EP4289700A1 - Bahnsteigspaltfüllvorrichtung für ein schienenfahrzeug und schienenfahrzeug, das diese vorrichtung umfasst - Google Patents

Bahnsteigspaltfüllvorrichtung für ein schienenfahrzeug und schienenfahrzeug, das diese vorrichtung umfasst Download PDF

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Publication number
EP4289700A1
EP4289700A1 EP22382544.9A EP22382544A EP4289700A1 EP 4289700 A1 EP4289700 A1 EP 4289700A1 EP 22382544 A EP22382544 A EP 22382544A EP 4289700 A1 EP4289700 A1 EP 4289700A1
Authority
EP
European Patent Office
Prior art keywords
retractable
retractable element
bar
platform
bridging
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.)
Pending
Application number
EP22382544.9A
Other languages
English (en)
French (fr)
Inventor
Joaquín VILLA FERRER
Javier CHAVARRI ALECHA
Carlos LINARES SALINAS
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.)
Construcciones y Auxiliar de Ferrocarriles SA CAF
Original Assignee
Construcciones y Auxiliar de Ferrocarriles SA CAF
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 Construcciones y Auxiliar de Ferrocarriles SA CAF filed Critical Construcciones y Auxiliar de Ferrocarriles SA CAF
Priority to EP22382544.9A priority Critical patent/EP4289700A1/de
Publication of EP4289700A1 publication Critical patent/EP4289700A1/de
Pending legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D23/00—Construction of steps for railway vehicles
    • B61D23/02—Folding steps for railway vehicles, e.g. hand or mechanically actuated

