first door roller 110 is provided on a line extending through the shafts of the suspender 150 and the screw fastener part 140.
- the first door roller 110 is provided substantially in the middle of the right plate 160.
- the shaft 112 on one side of the first door roller 110 is held by the right plate 160.
- the outer circumferential surface of the first door roller 110 has a concave rail-facing portion 110a that corresponds to the convex 200a rail of the rail unit 200.
- the minimum circumferential diameter of the concave rail-facing portion 110a of the first door roller 110 is indicated by D11, and the maximum circumferential diameter of the concave rail-facing portion 110a is indicated by D10.
- the minimum circumferential diameter D11 of the concave rail-facing portion 110a of the first door roller 110 is smaller than the minimum spacing distance L11 between the convex rails 200a of the rail unit 200 by a distance (gap) L10, and the value of the maximum circumferential diameter D10 of the concave rail-facing portion 110a of the first door roller 110 is greater than that of the minimum spacing distance L11 between the convex rails 200a of the rail unit 200.
- the gap L10 is preferably between 0.5 mm, inclusive, and 10 mm, inclusive, and is preferably approximately 1 mm in the present embodiment.
- a ball bearings 113 are mounted in the first door roller 110 so as to enable smooth rotation about the shaft 112 of the first door roller 110.
- the second door roller 120 As illustrated in Figs. 2A, 2B , and 7 , the second door roller 120 is provided to an end portion of the right plate 160. The shaft 122 on one side of the second door roller 120 is held by the right plate 160, as illustrated in Fig. 7 .
- the outer circumferential surface of the second door roller 120 has a concave rail-facing portion 120a which corresponds to the convex rails 200a of the rail unit 200.
- the minimum circumferential diameter of the concave rail-facing portion 120a of the second door roller 120 is indicated by D12, and the maximum circumferential diameter of the concave rail-facing portion 120a is indicated by D13.
- the minimum circumferential diameter D12 of the concave rail-facing portion 120a of the second door roller 120 is smaller than the minimum spacing distance L11 between the convex rails 200a of the rail unit 200 by a distance (gap) L13, and the maximum circumferential diameter D13 of the concave rail-facing portion 120a of the second door roller 120 is greater than the minimum spacing distance L11 between the convex rails 200a of the rail unit 200.
- the gap L13 is preferably between 0.5 mm, inclusive, and 10 mm, inclusive, and the gap L10 preferably approximates 1 mm in the present embodiment. Further, the gap L13 may equal to the gap L10 between the first door roller 110 and the rail unit 200.
- ball bearings 123 are mounted in the second door roller 120 so as to enable smooth rotation about the shaft 122 of the second door roller 120.
- FIG. 8 illustrates the right door leaf 720 suspended from the door roller device 100.
- Fig. 9 is a schematic cross sectional view taken along the line E-E of Fig. 8 .
- the door roller device 100 is inserted into the rail unit 200 from an end of the rail unit 200. Then, the right door leaf 720 is suspended relative to the shared plate 180, left plate 170, and the right plate 160.
- the right door leaf 720 is provided with a suspension member 750 which is a principal member constituting the right door leaf 720.
- the suspension member 750 is provided with: a hole 751 corresponding to the suspender 150 of the left plate 170; a hole 752 corresponding to the screw fastener part 140 of the left plate 170; an slotted hole 753 corresponding to the shaft 112 of the first door roller 110 of the left plate 170; an slotted hole 754 corresponding to the shaft 122 of the second door roller 120 of the left plate 170; a hole 761 corresponding to the suspender 150 of the right plate 160; a hole 762 corresponding to the screw fastener part 140 of the right plate 160; an slotted hole 763 corresponding to the shaft 112 of the first door roller 110 of the right plate 160; and an slotted hole 764 corresponding to the shaft 122 of the second door roller 120 of the right plate 160.
- the suspension member 750 is provided with a notch portion 770 at its middle portion, and suspenders 781 and 782 are formed left and right of the notch portion 770. These suspenders 781 and 782 are formed immediately below the hole 751 corresponding to the suspender 150 of the left plate 170, the hole 752 corresponding to the screw fastener part 140 of the left plate 170, the hole 761 corresponding to the suspender 150 of the right plate 160, and the hole 762 corresponding to the screw fastener part 140 of the right plate 160.
- the hole 751 is suspended relative to the disc-like member 152 of the suspender 150 of the left plate 170, and the hole 752 is suspended relative to the screw fastener part 140 of the left plate 170, the hole 761 is suspended relative to the disc-like member 152 of the suspender 150 of the right plate 160, and the hole 762 is suspended relative to the screw fastener part 140 of the right plate 160.
- the weight of the right door leaf 720 is supported by the door roller device 100.
- the slotted holes 753, 754, 763, and 764 of the suspension member 750 illustrated in Figs. 8 and 9 are engaged with the outer circumferential surfaces of the shafts 122 of the second door rollers 120 and the shafts 112 of the first door rollers 110 illustrated in Figs. 6 and Fig. 7 in such a manner that a load is not applied to the shafts 112 of the first door rollers 110 and the shafts 122 of the second door rollers 120, as illustrated in Fig. 9 .
- the Figs. 8 and 9 only describes the right door leaf 720; however, the left door leaf 710 illustrated in Fig. 1 also has the same mechanism.
- the shared plate 180, the right plate 160, and the left plate 170 are formed so as to be able to move in the C-shape cross section of the rail unit 200.
- Moving the suspenders 150 and the screw fastener parts 140 of the right door leaf 720 and the left door leaf 710 opens or closes the right door leaf 720 and the left door leaf 710.
- a vertically downward forces from the self-loads of the right door leaf 720 and the left door leaf 710 work on the suspenders 150 and the screw fastener parts 140 of the right plate 160 and the left plate 170.
- the first door roller 110 is supported by one of the sides of the rail unit 200, and serves as a fulcrum, and the second door roller 120 is subject to an upward force and is supported by another side of the rail unit 200.
- the first door roller 110 and the second door roller 120 are not largely tilted and sufficient distance between the shafts of the first door roller 110 and the second door roller 120 is ensured, when reciprocating the shared plate 180, the right plate 160, and the left plate 170 along the rail unit 200. This disperses the self-loads
- the pair of convex rails 200a are formed on the rail unit 200, and the concave rail-facing portion 110a and the concave rail-facing portion 120a are formed on the first door roller 110 and the second door roller 120 respectively.
