EP2748045B1 - Emergency exit unit for a rail vehicle - Google Patents

Description

Technical area

The invention relates to a rail vehicle emergency exit door unit.

State of the art

The passengers of rail vehicles usually leave the rail vehicle in emergencies via the entrances provided for normal operation. This is a feasible Evakuierungsweg at full railways, but often fails in local trains, especially in subways. If there is no space at the side of the rail vehicle, for example in tunnels, an exit from the rail vehicle remains as a certain evacuation path. The considerable differences in level between the passenger compartment floor and the track bed must be taken into account. This level difference can only be overcome by means of a ramp-like construction, since otherwise a very high risk of injury to the passengers arises. In particular, this emergency exit must be able to be used quickly and safely even by frail people, in a restricted lighting situation in a tunnel.

There are some recommendations according to the prior art how to make this exit. For example, it is known to make part of the vehicle front side hinged upwards and to provide in this thus emerging exit also a hinged frame, which then worked up to the rail level is and is provided with a walk-on fabric from a fabric. Other known emergency exit doors provide power assisted actuation by means of a drive. It is also necessary to provide a redundant energy source for the failure of the main energy supply. Exemplary DE 26 40 317 A1 mentioned, in this document, a frontally arranged emergency exit door is disclosed, which is an integral part of the car body. When evacuating passengers are two ways to distinguish. On the one hand, the passengers can be evacuated to the track (at the track bed level) or the passengers can be evacuated to another rail vehicle (train to train). An emergency exit door, which can carry out both forms of evacuation and thereby is light and inexpensive, as well as the field of view of an arranged behind her train driver is not known from the prior art.

Presentation of the invention

The invention is therefore based on the object, a Schienenfahrzeugnotausstiegstüreinheit which is finished and testable separately from the car body, both metal and on fiberglass fronts can be attached and allows both the evacuation of passengers on the trackbed level and level at the same time in another rail vehicle , Furthermore, the invention is intended to ensure a higher passenger throughput in evacuation against evacuations by means of a ladder.

In particular, a rail vehicle emergency exit door unit is to be described which represents a maximum of cost and effort optimization for implementation in the vehicle system. This should be in both Evacuation forms are achieved by reducing the level of complexity of the design and associated lower component diversity, increasing the efficiency and reliability as well as a weight reduction.

The object is achieved by a rail vehicle emergency exit door unit having the features of claim 1 and a rail vehicle according to claim 7. Advantageous embodiments are the subject of the subordinate claims.

The basic idea of the invention is a rail vehicle emergency exit door unit which is designed for releasable attachment to a front side of a rail vehicle and which comprises a door frame, an upper door part and a lower door part, wherein the upper door part is rotatably mounted on the roof side edge of the door frame and the lower door part is rotatably mounted on the chassis-side edge of the door frame and the lower door part comprises a hinged ramp and at least one screw connection is provided for fastening the Schienenfahrzeugnotausstiegstüreinheit on an end face of a rail vehicle.

As a result, the advantage can be achieved to equip a rail vehicle with an emergency exit door, which can be built and tested separately from the other vehicle components and which can be installed in a very late construction phase of the vehicle.

The inventive separation of the functionality of the emergency exit in the form of a Schienenfahrzeugnotausstiegstüreinheit of the car body is given a much higher flexibility with respect to the structural design of the vehicle front page. In contrast to conventional designs, this can cover a wide variety of customer requirements with only minor changes to both the vehicle and door unit designs. Car body side is only a corresponding section of the outer skin and provide suitable attachment points, all other facilities (sealing surfaces, controls, ramps, etc.) is located in the rail vehicle emergency exit door unit.

According to the invention, a door frame is provided on which an upper door part is rotatably mounted. This axis of rotation extends substantially horizontally and normal to the vehicle longitudinal axis and is arranged in the region of the roof-side edge of the door frame.

Furthermore, a lower door part is provided which is rotatably mounted on the chassis-side edge of the door frame and whose axis of rotation is arranged parallel to the axis of rotation of the upper door part.

The upper door part and the lower door part form a part of the outer shell of the rail vehicle in each closed state and delimit the passenger compartment, or the driver's compartment from the environment. For this purpose, the hinges, the sealing surfaces between the door parts and the door frame and the closing point between the door parts are each formed accordingly so that they meet the requirements for water and wind resistance.

