GB2274092A

GB2274092A - A door for a railway vehicle

Info

Publication number: GB2274092A
Application number: GB9224920A
Authority: GB
Inventors: Andrew Gibbs; Philip Shrapnell
Original assignee: LONDON UNDERGROUND Ltd
Current assignee: LONDON UNDERGROUND Ltd
Priority date: 1992-11-27
Filing date: 1992-11-27
Publication date: 1994-07-13
Anticipated expiration: 2012-11-27
Also published as: GB9224920D0; GB2274092B

Abstract

A door for rapidly detraining passengers from a railway vehicle comprises a swingable frame 16 and a stair assembly 14. In a first mode of operation, the stair assembly 14 is secured to the swingable frame 16 and fills an opening defined by the frame 16. The frame 16 and stair assembly 14 are able to swing about the vertical axis to open and close the vehicle doorway. In the second mode of operation, the stair assembly 14 can be moved about the horizontal axis from the position in which it is secured to the frame 16 to a position in which it provides a pathway for passengers to the ground through the opening in the frame 16. <IMAGE>

Description

IMPROVEMENTS IN OR RELATING TO DOORS This invention relates to doors. The invention has application to vehicles, in particular to a door for a railway vehicle.

The invention has been developed in response to a requirement to rapidly detrain passengers from a defective London Underground railway vehicle. It is envisaged that the invention will find application in other areas. In the past if it were required to detrain passengers from such a vehicle this could be carried out in two ways. The first of these was to drive another train up to the defective train and then open the doors at the adjacent ends of each train to allow the passengers to pass from the defective train into the other train. The second method of detraining passengers was used in situations where another train was not available or where it was imperative to detrain passengers from the defective train very quickly.This method involved the driver retrieving a set of steps from the first carriage of the train, opening the door on the front of the train and placing the steps so that they descend from the front of the train to track level, and then detraining the passengers to track level via those steps. The steps are unsatisfactory since they can be unstable and difficult to descend.

The present invention provides a door which, when used on a train expedites the detrainment of passengers from the train in both the first and second methods of detrainment.

According to the present invention there is provided a door for a vehicle which, in a first mode of operation, can move or be moved about an axis parallel to the floor of the vehicle to provide a path downwards fram the vehicle, and which, in a second mode of operation, can move or be moved generally parallel to the floor of the vehicle to open a doorway in the vehicle body, the door comprising:: a swingable frame, mounted on the vehicle so that it can move or be moved in a path generally parallel to the floor of the vehicle, a ramp assembly; a first releasable securing means for releasably securing the ramp assembly to the swingable frame, the securing means being set when the door is closed or during its second mode of operation, and being unset during its first mode of operation; a second releasable securing means for releasably securing the swingable frame to the vehicle body, the securing means being set when the door is closed or during its first mode of operation, and being unset during its second mode of operation;; the arrangement being such that in the door's first mode of operation the ramp assembly can move or be moved from a first position in which is closes the opening defined by the vehicle body and the swingable frame to a second position in which it provides a downward path and wherein, in the door's second mode of operation the door can move or be moved in a path generally parallel to the floor of the vehicle from a first position in which the doorway defined by the vehicle body is closed to a second position in which the door is clear of the doorway.

A specific embodiment of the present invention will be described with reference to and as shown in the accompanying drawings in which: Figure 1 is a schematic cross-section taken in a vertical plane through a door for use on a London Underground train, the door being shown in its closed position.

Figure 2 is a schematic cross-section taken in a vertical plane of the door operating in its first mode, showing the stair assembly of the door having rotated about its base towards its fully deployed position, and also showing the rotatable set of steps having unfurled slightly from their nested position.

Figure 3 is a schematic cross-section similar to Figure 2 but showing the stair assembly of the door at its lowermost position and the rotatable set of steps having unfurled further from their nested position.

Figure 4 is a schematic cross-section similar to Figures 2 and 3 but showing the stair assembly having reached its fully deployed position.

Figure 5 is a schematic cross-section taken in plan of the door in its closed position.

Figure 6 is a schematic cross-section similar to Figure 5 showing the door operating in its second mode and having moved out of the door frame and into the interior of the vehicle.