- the maximum circumferential diameters D10 and D13 are greater than the minimum spacing distance D11 between the convex rails 200a. Therefore, derailing of the first door roller 110 and the second door roller 120 from the rail unit 200 is reliably prevented.
- the first door roller 110 and the second door roller do not derail from the rail unit 200, and smooth and stable movement of the door roller device 100 along the rail unit 200 is enabled.
- the right plate 160 and the left plate 170 are provided on both sides of the shared plate 180, respectively.
- the door roller device 100 therefore is handled as a single unit, and the distance between the suspenders 150 and the screw fastener parts 140 of the right plate 160 and the left plate 170 are made constant. This is more advantageous than a case of separately providing these members because the door leaf 710 and the right door leaf 720 are easily suspended without a need for a positioning process.
- the holes 751, 752, 761, 762 and the slotted holes 753, 754, 763, 764 which enables suspension of the right door leaf 720 and the left door leaf 710 are formed on the suspension members 750 of the right door leaf 720 and the left door leaf 710. Therefore, it is possible to omit a conventionally-required step of attaching, to the right door leaf 720 and the left door leaf 710, a separate member having the holes that enables suspension. This allows easier manufacturing of the railroad vehicle door device 800 including the door roller device 100.
- the decentralized disc-like member 152 of the door roller device 100 to move the disc-like member 152 to the position of the disc-like member 152a enables adjustment of the suspenders 150 in relation to vertically upward or downward direction.
- the levelness and the height of the right door leaf 720 and the left door leaf 710 are easily adjustable.
- the slotted holes 753, 754, 763, 764 formed on the suspension members 750 of the right door leaf 720 and the left door leaf 710 hold the shafts 112 and 122 of the first door roller 110 and the second door roller 120.
- the bolt B fixes not only the suspenders 150 but also the right plate 160 to the shared plate 180.
- fixing the position in relation to the vertical position also allows, at the same time, fixing the door roller device 100 with the first door roller 110 and the second door roller 120 being rotatably abutted to the rail unit 200. This reduces the amount of work in manufacturing or installing as compared with the case of separately fixing the suspenders 150 and the right plate 160.
- suspension members 750 of the right door leaf 710 and the left door leaf 720 are provided so as to extend over the portion to be suspended from the suspenders 150. Therefore, the suspension members 750 reliably hold the vertically downward load from the right door leaf 720 and the left door leaf 710. As a result, there is no unnecessary return force or a moment force between the suspender 150 and the suspension member 750, and the suspender 150 therefore is able to stably hold the suspension member 750.
- the present embodiment deals with a case where the first door roller 110 and the second door roller 120 have the concave 110a and the rail-facing portion concave 120a.
- the first door roller 110 and the second door roller 120 may have a different shape corresponding to the shape of the convex rails 200a of the rail unit 200.
- the suspension member 750 has the notch portion 770 at its middle portion.
- the present invention is not limited to this, and the notch portion 770 does not have to be formed.
- the left door leaf 710 and the right door leaf 720 corresponds to the doors at the entrance port.
- the railroad vehicle door system 500 corresponds to the railroad vehicle door system.
- the railroad vehicle door device 800 corresponds to the railroad vehicle door device.
- the drive mechanism 300 corresponds to the drive mechanism.
- the rail unit 200 corresponds to the rail unit.
- the right plate 160 and the left plate 170 each corresponds to the support unit.
- the first door roller 110 corresponds to the first door roller.
- the second door roller 120 corresponds to the second door roller.
- the suspender 150 corresponds to the suspenders.
- the shared plate 180 corresponds to the plate member.
- the angle ⁇ corresponds to the slope angle.
- the concave rail-facing portion 110a and the concave rail-facing portion 120a correspond to the concave rail-facing portion.
- the convex rails 200a correspond to a pair of convex rails.
- the suspension member 750 corresponds to the core material forming the door of the car.
- the hole 751, 752, 761, 762 correspond to the hole shapes that enables suspension.
- the shafts 112 and 113 correspond to the shafts of the first door roller and the second door roller.
- the slotted holes 753, 754, 763, 764 correspond to the plurality of slotted holes.
- the disc-like member 152 corresponds to the disc-like member.
- the suspenders 781 and 782 correspond to portions which is suspended.
- the screw fastener part 140 corresponds to the screw fastener part.
- the convex rail 200a corresponds to the rails and the concave rail-facing portion 110a and the concave rail-facing portion 120a corresponds to the rail-facing portion. Structuring in this way enables use of the suspension member 750 also as the core material forming the door of a car, and reduces manufacturing and installing costs as compared with a case of forming separate members.
Description
- The present invention relates to a door device and a door system provided to an entrance port of a railroad vehicle.
- A door device has been conventionally been used to let rail road passengers get on and off. Regarding the door devices for railroad vehicles, there are cases where a number of passengers lean on the doors during the peak of commuting hours, thus applying various forces to the doors. For this reason, various studies have been conducted on railroad vehicle door devices, taking into account the safety of passengers.
- For example, Patent Document 1 discloses a side sliding door device for trains, having side sliding doors suspended and supported moveably with an aide of door rollers, which device is intended to ensure smooth operation of opening or closing and improve the safety.
- The train side sliding door device of the Patent Document 1 having two door rollers for supporting the side sliding door against the downward load of the sliding door, is additionally provided with a guide roller for restricting an upward movement of the side sliding door. Further, a gap between the guide roller and the ceiling plane of the door rail is made smaller than that between the door roller and the ceiling plane.
- With the train side sliding door device of Patent Document 1, the guide roller abuts the door rail ceiling plane before the two door rollers, even when the side sliding door receives a traverse load from the passengers and the door rollers move upward along the curve of the floor plane of the door rail. Therefore, the door rollers will not contact the door rail ceiling plane to cause a stuck state. Further, even if a foreign material is caught between the side sliding door while the gap between the door rollers and the door rail ceiling plane is big, the side sliding doors will not be largely tilted.
-
EP 1 013 864 describes a trolley for a sliding door, having a running roller rolling on a running rail for supporting the sliding door. A counter rail on which a counter roller rolls is also described, whereby the running and counter rollers have an associated rocker-shaped running mechanism bearer. -
GB 604 101 -
DE 564 572 describes an adjustable sliding door hanger having an eccentric ring for adjusting the door. - [Patent Document 1] Japanese Unexamined Patent Publication No.