The door frame is preferably made of metal profiles (in particular hollow sections), which are connected by screw to a frame. Thus, the unit can be constructed without welded joints, whereby the risk of heat distortion is prevented. Furthermore, for the production of Schaubverbindungen no specially trained personnel required, which allows the production in less well-equipped manufacturing facilities. The dimensional accuracy of a bolted door frame is superior to a welded door frame, whereby the further processing, in particular the installation of the railway emergency exit door unit is facilitated in the car body.

The fastening of the rail vehicle emergency exit door unit to the rail vehicle takes place according to the invention by means of at least one screw connection, with a plurality of screw connections being used in practical embodiments. Through the use of detachable screw connections, the rail vehicle emergency exit door unit can be installed in a very late construction phase of the rail vehicle, in which welding work would no longer be possible. By open space until installation space of the unit better accessibility of the vehicle interior is given, whereby the equipment of the vehicle, especially the cab is much easier.

A rail vehicle emergency exit door unit according to the invention can be attached to all conventional embodiments of rail vehicle front walls. In conventional metal end walls, the attachment to vehicle-side devices for screw (eg Internal threads, or threaded bolts). In the conventional in modern vehicles end walls made of GRP (glass fiber reinforced plastic) corresponding metallic deposits in the GRP structure are provided, which include, for example, internal thread. When installing the door unit on GFK end walls, it is important to ensure that the force is applied as extensively as possible so that stress cracks in the GRP are prevented. For this purpose, a recess (hole) in the fiberglass can be provided and the screw with the largest possible possible metallic pads (washers) are performed.

The rail vehicle emergency exit door unit or door frame does not fulfill a load-bearing function of the car body, so that it is also easily possible to remove the rail vehicle emergency exit door unit (for example for maintenance or repair).

The closing point between the door parts is arranged substantially horizontally and can be easily opened in evacuation, especially by the passengers. For this purpose, so-called panic bars or panic depressors can be used, which can be actuated instinctively without prior knowledge.

In a further embodiment of the invention, it is provided to hold the upper door part by means of a spring device in the open position. As a result, the advantage can be achieved, the upper door part, which would otherwise narrow the Evakuierungsweg reliably unfold without having to perform a further operating step. As a spring device are preferably gas springs, but also metallic springs.

Advantageously, to provide a seal between the door frame and the corresponding sealing surfaces of the upper door part and the lower door part, which is provided in the closed state of the emergency exit door with a bias. This can reduce the risk of leakage on this highly stressed by water sealing surface.

A preferred embodiment of the invention provides to integrate a pane of the outer glazing of the rail vehicle in the upper door part. As a result, the advantage can be achieved to be able to arrange the control station of the rail vehicle immediately behind the emergency exit door. The required field of view of the driver can be guaranteed in such a way although he is located behind an emergency exit door. The instruments and input devices required for vehicle guidance are arranged at the side of the emergency exit door.

This disc can be glued either directly to the hollow sections of the upper door part as well as by means of holding devices such as circumferential seals attached to the upper door part. Furthermore, additional common rail vehicle components can be integrated in the upper door part, in particular electrically driven windshield wipers, destination displays, lamps or cameras. According to the invention, it is provided to equip the lower door part with a hinged ramp. This hinged ramp comprises at least one tread plate which is rotatably mounted on the lower door part and wherein this axis of rotation is arranged parallel to the axis of rotation between the lower door part and the door frame.

As a result, the advantage can be achieved to be able to make an evacuation of the passengers to the track bed level, leaving only a small residual height for the passengers.

In practical embodiments of the invention, in order to increase the comfort for the passengers and to reduce the danger of falling in the case of an evacuation, an essentially track bed level-equal exit is required. For this it is necessary to provide several tread plates, typically three. These multiple tread plates are such with each other, or rotatably connected to the lower door part, that in the unfolded state a walkable stable ramp is formed, which extends to the track bed level.

In rest position, the individual tread plates from a lateral view are helical, or spirally arranged or folded. This ensures a space-saving storage of treadplates.