Definitions

  • the present invention relates to devices used for filling the gap existing between a railway vehicle and the platform.
  • the platform gap also called PTI "platform train interference" is the separation existing between the side of a railway vehicle body and the end of the platform from which passengers access the vehicle.
  • the platform must be aligned with the floor of the railway vehicle on which passengers travel; in some cases, there is a slight difference in height, but in any case, there must be a separation between the platform and the railway vehicle in order to allow vehicles to move freely without interfering with the platform.
  • platform gap filler devices which can be arranged in the vehicle or directly in the platform are known.
  • Platform gap filler devices for railway vehicles are arranged in the region of the vehicle doors and can be movable with respect to the vehicle or fixed with respect to the vehicle.
  • Movable filler devices are concealed when the vehicle is running and configured for performing an emerging movement and covering the platform gap when the vehicle arrives at the station, allowing passengers to get on and off the vehicle safely. These devices are operated by electric, pneumatic, or hydraulic drives and are, in general, mechanically complex and involve a high manufacturing and maintenance cost.
  • the dimensions of the bridging element must be designed so that the vehicle complies with the railway gauge of the track through which the vehicle runs, particularly so that the cross-section of the vehicle does not interfere with any track element. In practice, this leads to fixed devices not completely covering the separation between the platform and the vehicle, and therefore not being completely satisfactory in terms of safety and comfort. This problem is exacerbated in curved platforms, where the separation between the vehicle and the platform can be larger in some areas.
  • EP3473513A1 shows a railway vehicle with platform gap filler devices.
  • the device comprises a bridging element extending in a longitudinal direction and coupleable to the outside of the railway vehicle below the region of a door of the vehicle in order to minimize the separation between the railway vehicle and the platform, a retractable element which is partially housed in a gap of the bridging element and which is configured to be translationally movable in a transverse direction, which is perpendicular to the longitudinal direction, between a retracted position and an extended position in which the retractable element protrudes from the bridging element, and spring means arranged in the gap of the bridging element, between the bridging element and the retractable element, to force the retractable element towards the extended position.
  • the bridging element is coupled by means of guides to the vehicle doors, such that the drive of the doors is utilized to move the bridging element; therefore, when the vehicle doors open, both the bridging element and the retractable element emerge from below the region of the door and move in the transverse direction to contact the platform, and when the doors are closed, both the bridging element and the retractable element are concealed.
  • the object of the invention is to provide a platform gap filler device and a railway vehicle comprising said device, as defined in the claims.
  • a platform gap filler device for a railway vehicle comprising a bridging element extending in a longitudinal direction and coupleable to the outside of the railway vehicle below the region of a door of the railway vehicle in order to minimize the separation between the railway vehicle and the platform, a retractable element which is partially housed in a gap of the bridging element and which is configured to be translationally movable in a transverse direction, which is perpendicular to the longitudinal direction, between a retracted position and an extended position in which the retractable element protrudes from the bridging element, and spring means arranged between the bridging element and the retractable element to force the retractable element towards the extended position.
  • the spring means comprise an elastically deformable bar extending in the longitudinal direction and which is fixed between the bridging element and the retractable element, such that when the retractable element contacts the platform, the retractable element moves from the extended position towards the retracted position compressing the bar.
  • a platform gap filler device with a simple structural embodiment that does not require complex drives or guiding systems for the correct operation thereof is thereby obtained. Furthermore, the retractable element contacts the platform and protects the bridging element from contact with the platform or from contact with other elements of the railway track, thereby prolonging the service life of the device since, in the case of wear, only the retractable element has to be replaced.
  • the elastically deformable bar is an elongated element extending in the longitudinal direction, like the bridging element, and allows the entire retractable element to be guided in its translation between the extended position and the retracted position.
  • the elastically deformable bar allows the retractable element to be suitably moved and guided.
  • Another aspect of the invention relates to a railway vehicle with platform gap filler devices such as that defined above which are located below the region of the doors of the railway vehicle.
  • the invention relates to a platform gap filler device for a railway vehicle.
  • Figure 1 shows a schematic plan view of a railway vehicle 1 stopped at a station next to a platform 2. There is a separation S between the body of the vehicle 1 and the end of the platform 2.
  • the railway vehicle 1 is configured for running in a direction of circulation on the rails 3 of a track.
  • longitudinal direction L is understood as a direction parallel to the direction of circulation of the vehicle 1 on the rails 3 of the track and transverse direction T is understood as a direction perpendicular to the longitudinal direction L.
  • Vertical direction V is understood as a direction perpendicular to the longitudinal direction L and perpendicular to the transverse direction T.
  • the railway vehicle 1 has doors 4 on the side of the body from which passengers access the vehicle 1 from the platform 2 or access the platform 2 from the vehicle 1.
  • the railway vehicle 1 has platform gap filler devices 100 in the region of the doors 4 which minimize the separation S existing between the vehicle 1 and the platform 2 so as to ensure the movement of passengers between the vehicle 1 and the platform 2.
  • the platform gap filler device 100 comprises a bridging element 110 extending in the longitudinal direction L and coupleable to the outside of the railway vehicle 1 below the region of a door 4 of the vehicle 1 in order to minimize the separation S between the railway vehicle 1 and the platform 2, a retractable element 120 which is partially housed in a gap 111 of the bridging element 110 and which is configured to be translationally movable in the transverse direction T, which is perpendicular to the longitudinal direction L, between a retracted position P1 (see Figure 5 ) and an extended position P2 in which the retractable element 120 protrudes from the bridging element 110 (see Figure 4 ), and spring means 130 arranged between the bridging element 110 and the retractable element 120 to force the retractable element 120 towards the extended position P2.
  • the bridging element 110 has a U shape with an upper flange 1112 and a lower flange 1113 between which the gap 111 housing the retractable element 120 is defined.
  • the upper flange 1112 has on its upper face a non-slip surface 1114 which passengers step on.
  • the upper flange 1112 extends rearward into a rear flange 1115 which is configured for being coupled to the floor of the railway vehicle 1 in the region of a door 4.
  • the rear flange 1115 also has on its upper face a non-slip surface 1116 which the passengers step on.
  • the non-slip surfaces are shown in Figure 3 , but not in Figure 2 .
  • the retractable element 120 also has a non-slip surface on its upper face. Said non-slip surface covers at least the part of the upper face of the retractable element 120 protruding from the gap 111 of the bridging element 110 when the retractable element 120 is in the extended position.
  • the bridging element 110 is configured for supporting the weight of the passengers accessing the vehicle 1 from the platform 2 or accessing the platform 2 from the vehicle 1.
  • the bridging element 110 is therefore configured for supporting forces in the vertical direction V.
  • the bridging element 110 is a metallic extrusion profile, preferably an aluminum extrusion profile.
  • the spring means 130 comprise an elastically deformable bar 131 extending in the longitudinal direction L and which is fixed between the bridging element 110 and the retractable element 120, such that when the retractable element 120 contacts the platform 2, the retractable element 120 moves from the extended position P2 towards the retracted position P1 compressing the bar 131. See Figures 6 to 9 .