007985/2005 2005-007985 - In the railroad vehicle door device or of Patent Document 1 or any other known railroad vehicle door devices, the gap between the door rollers and a rail unit provided at an upper portion needs to be adjusted after placing the door rollers on the rail unit, for the purpose of preventing derailing of the door rollers from the rail unit.
- However, a structure for adjusting the gap between the door rollers and the rail unit has been a technical problem to be solved in the railroad field in which safe transportation of passengers is required, for the reason that the possibility of having the door rollers derailed from the rail unit is high, when such an adjustment mechanism is damaged or broken down.
- It is therefore an object of the present invention to provide a railroad vehicle door device capable of preventing derailing of the door rollers from the rail unit thus ensuring safe opening or closing of the door.
- It is another object of the present invention to provide a railroad vehicle door device capable of preventing derailing of the door rollers from the rail unit thus ensuring safe opening or closing of the door, which device allows reduction of manufacturing and set-up costs.
-
- (1) A railroad vehicle door device of the present invention includes the features according to claim 1.
In the railroad vehicle door device of the present invention, the support unit is formed so as to be able to move in the C-shape cross section by the first door roller and the second door roller. Moving this suspender suspending the door opens or closes the railroad vehicle door. To the support unit is provided the first door roller. To one end of the support unit is the second door roller, and the suspender on the other end of the support unit. Thus, when a vertically downward force stemming from the self-load of the door works on the other end of the support unit, the first door roller is supported by one side of the rail unit. The first door roller serves as a fulcrum, and the second door roller is subject to a vertically upward force and supported by the other side of the rail unit.
In this case, the self-load of the door works on the suspender. The first door roller then serves as a fulcrum, and causes the second door roller to abut the side of the rail unit opposite to the side where the first door roller abuts, thereby supporting the door. Thus, there is no need for a gap that requires adjustment for preventing derailing, and an adjustment mechanism is no longer necessary. This prevents derailing attributed to damage or breakdown of the adjustment mechanism, and allows safe and reliable opening or closing of the doors. Further, no adjustment work is necessary because there is no adjustment mechanism, which enables reduction of manufacturing and installing costs. Since the first door roller and the second door roller are provided to the support unit, the first door roller and the second door roller are easily inserted from an end of the rail unit having the C-shape cross section, at the time of assembling. - (2)
The railroad vehicle door device of the present invention may further include a plate member formed along a length direction of the rail unit, wherein the support unit is provided symmetrically on each side of the plate member, the support unit being provided with the first door roller, the second door roller, and the suspender.
In this case, the support unit is provided on each side of the plate member. Therefore, the plate member and the support unit can be handled as a single unit. Further, the distance between the suspenders of each support unit is made constant. Therefore, unlike a case of forming separate members, no positioning process is necessary, and the door is easily suspended. Further, the support unit symmetrically provided on the left and right restrains load applied to the first door roller and the second door roller, when reciprocating the plate member and the pair of support units relative to the rail unit, thus enabling smooth reciprocation along the rail unit. - (3) The railroad vehicle door device of the present invention is preferably adapted so that: an imaginary line connecting a shaft of the first door roller and a shaft of the second door roller is slightly tilted from the length direction of the rail unit.
In this case, the first door roller and the second door roller are not largely tilted, and sufficient distance between the shafts of the first door roller and the second door roller is ensured. This disperses the self-load (acting force) from the door via the suspender of the support unit to the first door roller and the second door roller, in a balanced manner, and also absorbs an offset-load from the door. As a result, an increase in the load from reciprocation of the support units and an offset load are absorbed, and smooth reciprocation along the rail unit is possible. - (4) The railroad vehicle door device of the present invention is preferably adapted so that: an opening of the C-shape cross section of the rail unit has a pair of convex rails and the outer circumferential surface of the first door roller has a concave rail-facing portion, or the opening of the C-shape cross section of the rail unit has a pair of concave rails, and the outer circumferential surface of the first door roller has a convex rail-facing portion; and the shortest spacing distance between the convex or the concave rails of said pair of rails is shorter than the maximum circumference diameter of the first door roller.
In this case, the rail unit has the pair of concave or convex rails, and the first door roller has a rail-facing portion having a shape that corresponds to the rails. The gap between the rail-facing portion and the rail is preferably between 0.5 mm, inclusive, and 10 mm, inclusive, and is more preferably between 1 mm, inclusive, and 2 mm, inclusive. Further, the shortest spacing distance of the rail unit is smaller than the diameter of the first door roller. Therefore, it is possible to completely prevent derailing of the first door roller from the rail unit. As a result, even when the door is subject to a vertically upward or downward force or a swing force, the first door roller does not derail from the rail unit. Note that the first door roller is inserted from an end of the rail unit at the time of assembling. - (5) The railroad vehicle door device of the present invention is preferably adapted so that: an opening of the C-shape cross section of the rail unit has a pair of convex rails, and the outer circumferential surface of the first door roller has a concave rail-facing portion, or the opening of the C-shape cross section of the rail unit has a pair of concave rails, and the outer circumferential surface of the first door roller has a convex rail-facing portion; and the shortest spacing distance between the convex or the concave rails of said pair of rails is shorter than the maximum circumference diameter of the second door roller.
In this case, the rail unit has the pair of concave or convex rails, and the second door roller has a rail-facing portion having a shape that corresponds to the rails. The gap between the rail-facing portion and the rail is preferably between 0.5 mm, inclusive, and 10 mm, inclusive, and is more preferably between 1 mm, inclusive, and 2 mm, inclusive. Furthr, the shortest spacing distance of the rail unit is smaller than the diameter of the second door roller. Therefore, it is possible to completely prevent derailing of the second door roller from the rail unit. As a result, even when the door is subject to a vertically upward or downward force or a swing force, the second door roller does not derail from the rail unit. Note that the second door roller is inserted from an end of the rail unit at the time of assembling. - (6) The railroad vehicle door device of the present invention may be adapted so that: a hole that enables suspension from the suspender is formed on a core material forming the door.
