EP2165909B1 - Dispositif de porte de véhicule ferroviaire et son système - Google Patents

Dispositif de porte de véhicule ferroviaire et son système Download PDF

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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
Application number
EP08752415.3A
Other languages
German (de)
English (en)
Other versions
EP2165909A4 (fr
EP2165909A1 (fr
Inventor
Kazutama Takahashi
Katsuji Kawasaki
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.)
Nabtesco Corp
Original Assignee
Nabtesco Corp
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 Nabtesco Corp filed Critical Nabtesco Corp
Publication of EP2165909A1 publication Critical patent/EP2165909A1/fr
Publication of EP2165909A4 publication Critical patent/EP2165909A4/fr
Application granted granted Critical
Publication of EP2165909B1 publication Critical patent/EP2165909B1/fr
Not-in-force legal-status Critical Current
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
    • B61D19/003—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
    • 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
    • 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
    • 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
    • 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
    • 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
    • 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.

Claims (11)

  1. Dispositif de porte de véhicule ferroviaire (800), comprenant :
    une porte (710, 720) prévue au niveau d'une entrée d'un véhicule ferroviaire,
    une unité de rail (200) ayant une section transversale en forme de C ;
    une unité de support (160, 170) formée le long d'une direction de la longueur de l'unité de rail ;
    un premier galet de porte (110) prévu sur l'unité de support, qui est capable de se déplacer dans la section transversale en forme de C de l'unité de rail ;
    un deuxième galet de porte (120) prévu à une extrémité de l'unité de support, qui est capable de se déplacer dans la section transversale en forme de C de l'unité de rail ; et
    une suspente (150) prévue sur une autre partie d'extrémité de l'unité de support, qui est capable de suspendre la porte, caractérisé en ce que :
    un matériau intérieur (750) de la porte (710, 720) est prévu de façon à s'étendre sur une partie qui est suspendue depuis la suspente (150).
  2. Dispositif de porte de véhicule ferroviaire selon la revendication 1, comprenant en outre :
    un élément de plaque (180) formé le long d'une direction de la longueur de l'unité de rail,
    dans lequel l'unité de support est prévue symétriquement de chaque côté de l'élément de plaque, l'unité de support étant dotée du premier galet de porte, du deuxième galet de porte et de la suspente.
  3. Dispositif de porte de véhicule ferroviaire, selon l'une quelconque des revendications 1 et 2, dans lequel une ligne imaginaire reliant un arbre du premier galet de porte et un arbre du deuxième galet de porte est légèrement inclinée par rapport à la direction de la longueur de l'unité de rail.
  4. Dispositif de porte de véhicule ferroviaire selon l'une quelconque des revendications 1 à 3, dans lequel :
    une ouverture de la section transversale en forme de C de l'unité de rail a une paire de rails convexes (200a), et la surface circonférentielle extérieure du premier galet de porte a une partie faisant face au rail concave (110a), ou l'ouverture de la section transversale en forme de C de l'unité de rail a une paire de rails concaves, et la surface circonférentielle extérieure du premier galet de porte a une partie faisant face au rail convexe ; et
    la distance d'espacement la plus courte (L11) entre les rails convexes et concaves de ladite paire de rails est plus courte que le diamètre de circonférence maximum (D10) du premier galet de porte.
  5. Dispositif de porte de véhicule ferroviaire selon l'une quelconque des revendications 1 à 4, dans lequel :
    une ouverture de la section transversale en forme de C de l'unité de rail a une paire de rails convexes (200a), et la surface circonférentielle extérieure du deuxième galet de porte a une partie faisant face au rail concave (120a), ou l'ouverture de la section transversale en forme de C de l'unité de rail a une paire de rails concaves, et la surface circonférentielle extérieure du deuxième galet de porte a une partie faisant face au rail convexe ; et
    la distance d'espacement la plus courte (L11) entre les rails convexes et concaves de ladite paire de rails est plus courte que le diamètre de circonférence maximum (D13) du deuxième galet de porte.
  6. Dispositif de porte de véhicule ferroviaire selon l'une quelconque des revendications 1 à 5, dans lequel un trou (751, 761) qui permet la suspension à partir de la suspente (150) est formé sur un matériau intérieur (750) formant la porte.
  7. Dispositif de porte de véhicule ferroviaire selon l'une quelconque des revendications 1 à 6, dans lequel une pluralité de trous fendus (753, 754, 763, 764) sont formés sur un matériau intérieur formant la porte, la pluralité de trous fendus (753, 754, 763, 764) étant capable de maintenir des arbres (112, 122) sur le côté opposé du premier galet de porte et du deuxième galet de porte, les arbres étant maintenus à une extrémité par l'unité de support.
  8. Dispositif de porte de véhicule ferroviaire selon la revendication 2, dans lequel : la suspente (150) est prévue sur l'unité de support et peut être mise en rotation par un élément de type disque (152) et un arbre décentralisé (B) de l'élément de type disque, et la suspente (781, 782) de la porte est suspendue à partir de l'élément de type disque de façon à permettre l'ajustement de la planéité de la porte.
  9. Dispositif de porte de véhicule ferroviaire selon la revendication 2, dans lequel : l'unité de support comprend en outre une partie de fixation à vis (140) pour la fixation sur l'élément de plaque.
  10. Dispositif de porte de véhicule ferroviaire selon l'une quelconque des revendications 1 à 9, dans lequel, en provoquant la mise en prise des trous fendus formés sur le matériau intérieur avec les arbres sur le côté opposé, de sorte qu'aucune charge ne soit appliquée sur les arbres sur le côté opposé, le premier galet de porte et le deuxième galet de porte sont prévus entre l'unité de support et le matériau intérieur.
  11. Système de porte de véhicule ferroviaire, comprenant :
    le dispositif de porte de véhicule ferroviaire selon l'une quelconque des revendications 1 à 10, et
    un mécanisme d'entraînement (300) qui ouvre ou ferme la porte du dispositif de porte de véhicule ferroviaire.
EP08752415.3A 2007-06-07 2008-05-08 Dispositif de porte de véhicule ferroviaire et son système Not-in-force EP2165909B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2007151467 2007-06-07
PCT/JP2008/058524 WO2008149632A1 (fr) 2007-06-07 2008-05-08 Dispositif de porte de véhicule ferroviaire et son système

Publications (3)

Publication Number Publication Date
EP2165909A1 EP2165909A1 (fr) 2010-03-24
EP2165909A4 EP2165909A4 (fr) 2012-09-26
EP2165909B1 true EP2165909B1 (fr) 2016-11-30

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EP08752415.3A Not-in-force EP2165909B1 (fr) 2007-06-07 2008-05-08 Dispositif de porte de véhicule ferroviaire et son système

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EP (1) EP2165909B1 (fr)
JP (1) JP5134622B2 (fr)
KR (1) KR20090130880A (fr)
CN (1) CN101678839B (fr)
TW (1) TW200904683A (fr)
WO (1) WO2008149632A1 (fr)

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Also Published As

Publication number Publication date
KR20090130880A (ko) 2009-12-24
EP2165909A4 (fr) 2012-09-26
TWI370779B (fr) 2012-08-21
JPWO2008149632A1 (ja) 2010-08-19
CN101678839A (zh) 2010-03-24
JP5134622B2 (ja) 2013-01-30
EP2165909A1 (fr) 2010-03-24
CN101678839B (zh) 2011-07-06
TW200904683A (en) 2009-02-01
WO2008149632A1 (fr) 2008-12-11

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