  • the elastically deformable bar 131 keeps the retractable element 120 in the extended position P2 (see Figures 4 and 6 ), and when the retractable element 120 contacts the platform 2 (see Figures 5 and 7 ) or another track element, the retractable element 120 moves from the extended position P2 towards the retracted position P1 compressing the bar 131; in that sense, when the retractable element 120 no longer contact the platform 2, the bar 131, due to its elastic behavior, recovers its shape, moving the retractable element 120 towards the extended position P2 again.
  • the elastically deformable bar 131 comprises a first bar segment 132 and a second bar segment 133.
  • the retractable element 120 comprises a first end 121 and a second end 122.
  • the first bar segment 132 has a free end 134 which is attached to the first end 121 of the retractable element 120
  • the second bar segment 133 has another free end 135 which is attached to the second end 122 of the retractable element 120.
  • the two bar segments 132 and 133 are attached to a central region 112 of the bridging element 110.
  • the retractable element 120 contacts the platform 2, as shown in Figures 5 and 7 , the free ends 134 and 135 of the bar 131 move together with the retractable element 120, with each segment 132 and 133 of the bar 131 being compressed between the central region 112 of the bridging element 110 and the respective free end 134 and 135 thereof.
  • the bar 131 recovers its shape and the free ends 134 and 135 of the bar 131 move, driving the retractable element 120 from the retracted position P1 to the extended position P2.
  • the bar 131 therefore has a crossbow-like behavior, wherein the two bar segments 132 and 133 guide the retractable element 120 between the extended position P2 and the retracted position P1.
  • the elastically deformable bar 131 is an elongated element extending in the longitudinal direction L.
  • the bar 131 can have a rounded or prismatic shape.
  • the elastically deformable bar 131 can be manufactured in steel.
  • the elastically deformable bar 131 is arranged below the bridging element 110.
  • the elastically deformable bar 131 is arranged on the lower face of the lower flange 1113 below the gap 111.
  • the bar 131 is therefore located in an external position from which it is readily accessible to enable the performance of maintenance operations.
  • the bar 131 is a single elongated element, wherein the first bar segment 132 extends continuously towards the second bar segment 133.
  • the first bar segment 132 and the second bar segment 133 can be independent segments, such that each bar segment 132 and 133 is attached to the bridging element 110 in the central region 112 of the bridging element 110.
  • the bar segments 132 and 133 are symmetrical with respect to the central region 112, such that guiding of the retractable element 120 is improved.
  • the bar 131 is attached to the bridging element 110 by means of half-parts 115 between which the bar 131 is arranged and said half-parts 115 are attached to the central region 112 of the bridging element 110 with screws 116.
  • each bar segment 132 and 133 is attached to its bar segment 132 and 133 by means of a curvature segment 136 and 137, such that the free ends 134 and 135 can be bent with respect to the bar segments 132 and 133 as a result of the curvature segments 136 and 137.
  • the curvature segments 136 and 137 therefore favor compression of the bar 131 in the event of forces in the longitudinal direction L which can occur the moment the railway vehicle arrives at a station and contacts the platform.
  • Figure 6 depicts the retractable element 120 in the extended position P2 right before coming into contact with the platform 2
  • Figure 9 depicts the retractable element 120 in the retracted position P1 right after contacting the platform 2, wherein the retractable element 120 has moved in the transverse direction T but also in the longitudinal direction L.
  • the curvature segments 136 and 137 therefore allow forces in the longitudinal direction L, which can occur at the initial moment of contact with the platform 2 or when the retractable element 120 contacts other track elements when the vehicle is running, to be absorbed.
  • the free ends 134 and 135 of the elastically deformable bar 131 are attached to the retractable element 120 by means of pins 138 and 139 going through openings 113 of the bridging element 110. Contact between the pins 138 and 139 and the edge of the openings 113 therefore establishes a guiding of the retractable element 120 with respect to the bridging element 110, and furthermore also establishes a stop which limits the movements of the retractable element 120.
  • the bar 131 and the contact between the pins 138 and 139 and the edge of the openings 113 limit the movements of the retractable element 120 in the transverse direction T and the longitudinal direction L.
  • the openings 113 of the bridging element 110 therefore have a shape allowing the free movement of the free ends 134 and 135 of the bar 131 in the transverse direction T and the longitudinal direction L when the retractable element 120 moves between the extended position P2 and the retracted position P1.
  • the openings 113 have a triangular shape. Even more preferably, the openings 113 have a triangular shape, for example, an isosceles triangle shape, with an obtuse angle oriented towards the platform 2, such that in the extended position P2, the pins 138 and 139 are fitted in the vertex of the obtuse angle of the openings 113, as shown in Figure 6 .
  • the shape of the openings 113 and the movement of the pins 138 and 139 also favor the adaptability of the retractable element 120 to curved platforms 2.
  • the retractable element 120 has oblong-shaped holes 124 in the transverse direction T for fixing the pins 138 and 139 which allow the distance by which the retractable element 120 protrudes from the bridging element 110 to be adjusted.
  • a hole 124 for the fixing of a pin 138 or 139 is arranged at each end 121 and 122 of the retractable element 120.
  • Figure 10 shows an exploded perspective view of the fixing of the pin 139 at the second end 122 of the retractable element 120.
  • the first end 121 is identical.
  • the retractable element 120 has recesses 125 in which the oblong hole 124 is located for arranging plates 126 into which the pin 139 is threaded. Changing the position of the pin 138 in the oblong hole 124 allows the distance by which the retractable element 120 protrudes from the gap 111 of the bridging element 110 to be adjusted.
  • the plates 126 can be positioned in different positions in the recesses 125, such that the position of the pin 139 in the oblong hole 124 can be brought forward or moved back.
  • the retractable element 120 is manufactured in a consumable material that gradually becomes worn with use and allows absorbing impacts when it comes into contact with the platform 2 or other track elements, protecting the bridging element 110 from said impacts.
  • the retractable element 120 can therefore be replaced when it has been worn without having to replace the bridging element 110.
  • the retractable element 120 can be manufactured in polyamide.
  • the retractable element 120 has a shape corresponding to the gap 111 of the bridging element 110, and the retractable element 120 has beveled edges 123 at its ends 121 and 122. Those edges 123 generate an oblique surface with respect to the longitudinal direction L which allows the impacts suffered by the retractable element in the longitudinal direction L to be gradually absorbed.
  • Figure 6 shows the moment prior to the contact of the platform 2 with the edge 123 of the end 121 of the retractable element 120.
  • the edges 123 and the curvature segments 136 and 137 therefore help to ensure gradual forces in the longitudinal direction, increasing the service life of the device 100.
  • the retractable element 120 has beveled edges at the two ends 121 and 122 of the retractable element 120 since the railway vehicle can run equally in the two directions of travel.
  • the bridging element 110 can have windows 114 communicating the gap 111 of the bridging element 110 with the outside. Those windows 114 are located in a rear region of the bridging element opposite the area through which the retractable element 120 protrudes, such that the retractable element 120 does not completely cover those windows 114, even though it is in the retracted position P1. Those windows 114 help to remove moisture or dirt which may accumulate in the gap 111 of the bridging element 110, such that damage to the retractable element or slowing down of the movement thereof can be prevented. Furthermore, the windows 114 allow accessing the area for attaching the bridging element 110 with the railway vehicle.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
EP22382544.9A 2022-06-08 2022-06-08 Bahnsteigspaltfüllvorrichtung für ein schienenfahrzeug und schienenfahrzeug, das diese vorrichtung umfasst Pending EP4289700A1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP22382544.9A EP4289700A1 (de) 2022-06-08 2022-06-08 Bahnsteigspaltfüllvorrichtung für ein schienenfahrzeug und schienenfahrzeug, das diese vorrichtung umfasst