In this case, the hole that enables the suspension are formed on the core material of the door. As such, there is no need for a separate process of attaching to the door a member having the hole for enabling the suspension. It is therefore possible to simplify the manufacturing and installing process. - (7) The railroad vehicle door device of the present invention may be adapted so that: a plurality of slotted holes are formed on a core material forming the door, the plurality of slotted holes being capable of holding shafts on the opposite side of the first door roller and the second door roller (on the side of the rollers opposite to the rail unit), the shafts being held at one end by the support unit.
In this case, the slotted holes formed on the core material of the door holds the shafts of the first door roller and the second door roller. Further, these holes having ellipsoidal shape prevent the first door roller and the second door roller from being directly subject to the self-load of the door. Further, since the core material holds the shafts on the opposite side of the support unit, the circumferences of the first door roller and the second door roller are protected by the support unit and the core material of the door. - (8) The railroad vehicle door device of the present invention may be adapted so that: the suspender is provided to the support unit and is rotatable by a disc-like member and a decentralized shaft of the disc-like member, and the suspender of the door is suspended from the disc-like member so as to enable adjustment of the levellness of the door. The suspender may be structured so that the plate member and the support unit are fixed by the same shaft.
In this case, rotating the decentralized disc-like member enables adjustment of the suspender in relation to the vertically upward or downward direction. This allows easy adjustment of the height of the door. - (9) The railroad vehicle door device of the present invention is adapted so that: a core material of the door is provided so as to extend over a portion which is suspended from the suspender.
In this case, the core material provided so as to extend over the portion suspended from the suspender. Therefore, the suspender is able to reliably hold the vertically downward load from the door. As a result, there is no unnecessary return force or moment force between the suspender and the core material, and the suspender therefore is able to stably hold the core material. - (10) The railroad vehicle door device of the present invention may be adapted so that: the support unit further includes a screw fastener part for fixation on the plate member.
In this case, the support unit is reliably fixed on the plate member. Unlike the case of fixing only the suspender, the support unit and the plate member are fixed by a plurality of shafts. Therefore, it is possible to reliably fix the plate member and the support unit. As a result, the support unit and the plate member are smoothly moved along the rail unit. - (11) A railroad vehicle door system of the present invention includes the features according to claim 11.
- In the railroad vehicle door system of the present invention, the support unit is formed so as to be able to move in the C-shape cross section by the first door roller and the second door roller. The system is structured to enable opening or closing of the door by moving this suspender suspending the door. To the support unit is provided the first door roller. To one end of the support unit is the second door roller, and the suspender on the other end of the support unit. Thus, when a vertically downward force stemming from the self-load of the door works on the other end of the support unit, the first door roller is supported by one side of the rail unit. The first door roller serves as a fulcrum, and the second door roller is subject to a vertically upward force and supported by the other side of the rail unit.
- In this case, the self-load of the door works on the suspender. The first door roller then serves as a fulcrum, and causes the second door roller to abut the side of the rail unit opposite to the side where the first door roller abuts, thereby supporting the door. Thus, there is no need for a gap that requires adjustment for preventing derailing, and an adjustment mechanism is no longer necessary. This prevents derailing attributed to damage or breakdown of the adjustment mechanism, and allows safe and reliable opening or closing of the doors. Further, no adjustment work is necessary because there is no adjustment mechanism, which enables reduction of manufacturing and installing costs. Since the first door roller and the second door roller are provided to the support unit, the first door roller and the second door roller are easily inserted from an end of the rail unit having the C-shape cross section, at the time of assembling.
-
-
Fig. 1 is a schematic diagram illustrating a structure of an exemplary railroad vehicle door system adopting an embodiment of a railroad vehicle door device, according to the present invention. -
Fig. 2A is a plane view illustrating an exemplary door roller device of the railroad vehicle door device. -
Fig. 2B is a top view illustrating an exemplary door roller device of the railroad vehicle door device. -
Fig. 3 is an enlarged view schematically illustrating the door roller device of the railroad vehicle door device in the rail unit. -
Fig. 4 is a cross sectional view taken along the line A-A ofFig. 3 . -
Fig. 5 is a cross sectional view taken along the line B-B ofFig. 3 . -
Fig. 6 is a cross sectional view taken along the line C-C ofFig. 3 . -
Fig. 7 is a cross sectional view taken along the line D-D ofFig. 3 . -
Fig. 8 is a diagram showing the railroad vehicle door device (right door leaf hanging on the door roller device). -
Fig. 9 is a schematic cross sectional view illustrating a cross section taken along the line E- E ofFig. 8 . -
- 100
- Door Roller Device
- 110
- First Door Roller
- 110a, 120a
- Concave rail-facing portion
- 112, 113
- Shaft
- 120
- Second Door Roller
- 140
- Screw Fastener Part
- 150
- Suspender
- 152
- Disc-Like Member
- 160
- Right Plate
- 170
- Left Plate
- 180
- Shared plate
- 200
- Rail unit
- 200a
- Convex pair of rails
- 300
- Drive Mechanism
- 500
- Railroad Vehicle Door system
- 710
- Left Door Leaf
- 720
- Right Door Leaf
- 750
- Suspension member
- 751,752,761,762
- Hole
- 753,754,763,764
- Slotted Hole
- 781,782
- Suspender
- 800
- Railroad Vehicle door Device
- θ
- Angle
-
Fig. 1 is a schematic diagram illustrating a structure of an exemplary railroad vehicle door system adopting an embodiment of a railroad vehicle door device, according to the present invention. - As illustrated in
Fig. 1 , a railroadvehicle door system 500 includes adrive mechanism 300 and a railroadvehicle door device 800. Further, the railroadvehicle door device 800 includes:door roller devices 100, arail unit 200, aleft door rack 310, aright door rack 320, acontrol box 400, communicatingmembers left door leaf 710, and aright door leaf 720. - The