The folding out of the treadplates is done manually. In this case, in a first operating step, the entire unit (for example, three pieces) tread plates to pivot away from the lower door part, then two tread plates and ultimately the last tread plate. The possible angle of rotation of the hinges between the individual tread plates or the lower door part and the first tread plate are mechanically limited in their possible angle of rotation. Furthermore, a lock is provided, which locks each unfolded tread plate with its adjacent tread plate (or the lower door part) in the fully extended position whereby such a biegefester composite of tread plates is formed.

This locking takes place automatically upon reaching a certain angle of rotation of each rotary joint, in particular without further operating step.

This particular angle of rotation is preferably 180 degrees so that the extended ramp has a planar shape. It It is also advantageous to choose an angle other than 180 degrees to compensate for the deflection under load, so that the ramp has a slight upward bulge when unloaded. For this, only slightly different from 180 degrees angle are sufficient, typically 181 to 185 degrees. As a result, the advantage can be achieved to be able to build a ramp in a loaded condition.

A further advantageous embodiment of the invention provides to make the angle of the unfolded lower door part to the passenger compartment floor other than the angle of the tread plates to the passenger compartment floor. The resulting ramp with two different angles makes it possible, if necessary, to be able to bridge a coupling overhang.

For example, bolts can be used as interlocking of the step plates undeinender or with the lower door part to a bending-resistant composite, which are arranged in the footboard plane and biased by spring and which are inserted upon reaching a certain angle of rotation by means of this spring in fixing holes of the corresponding footboard. This ensures that the composite of tread plates is sufficiently stable for absorbing the weight of a plurality of simultaneously evacuating passengers.
The removal of this fixation by means of pushing back the bolt and bending the respective tread plate from the position of use. For this purpose, the use of special tools and devices may be provided, as in contrast to unfolding the ramp when folding trained personnel is available and this activity is not carried out by the passengers.

A further advantageous embodiment of the invention Schienenfahrzeugnotausstiegstüreinheit provides a gap bridging for bridging the gap between two lower door parts in a train to train evacuation before. This gap, which can be of different widths during an evacuation in a curve over its course, there is a large accident and injury risk for evacuees there. By means of a gap bridging, which is rotatably connected to the in the closed state of the emergency exit door in passenger compartment direction arranged tread plate by means of a rotary joint, this gap can be bridged. When evacuating to the track bed level, this gap bridging is not used.

A further advantageous embodiment of the invention provides to arrange the upper door part with respect to the lower door part in the closed position of the rail vehicle emergency exit door unit angled. As a result, the advantage can be achieved to be able to design visually appealing and aerodynamically advantageous end walls. In this embodiment, the frame is also to be provided with a bend in the vertical profiles, it may be necessary to construct the vertical profiles of two sections.

The present invention enables the construction and testing of a railway emergency exit door unit independently and separately from the structure of the rest of the rail vehicle. The rail vehicle emergency exit door unit can be in the finished state to the rail vehicle on the supporting structure of Rail vehicle to be fixed, including in particular releasable connections (screw) are used.

A further advantage of the present invention is that, in order to realize an emergency exit, there is no space available in the undercarriage or roof or driver's cab, as is required in conventional constructions (for example sliding or folding ramps).

Brief description of the drawings

• Fig.1 Eine Schienenfahrzeugnotausstiegseinheit
• Fig.2 Ein Schienenfahrzeug mit einer Schienenfahrzeugnotausstiegstüreinheit.
• Fig.3 Ein Schienenfahrzeug mit einer Schienenfahrzeugnotausstiegstüreinheit - Seitenansicht, Rampe ausgeklappt.
• Fig.4 Ein Schienenfahrzeug mit einer Schienenfahrzeugnotausstiegstüreinheit - Schrägansicht, Rampe ausgeklappt.
• Fig.5 Eine Evakuierung Zug zu Zug.
• Fig.6 Ein Drehgelenk.
• Fig.7 Eine Schienenfahrzeugnotausstiegstüreinheit - geschlossen.
• Fig.8 Eine Schienenfahrzeugnotausstiegstüreinheit - offen.

They show by way of example:

• Fig.1 A rail vehicle emergency exit unit
• Fig.2 A rail vehicle with a rail vehicle emergency exit door unit.
• Figure 3 A rail vehicle with a railroad emergency exit door unit - side view, ramp unfolded.
• Figure 4 A rail vehicle with a rail vehicle emergency exit door unit - oblique view, ramp unfolded.
• Figure 5 An evacuation train to train.
• Figure 6 A swivel.
• Figure 7 A rail vehicle emergency exit door unit - closed.
• Figure 8 A rail vehicle emergency exit door unit - open.