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP22382544.9A EP4289700A1 (de) 2022-06-08 2022-06-08 Bahnsteigspaltfüllvorrichtung für ein schienenfahrzeug und schienenfahrzeug, das diese vorrichtung umfasst

Publications (1)

Publication Number Publication Date
EP4289700A1 true EP4289700A1 (de) 2023-12-13

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP22382544.9A Pending EP4289700A1 (de) 2022-06-08 2022-06-08 Bahnsteigspaltfüllvorrichtung für ein schienenfahrzeug und schienenfahrzeug, das diese vorrichtung umfasst

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EP (1) EP4289700A1 (de)

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1045009A (en) * 1912-06-13 1912-11-19 Kurt L Elsner Extension device for car-platforms.
KR20100086158A (ko) * 2009-01-22 2010-07-30 서울메트로 도시철도차량의 안전발판
EP3121086A1 (de) * 2015-07-20 2017-01-25 Bombardier Transportation GmbH Schienenfahrzeug mit brückenelement zur spaltüberbrückung zwischen einer tür und einem bahnsteig
DE102015213651A1 (de) 2015-07-20 2017-01-26 Bombardier Transportation Gmbh Schienenfahrzeug mit Brückenelement zur Spaltüberbrückung zwischen einer Tür und einem Bahnsteig
EP3473513A1 (de) 2017-10-16 2019-04-24 ALSTOM Transport Technologies Trittstufe für ein schienenfahrzeug, entsprechendes türsystem, schienenfahrzeug und verfahren
FR3099733A1 (fr) * 2019-08-05 2021-02-12 Alstom Transport Technologies Seuil de porte passif pour un véhicule

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1045009A (en) * 1912-06-13 1912-11-19 Kurt L Elsner Extension device for car-platforms.
KR20100086158A (ko) * 2009-01-22 2010-07-30 서울메트로 도시철도차량의 안전발판
EP3121086A1 (de) * 2015-07-20 2017-01-25 Bombardier Transportation GmbH Schienenfahrzeug mit brückenelement zur spaltüberbrückung zwischen einer tür und einem bahnsteig
DE102015213651A1 (de) 2015-07-20 2017-01-26 Bombardier Transportation Gmbh Schienenfahrzeug mit Brückenelement zur Spaltüberbrückung zwischen einer Tür und einem Bahnsteig
EP3473513A1 (de) 2017-10-16 2019-04-24 ALSTOM Transport Technologies Trittstufe für ein schienenfahrzeug, entsprechendes türsystem, schienenfahrzeug und verfahren
FR3099733A1 (fr) * 2019-08-05 2021-02-12 Alstom Transport Technologies Seuil de porte passif pour un véhicule

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