drive mechanism 300 ofFig. 1 is provided with theright door rack 320 and aleft door rack 310. Theright door rack 320 and theleft door rack 310 extends in the horizontal direction and are parallel to each other. The leading ends of theright door rack 320 and theleft door rack 310 are provided with communicatingmembers member 610 is fixed on thedoor roller devices 100. Eachdoor roller device 100 is formed along therail unit 200 and is moveable. Further, thedoor roller device 100 is provided so as to enable suspension of theleft door leaf 710 and theright door leaf 720. - In such a railroad
vehicle door system 500 ofFig. 1 , thedrive mechanism 300 is driven according to an instruction from thecontrol box 400. The driving of thedrive mechanism 300 moves theright door rack 320 and theleft door rack 310 in such a manner that these door racks extend or constrict in the horizontal direction, thus moving the communicatingmembers right door rack 320 and theleft door rack 310. The movement of the communicatingmembers door roller devices 100 along therail unit 200, thereby opening or closing theleft door leaf 710 and theright door leaf 720. - The following details the
door roller devices 100.Fig. 2A is a plane view illustrating an exemplarydoor roller device 100.Fig. 2B is a top view illustrating an exemplarydoor roller device 100. - As illustrated in
Fig. 2A , eachdoor roller device 100 essentially includes:first door rollers 110,second door rollers 120, screwfastener parts 140,suspenders 150, aright plate 160, aleft plate 170, and a sharedplate 180. - As illustrated in
Figs. 2A, 2B , the sharedplate 180 is provided so as to extend in the horizontal direction. Theright plate 160 and theleft plate 170 are fixed on the left and right of the sharedplate 180 respectively and are symmetrical to each other. - The
right plate 160 fixed to an end portion of the sharedplate 180 is provided with afirst door roller 110, asecond door roller 120, ascrew fastener part 140, and asuspender 150. To thescrew fastener part 140 and thesuspender 150 of theright plate 160 are provided later-mentioned bolts each penetrating through the sharedplate 180 and fixes theright plate 160. Similarly, theleft plate 170 fixed to an end portion of the sharedplate 180 is provided with afirst door roller 110, asecond door roller 120, ascrew fastener part 140, and asuspender 150. To thescrew fastener part 140 and thesuspender 150 of theleft plate 170 are provided bolts each penetrating through the sharedplate 180 and fixes theleft plate 170. - Next, the following describes the
right plate 160 in therail unit 200 ofFig. 3. Fig. 3 is an enlarged view schematically illustrating thedoor roller device 100 in therail unit 200.Fig. 4 is a cross sectional view taken along the line A-A ofFig. 3 .Fig. 5 is a cross sectional view taken along the line B-B ofFig. 3 .Fig. 6 is a cross sectional view taken along the line C-C ofFig. 3 .Fig. 7 is a cross sectional view taken along the line D-D ofFig. 3 . - As illustrated in
Figs. 3 through 7 , therail unit 200 is a long member having a C-shape cross section. Each end portion of the C-shape cross section of therail unit 200 has a convex curved surface. Further, theright plate 160 is disposed so as to be in therail unit 200. As illustrated inFigs. 4 through 7 , theright plate 160 is formed so that the portion fixed to the sharedplate 180 has a thickness and a shape different from those of the portions of theright plate 160 holding thefirst door roller 110 and the second door roller 120 (seeFig. 2B ). - When the later-mentioned
right door leaf 720 is suspended on thesuspenders 150, eachsuspender 150 is subject to a downward force. This causes thefirst door roller 110 to contact the lower part of therail unit 200 and function as the fulcrum. Thesecond door roller 120 on the other hand contacts the upper part of therail unit 200 and serves as a point of counteraction. During this state, an imaginary line connecting the shafts of thefirst door roller 110 and thesecond door roller 120 forms a slight angle θ such as three degree or smaller with respect to the direction in which therail unit 200 extends. Note that it is preferable that the imaginary line connecting the shafts of thefirst door roller 110 and thesecond door roller 120 forms an angle θ of not more than one degree with respect the direction in which therail unit 200 extends. - The
right plate 160 has aslope 160a on the side of theright plate 160 to be fixed to the sharedplate 180. To the leading end of theright plate 160 having theslope 160a is fixed thesuspender 150 by a bolt B. Further, the bolt B fixes not only thesuspender 150 but also theright plate 160 to the sharedplate 180. To thesuspender 150 is attached a disc-like member 152 which is decentralized with respect to the bolt B of thesuspender 150. That is, the disc-like member 152 is attached so as to be able to rotate as is indicated by the disc-like member 152 and the disc-like member 152a (broken line) inFig. 4 . Nearby thissuspender 150 is provided ascrew fastener part 140. - The
screw fastener part 140 is fixed by a bolt B, nearby thesuspender 150 fixed to theright plate 160. Further, the bolt B fixes not only thescrew fastener part 140, but also the sharedplate 180 to theright plate 160. Thus, theright plate 160 is fixed to the sharedplate 180 by the bolts B at two parts: at thesuspender 150 and thescrew fastener part 140. - As illustrated in
Figs. 4 to 7 , therail unit 200 has a substantially C-shape cross section. In the present embodiment, the rails of therail unit 200 are convex. In the following, the minimum spacing distance between the convex rails of therail unit 200 is indicated by L11. - On the other hand, as illustrated in
Figs. 2A, 2B , and6 , afirst door roller 110 is provided on a line extending through the shafts of thesuspender 150 and thescrew fastener part 140. Thefirst door roller 110 is provided substantially in the middle of theright plate 160. As illustrated inFigs. 2A, 2B , and6 , theshaft 112 on one side of thefirst door roller 110 is held by theright plate 160. - The outer circumferential surface of the
first door roller 110 has a concave rail-facingportion 110a that corresponds to the convex 200a rail of therail unit 200. The minimum circumferential diameter of the concave rail-facingportion 110a of thefirst door roller 110 is indicated by D11, and the maximum circumferential diameter of the concave rail-facingportion 110a is indicated by D10. - As illustrated in
Fig. 6 , the minimum circumferential diameter D11 of the concave rail-facingportion 110a of thefirst door roller 110 is smaller than the minimum spacing distance L11 between theconvex rails 200a of therail unit 200 by a distance (gap) L10, and the value of the maximum circumferential diameter D10 of the concave rail-facingportion 110a of thefirst door roller 110 is greater than that of the minimum spacing distance L11 between theconvex rails 200a of therail unit 200. - Note that, since the
right door leaf 720 is suspended on thesuspender 150, thefirst door roller 110 contacts theconvex rails 200a at the vertically lower part of therail unit 200, and a gap L10 is formed between thefirst door roller 110 and theconvex rails 200a at the vertically upper part of therail unit 200, inFig. 6 . The gap L10 is preferably between 0.5 mm, inclusive, and 10 mm, inclusive, and is preferably approximately 1 mm in the present embodiment. - Further, as illustrated in