Embodiment of the invention

Fig.1 shows by way of example and schematically a rail vehicle emergency exit door unit. The end wall of a rail vehicle 10 is shown, which comprises a corresponding cutout for mounting a rail vehicle emergency exit door unit. Deposed therefrom, a Schienenfahrzeugnotausstiegstüreinheit is shown, as it is suitable in the assembled state for mounting on the rail vehicle 10. This rail vehicle emergency exit door unit comprises a door frame 2, an upper door part 3 and a lower door part 4. In this embodiment, the rail vehicle emergency exit door unit is equipped with further components, in particular a windshield wiper and a destination display, wherein the associated wiring is also shown.

Fig.2 shows by way of example and schematically a rail vehicle with a rail vehicle emergency exit door unit. A rail vehicle 10 is shown, which comprises on its front side a rail vehicle emergency exit door unit. Of the rail vehicle 10, only essential components, in particular the lower frame and the front are shown with a front mask, since only these components are related to representational invention. The rail vehicle emergency exit door unit comprises an upper door part 3, a lower door part 4 and a door frame 2. The upper door part 3 and the lower door part 4 are movably connected to the door frame 2 respectively with hinges and can be opened and closed. The upper door part 3 is held by spring means 9 in the open position. The lower door part 4 is designed as a walk-in plate and can be entered, the corresponding swivel joint is designed so that it can safely transmit the expected mechanical loads. Furthermore, the lower door part includes a folding ramp, which in Fig.2 is shown in a folded, so not visible position.

Figure 3 shows by way of example and schematically a rail vehicle with a rail vehicle emergency exit door unit - side view, ramp unfolded. It is the rail vehicle 10 off Fig.2 shown in a side view, wherein the hinged ramp 5 is shown in the extended position. The hinged ramp 5 comprises in the exemplary embodiment shown three tread plates 8. The joint, which ensures the rotational mobility of the lower door part 4 relative to the frame 2 is more angled in the direction of the track bed level 11 than in the Fig.2 shown sole Ausklappung the lower door part. The tread plates 8 form a bending resistant and walkable composite in the unfolded position. For this purpose, 4 interlocks are provided at the junctions between the tread plates 8 and at the junction of the first tread plate 8 with the lower door part, which produce when folding the tread plates 8 in reaching a certain angle between the foot plates, or the lower door part a bending resistant connection , A further embodiment provides to unfold the lower door part 4 substantially horizontally and to use the hinged ramp 5 angled in the unfolded position to the lower door part 4, as such the pivot between the door frame 2 and the lower door part 4 can be made simplified.
Figure 3 represents the evacuation of passengers to the track bed level 11.

Figure 4 shows an example and schematically a rail vehicle with a rail vehicle emergency exit door unit - oblique view, ramp unfolded. It's that in Figure 3 shown embodiment shown in an oblique view from above.

Figure 5 shows an example and schematically an evacuation train to train. Two rail vehicles 10 are on the same track directly behind each other. Both rail vehicles 10 are equipped with a rail vehicle emergency exit door unit, which is shown in the open position for the evacuation train to train.

Figure 6 shows an example and schematically a hinge. There is a hinge 7 of the rotatable connection between the door frame 2 and the upper door part 3 is shown. The door frame 2 is constructed from a hollow profile, for example made of an aluminum alloy, and releasably connected to the vehicle structure 16 by means of a screw connection 15. In shown embodiment, the vehicle structure 16 is made of a GFK material. As a result, the screw 15 is to be designed so that stress cracks are prevented the GRP. This is done by a large-scale application of force in the GRP material. For this purpose, the screw 15 is designed as Durchsteckschraubverbindung, which are provided on the part of the FRP material only a bore and bearing surfaces for metallic Unterlegebauteile. The upper door part 3 is also constructed from a hollow profile and comprises a receptacle for a disc 12. The door part 3 is by means of a rotary joint 7, which comprises a rotation axis 14 rotatably mounted on the door frame 2. The rotary joint 7 is protected by a seal 13.