Fig. 6 , aball bearings 113 are mounted in thefirst door roller 110 so as to enable smooth rotation about theshaft 112 of thefirst door roller 110. - Next, the following describes the
second door roller 120. As illustrated inFigs. 2A, 2B , and7 , thesecond door roller 120 is provided to an end portion of theright plate 160. Theshaft 122 on one side of thesecond door roller 120 is held by theright plate 160, as illustrated inFig. 7 . - The outer circumferential surface of the
second door roller 120 has a concave rail-facingportion 120a which corresponds to theconvex rails 200a of therail unit 200. The minimum circumferential diameter of the concave rail-facingportion 120a of thesecond door roller 120 is indicated by D12, and the maximum circumferential diameter of the concave rail-facingportion 120a is indicated by D13. - As illustrated in
Fig. 7 , the minimum circumferential diameter D12 of the concave rail-facingportion 120a of thesecond door roller 120 is smaller than the minimum spacing distance L11 between theconvex rails 200a of therail unit 200 by a distance (gap) L13, and the maximum circumferential diameter D13 of the concave rail-facingportion 120a of thesecond door roller 120 is greater than the minimum spacing distance L11 between theconvex rails 200a of therail unit 200. - Since the
right door leaf 720 is suspended on thesuspender 150, thesecond door roller 120 contacts theconvex rails 200a at the vertically upper part of therail unit 200, and a gap L13 is formed between thesecond door roller 120 and theconvex rails 200a at the vertically upper part of therail unit 200, inFig. 7 . The gap L13 is preferably between 0.5 mm, inclusive, and 10 mm, inclusive, and the gap L10 preferably approximates 1 mm in the present embodiment. Further, the gap L13 may equal to the gap L10 between thefirst door roller 110 and therail unit 200. - Further, as illustrated in
Fig. 7 ,ball bearings 123 are mounted in thesecond door roller 120 so as to enable smooth rotation about theshaft 122 of thesecond door roller 120. - Subsequently,
Fig. 8 illustrates theright door leaf 720 suspended from thedoor roller device 100.Fig. 9 is a schematic cross sectional view taken along the line E-E ofFig. 8 . - As illustrated in
Fig. 8 , thedoor roller device 100 is inserted into therail unit 200 from an end of therail unit 200. Then, theright door leaf 720 is suspended relative to the sharedplate 180, leftplate 170, and theright plate 160. - Here, as illustrated in
Fig. 9 , theright door leaf 720 is provided with asuspension member 750 which is a principal member constituting theright door leaf 720. Further, as illustrated inFig. 8 , thesuspension member 750 is provided with: ahole 751 corresponding to thesuspender 150 of theleft plate 170; ahole 752 corresponding to thescrew fastener part 140 of theleft plate 170; an slottedhole 753 corresponding to theshaft 112 of thefirst door roller 110 of theleft plate 170; an slottedhole 754 corresponding to theshaft 122 of thesecond door roller 120 of theleft plate 170; ahole 761 corresponding to thesuspender 150 of theright plate 160; ahole 762 corresponding to thescrew fastener part 140 of theright plate 160; an slottedhole 763 corresponding to theshaft 112 of thefirst door roller 110 of theright plate 160; and an slottedhole 764 corresponding to theshaft 122 of thesecond door roller 120 of theright plate 160. - Further, the
suspension member 750 is provided with anotch portion 770 at its middle portion, andsuspenders notch portion 770. Thesesuspenders hole 751 corresponding to thesuspender 150 of theleft plate 170, thehole 752 corresponding to thescrew fastener part 140 of theleft plate 170, thehole 761 corresponding to thesuspender 150 of theright plate 160, and thehole 762 corresponding to thescrew fastener part 140 of theright plate 160. - The
hole 751 is suspended relative to the disc-like member 152 of thesuspender 150 of theleft plate 170, and thehole 752 is suspended relative to thescrew fastener part 140 of theleft plate 170, thehole 761 is suspended relative to the disc-like member 152 of thesuspender 150 of theright plate 160, and thehole 762 is suspended relative to thescrew fastener part 140 of theright plate 160. Thus, the weight of theright door leaf 720 is supported by thedoor roller device 100. - Further, the slotted
holes suspension member 750 illustrated inFigs. 8 and9 are engaged with the outer circumferential surfaces of theshafts 122 of thesecond door rollers 120 and theshafts 112 of thefirst door rollers 110 illustrated inFigs. 6 andFig. 7 in such a manner that a load is not applied to theshafts 112 of thefirst door rollers 110 and theshafts 122 of thesecond door rollers 120, as illustrated inFig. 9 . Note that theFigs. 8 and9 only describes theright door leaf 720; however, theleft door leaf 710 illustrated inFig. 1 also has the same mechanism. - In the
door roller device 100 of the present invention, the sharedplate 180, theright plate 160, and theleft plate 170 are formed so as to be able to move in the C-shape cross section of therail unit 200. Moving thesuspenders 150 and thescrew fastener parts 140 of theright door leaf 720 and theleft door leaf 710 opens or closes theright door leaf 720 and theleft door leaf 710. In this case, a vertically downward forces from the self-loads of theright door leaf 720 and theleft door leaf 710 work on thesuspenders 150 and thescrew fastener parts 140 of theright plate 160 and theleft plate 170. Thefirst door roller 110 is supported by one of the sides of therail unit 200, and serves as a fulcrum, and thesecond door roller 120 is subject to an upward force and is supported by another side of therail unit 200. Thus, there is no need for a gap that requires adjustment for preventing derailing, and there is no need for an adjustment mechanism. This prevents derailing attributed to damage or breakdown of the adjustment mechanism, and allows safe and reliable opening or closing of the doors. Further, since no adjustment work is necessary because there is no adjustment mechanism, reduction of manufacturing and installing costs are possible. - Further, since the
right plate 160 and theleft plate 170 are provided symmetrically on both ends of the sharedplate 180 respectively, thefirst door roller 110 and thesecond door roller 120 are not largely tilted and sufficient distance between the shafts of thefirst door roller 110 and thesecond door roller 120 is ensured, when reciprocating the sharedplate 180, theright plate 160, and theleft plate 170 along therail unit 200. This disperses the self-loads - (acting forces) from the
right door leaf 720 via thesuspenders 150 and thescrew fastener parts 140 of theright plate 160 and theleft plate 170 and theleft door leaf 710, in a balanced manner, to thefirst door rollers 110 and thesecond door rollers 120, and also absorbs an offset loads from the door. As a result, an increase in the load from reciprocation of theright plate 160 and theleft plate 170 and an offset loads are absorbed, and smooth reciprocation along therail unit 200 is possible. - Further, the pair of
convex rails 200a are formed on therail unit 200, and the concave rail-facingportion 110a and the concave rail-facingportion 120a are formed on thefirst door roller 110 and thesecond door roller 120 respectively. The maximum circumferential diameters D10 and D13 are greater than the minimum spacing distance D11 between theconvex rails 200a. Therefore, derailing of thefirst door roller 110 and thesecond door roller 120 from therail unit 200 is reliably prevented. As a result, even when theright door leaf 720 and theleft door leaf 710 are subject to a vertically upward or downward force or a swing force, thefirst door roller 110 and the second door roller do not derail from therail unit 200, and smooth and stable movement of thedoor roller device 100 along therail unit 200 is enabled. - Further, at the time of manufacturing or installing the
door roller device 100, theright plate 160 and theleft plate 170 are provided on both sides of the sharedplate 180, respectively. Thedoor roller device 100 therefore is handled as a single unit, and the distance between thesuspenders 150 and thescrew fastener parts 140 of theright plate 160 and theleft plate 170 are made constant. This is more advantageous than a case of separately providing these members because thedoor leaf 710 and theright door leaf 720 are easily suspended without a need for a positioning process. - Further, the
holes holes right door leaf 720 and theleft door leaf 710 are formed on thesuspension members 750 of theright door leaf 720 and theleft door leaf 710. Therefore, it is possible to omit a conventionally-required step of attaching, to theright door leaf 720 and theleft door leaf 710, a separate member having the holes that enables suspension. This allows easier manufacturing of the railroadvehicle door device 800 including thedoor roller device 100. - Further, rotating the decentralized disc-
like member 152 of thedoor roller device 100 to move the disc-like member 152 to the position of the disc-like member 152a enables adjustment of thesuspenders 150 in relation to vertically upward or downward direction. As a result, the levelness and the height of theright door leaf 720 and theleft door leaf 710 are easily adjustable. Further, the slottedholes suspension members 750 of theright door leaf 720 and theleft door leaf 710 hold theshafts first door roller 110 and thesecond door roller 120. Further, the bolt B fixes not only thesuspenders 150 but also theright plate 160 to the sharedplate 180. Therefore, fixing the position in relation to the vertical position also allows, at the same time, fixing thedoor roller device 100 with thefirst door roller 110 and thesecond door roller 120 being rotatably abutted to therail unit 200. This reduces the amount of work in manufacturing or installing as compared with the case of separately fixing thesuspenders 150 and theright plate 160. - Further, the
suspension members 750 of theright door leaf 710 and theleft door leaf 720 are provided so as to extend over the portion to be suspended from thesuspenders 150. Therefore, thesuspension members 750 reliably hold the vertically downward load from theright door leaf 720 and theleft door leaf 710. As a result, there is no unnecessary return force or a moment force between thesuspender 150 and thesuspension member 750, and thesuspender 150 therefore is able to stably hold thesuspension member 750. - The present embodiment deals with a case where the
first door roller 110 and thesecond door roller 120 have the concave 110a and the rail-facing portion concave 120a. However, the present invention is not limited to this. Thefirst door roller 110 and thesecond door roller 120 may have a different shape corresponding to the shape of theconvex rails 200a of therail unit 200. Further, in the present embodiment, thesuspension member 750 has thenotch portion 770 at its middle portion. However, the present invention is not limited to this, and thenotch portion 770 does not have to be formed. - In the embodiment, the
left door leaf 710 and theright door leaf 720 corresponds to the doors at the entrance port. The railroadvehicle door system 500 corresponds to the railroad vehicle door system. The railroadvehicle door device 800 corresponds to the railroad vehicle door device. Thedrive mechanism 300 corresponds to the drive mechanism. Therail unit 200 corresponds to the rail unit. Theright plate 160 and theleft plate 170 each corresponds to the support unit. Thefirst door roller 110 corresponds to the first door roller. Thesecond door roller 120 corresponds to the second door roller. Thesuspender 150 corresponds to the suspenders. The sharedplate 180 corresponds to the plate member. The angle θ corresponds to the slope angle. The concave rail-facingportion 110a and the concave rail-facingportion 120a correspond to the concave rail-facing portion. Theconvex rails 200a correspond to a pair of convex rails. Thesuspension member 750 corresponds to the core material forming the door of the car. Thehole shafts holes like member 152 corresponds to the disc-like member. Thesuspenders screw fastener part 140 corresponds to the screw fastener part. Further, theconvex rail 200a corresponds to the rails and the concave rail-facingportion 110a and the concave rail-facingportion 120a corresponds to the rail-facing portion. Structuring in this way enables use of thesuspension member 750 also as the core material forming the door of a car, and reduces manufacturing and installing costs as compared with a case of forming separate members.
Claims (11)
- A railroad vehicle door device (800), comprising:a door (710, 720) provided at an entrance port of a railroad vehicle;a rail unit (200) having a C-shape cross section;a support unit (160, 170) formed along a length direction of the rail unit;a first door roller (110) provided to the support unit, which is capable of traveling in the C-shape cross section of the rail unit;a second door roller (120) provided to one end of the support unit, which is capable of traveling in the C-shape cross section of the rail unit; anda suspender (150) provided to another end portion of the support unit, which is capable of suspending the door, characterized in that:a core material (750) of the door (710, 720) is provided so as to extend over a portion which is suspended from the suspender (150).
- The railroad vehicle door device according to claim 1, further comprising:a plate member (180) formed along a length direction of the rail unit,wherein the support unit is provided symmetrically on each side of the plate member, the support unit being provided with the first door roller, the second door roller, and the suspender.
- The railroad vehicle door device according to any one of claims 1 and 2, wherein an imaginary line connecting a shaft of the first door roller and a shaft of the second door roller is slightly tilted from the length direction of the rail unit.
- The railroad vehicle door device according to any one of claims 1 to 3, wherein:an opening of the C-shape cross section of the rail unit has a pair of convex rails (200a), and the outer circumferential surface of the first door roller has a concave rail-facing portion (110a), or the opening of the C-shape cross section of the rail unit has a pair of concave rails, and the outer circumferential surface of the first door roller has a convex rail-facing portion; andthe shortest spacing distance (L11) between the convex or the concave rails of said pair of rails is shorter than the maximum circumference diameter (D10) of the first door roller.