Figure 7 shows by way of example and schematically a rail vehicle emergency exit door unit 1 in the closed position. It is, highly abstracted, the design principle underlying the invention shown as a sectional view. A rail vehicle emergency exit door unit 1 comprises a door frame 2, an upper door part 3, a lower door part 4 and a hinged ramp 5. The upper door part 3 is rotatably connected to the door frame 2 at the roof-side edge of the door frame 2 by means of a pivot joint 7. The lower door part 4 is rotatably connected to the chassis side edge of the door frame 2 by means of a hinge 7 with the door frame 2. A shutter 6 connects the upper door part 3 and the lower door part 4 in the closed position of the Schienenfahrzeugnotausstiegstüreinheit 1. This closure 6 is designed so that it can be solved quickly and easily when evacuation needs and thus releases the rotational mobility of the upper door part 3 and the lower door part 4. For this purpose, an opening device 17 is provided, which allows quick and easy and especially untrained persons to open the emergency exit door. The upper door part 3 preferably comprises a pane 12 of the outer glazing. The lower door part 4 is equipped with a hinged ramp 5, which includes tread plates 8 which can be connected to a rigid composite. Furthermore, the lower door part 4 is equipped with a gap bridging 18, which is rotatably mounted by means of a rotary joint on the inside in the closed state of the emergency exit door tread plate 8 is. Here, in the closed position of the door, the tread plates 8 of the folding ramp 5 are arranged helically or spirally, or so connected to each other by means of hinges that they are arranged helically or spirally folded. This allows the ramp to be built from the passenger compartment.

Figure 8 shows by way of example and schematically a rail vehicle emergency exit door unit 1 - open. It is the railway vehicle emergency exit door unit 1 off Figure 6 shown in open position for the evacuation train to train. The upper door part 3 is opened and can by spring devices (in Figure 7 not shown) are kept in the open position. The lower door part 4 assumes a substantially horizontal position and can be entered for the evacuation of passengers. The hinged ramp 5 remains folded in an evacuation train to train. The gap bridging device 18 is shown both in the folded state 18 and in the unfolded state 18a.

List of terms

1

Schienenfahrzeugnotausstiegstüreinheit

2

doorframe

3

upper door part

4

lower door part

5

folding ramp

6

shutter

7

swivel

8th

footboard

9

spring means

10

track vehicle

11

Roadbed level

12

disc

13

poetry

14

axis of rotation

15

screw

16

vehicle structure

17

opening device

18

gap filling

18a

Gap bridging unfolded

Claims (7)

1. Emergency exit unit for a rail vehicle (1), which is designed for releasable attachment to an end face of a rail vehicle (10) and which comprises a door frame (2), an upper door part (3) and a lower door part (4), characterised in that
   the upper door part (3) is rotatably mounted at the roof-side edge of the door frame (2) and the lower door part (4) is rotatably mounted at the chassis-side edge of the door frame (2), and that at least one bolted connection is provided for attaching the emergency exit unit for a rail vehicle (1) at an end face of a rail vehicle (10), and wherein the lower door part (4) comprises a foldable ramp (5) composed of at least two tread plates (8), wherein the tread plates (8) of the foldable ramp (5) are connected to each other by means of rotating joints and the maximum rotational angle of said rotating joints is mechanically limited.
2. Emergency exit unit for a rail vehicle (1) according to claim 1, characterised in that the upper door part (3) comprises a pane (12) of the outer glazing.
3. Emergency exit unit for a rail vehicle (1) according to one of claims 1 or 2, characterised in that the upper door part (3) in the open position is held in said open position by means of a spring device (9).
4. Emergency exit unit for a rail vehicle (1) according to claim 3, characterised in that the tread plates (8) of the foldable ramp (5) in the closed position of the lower door part are arranged helically or spirally.
5. Emergency exit unit for a rail vehicle (1) according to claim 4, characterised in that one of the tread plates (8) is fitted with a gap bridging device (18).
6. Emergency exit unit for a rail vehicle (1) according to one of claims 1 to 5, characterised in that one of the door frames (2) is constructed from metal profiles bolted to each other.
7. Rail vehicle (10) having an emergency exit unit for a rail vehicle (1) according to one of claims 1 to 6.

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