- The railroad vehicle door device according to any one of claims 1 to 4, wherein:an opening of the C-shape cross section of the rail unit has a pair of convex rails (200a), and the outer circumferential surface of the second door roller has a concave rail-facing portion (120a), or the opening of the C-shape cross section of the rail unit has a pair of concave rails, and the outer circumferential surface of the second door roller has a convex rail-facing portion; andthe shortest spacing distance (L11) between the convex or the concave rails of said pair of rails is shorter than the maximum circumference diameter (D13) of the second door roller.
- The railroad vehicle door device according to any one of claims 1 to 5, wherein a hole (751, 761) that enables suspension from the suspender (150) is formed on a core material (750) forming the door.
- The railroad vehicle door device according to any one of claims 1 to 6, wherein a plurality of slotted holes (753, 754, 763, 764) are formed on a core material forming the door, the plurality of slotted holes (753, 754, 763, 764) being capable of holding shafts (112, 122) on the opposite side of the first door roller and the second door roller, the shafts being held at one end by the support unit.
- The railroad vehicle door device according to claim 2, wherein: the suspender (150) is provided to the support unit and is rotatable by a disc-like member (152) and a decentralized shaft (B) of the disc-like member, and the suspender (781, 782) of the door is suspended from the disc-like member so as to enable adjustment of the levellness of the door.
- The railroad vehicle door device according to claim 2, wherein: the support unit further includes a screw fastener part (140) for fixation on the plate member.
- The railroad vehicle door device according to any of claims 1 to 9, wherein by causing the slotted holes formed on the core material to be engaged with the shafts on the opposite side so that a load is not applied to shafts on the opposite side, the first door roller and the second door roller are provided between the support unit and the core material.
- A railroad vehicle door system, comprising: the railroad vehicle door device according to any of claims 1 to 10, and
a drive mechanism (300) which opens or closes the door of the railroad vehicle door device.
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2007151467 | 2007-06-07 | ||
PCT/JP2008/058524 WO2008149632A1 (en) | 2007-06-07 | 2008-05-08 | Railway vehicle door device and railway vehicle door system |
Publications (3)
Publication Number | Publication Date |
---|---|
EP2165909A1 EP2165909A1 (en) | 2010-03-24 |
EP2165909A4 EP2165909A4 (en) | 2012-09-26 |
EP2165909B1 true EP2165909B1 (en) | 2016-11-30 |
Family
ID=40093458
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP08752415.3A Not-in-force EP2165909B1 (en) | 2007-06-07 | 2008-05-08 | Railway vehicle door device and railway vehicle door system |
Country Status (6)
Country | Link |
---|---|
EP (1) | EP2165909B1 (en) |
JP (1) | JP5134622B2 (en) |
KR (1) | KR20090130880A (en) |
CN (1) | CN101678839B (en) |
TW (1) | TW200904683A (en) |
WO (1) | WO2008149632A1 (en) |
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JP4709310B2 (en) * | 2009-05-20 | 2011-06-22 | 日東工器株式会社 | Fireproof sliding door device and door drive device |
KR200453386Y1 (en) | 2009-07-28 | 2011-04-27 | 현대로템 주식회사 | Anti-incoming apparatus of foreign matter for electric train doorway |
EP2503087B1 (en) * | 2009-11-17 | 2019-12-04 | Nabtesco Corporation | Door hanging apparatus and door apparatus provided with the same |
JP5421824B2 (en) * | 2010-03-08 | 2014-02-19 | リョービ株式会社 | Sliding door hanging device |
KR200458916Y1 (en) * | 2011-02-24 | 2012-03-21 | 박재완 | Hanger Trolley for use in Gate of Korea Train Express |
EP2711492A4 (en) * | 2011-05-16 | 2014-10-15 | Nabtesco Corp | Door suspension device and door apparatus comprising same |
AT512237A1 (en) * | 2011-12-12 | 2013-06-15 | Siemens Ag Oesterreich | DRIVE UNIT |
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AT515253B1 (en) * | 2013-02-27 | 2017-07-15 | Knorr-Bremse Ges Mit Beschränkter Haftung | Sliding door module / sliding door module for a rail vehicle with at least two guide carriages / guide carriages per door leaf |
AT13933U1 (en) * | 2013-06-27 | 2014-12-15 | Knorr Bremse Ges Mit Beschränkter Haftung | Guide system for a sliding door of a rail vehicle |
ES2832173T3 (en) * | 2013-06-27 | 2021-06-09 | Knorr Bremse Gmbh | Sliding door module / pivot door module for a rail vehicle |
JP6530612B2 (en) * | 2015-02-10 | 2019-06-12 | ナブテスコ株式会社 | Door hanging device |
JP6542540B2 (en) * | 2015-02-10 | 2019-07-10 | ナブテスコ株式会社 | Door hanging device |
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DE102022120816A1 (en) * | 2022-08-17 | 2024-02-22 | Bode - Die Tür Gmbh | Swing sliding door guide device without guide rail |
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-
2008
- 2008-05-08 WO PCT/JP2008/058524 patent/WO2008149632A1/en active Application Filing
- 2008-05-08 CN CN200880018799XA patent/CN101678839B/en active Active
- 2008-05-08 EP EP08752415.3A patent/EP2165909B1/en not_active Not-in-force
- 2008-05-08 JP JP2009517756A patent/JP5134622B2/en active Active
- 2008-05-08 KR KR1020097025107A patent/KR20090130880A/en not_active Application Discontinuation
- 2008-05-26 TW TW097119411A patent/TW200904683A/en unknown
Also Published As
Publication number | Publication date |
---|---|
CN101678839B (en) | 2011-07-06 |
CN101678839A (en) | 2010-03-24 |
TWI370779B (en) | 2012-08-21 |
JPWO2008149632A1 (en) | 2010-08-19 |
WO2008149632A1 (en) | 2008-12-11 |
EP2165909A1 (en) | 2010-03-24 |
EP2165909A4 (en) | 2012-09-26 |
KR20090130880A (en) | 2009-12-24 |
TW200904683A (en) | 2009-02-01 |
JP5134622B2 (en) | 2013-01-30 |
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