Figure 7 is a schematic cross-section similar to Figures 5 and 6 but showing the door having moved well clear of the doorway.

Figure 8 is a side elevation view of the latching mechanism between the outer stair-tray and the inner stair-tray, when the door is in the closed position.

Figure 9 is a view similar to Figure 8 but showing the latching mechanism when the stair assembly has rotated a few degrees from the vertical.

Figure 10 is a view similar to Figures 8 and 9 but showing the latching mechanism freeing the inner stair-tray when the stair assembly is at an angle of approximately 450 to the horizontal.

Referring firstly to Figure 2 which shows the door operating in its first mode at a position intermediate its closed (Figure 1) and fully deployed (Figure 4) position. In this specific embodiment the door is fitted to the front or end of a railway vehicle typically a carriage of an underground train and is adapted to close an opening defined by a doorframe, the uprights of which are provided by collision pillars (10) and the base of which is provided by the floor (12) of the driver's cab.

The door can conveniently be classified into two parts, a stair assembly (indicated generally at 14) and a swingable frame (16). When the door is closed (Figure 1) the stair assembly (14) is generally upright, thus closing the doorway, and the swingable frame (16) is positioned behind the door frame so that its inner surfaces are flush with the door frame. The depth of the stair assembly (14) is such that when the door is closed (and hence the front of the stair assembly (14) is flush with the front of the vehicle), the rear of the stair assembly (14) protrudes behind the swingable frame (16). A first releasable securing means (not shown) releasably secures the swingable frame (16) to the rear of the door frame and a second releasable securing means releasably secures the stair assembly (14) to the swingable frame (16). When the door is operating in its first mode (as shown in Figures 2 to 4) the first securing means is set and the second securing means is released, whereas when the door is operating in its second mode the first securing means is released and the second securing means is locked.

The first principal part of the door, the swingable frame (16), comprises two spaced upright posts (18) and a horizontal part (20). The horizontal part (20) connects the two upright posts (18) at their top ends and has a similar cross-sectional shape. The four vertical edges of the part 20 are flush with the outer vertical edges of the upright posts (18). A bracket (22) extends rearwards from the center of the rear surface of the horizontal part (20). The bracket (22) consists of two horizontally spaced plates extending horizontally and rearwardly from the rear surface of the horizontal part (20). A vertical bore (21) passes through both plates.In addition each upright post (18) carries a connector (25) suitable for connection to one end of a damping strut, each connector (25) being positioned on the rear surface of its respective upright post (18) at about one-third of that post's height. Each post (18) also has a ball-unit (26) at its base, and a terminal (74) suitable for receiving one end of a cable on its inside surface close to its top.

As seen in Figures 5, 6 and 7, a bent-arm (24) having a proximal end (27) and a distal end (29) is provided with a bore (23) at its distal end. The proximal end of the arm is securely attached to a pivot on the vehicle body, whereas the bore (23) at its distal end is aligned with the bore (21) in the bracket (22) on the horizontal part (20) of the swingable frame (16). A bolt passes through the aligned bores (21, 23), and has a nut threaded thereon. This provides a pivoted connection between the distal end of the bent arm (24) and the swingable frame (16).

Turning now to Figure 3, a plate (28) extends forwardly from the inside of each upright post (18) of the swingable frame (16) near its base. The plate (28) extends along the inside of each collision pillar (10) to a position just behind the front of the collision pillar (10). An internal pivot (30) is provided on the front end of each plate (28).

The second principal part of the door, the stair assembly (14), comprises an outer stair-tray assembly (32), a rotatable set of steps (generally indicated at 34) and a controlling means (indicated generally at 36) which controls the movement of the rotatable set of steps (34). The outer stair-tray assembly (32) is configured to receive the rotatable set of steps (34) both in the stair assembly's nested position (Figure 1) and fully deployed position (Figure 4).

The outer stair-tray assembly (32) comprises a stair-tray (38) which carries a first set of steps (40, 42, 44), a pair of internal pivots (41), a pair of guide wheels (45), a pair of stops (47) and a pair of spring reels (46).

Returning now to Figure 2, the stair-tray (38) has a planar base (48) and two opposed parallel planar sidewalls (50). The tray (38) has a secured end which is attached to the frame (16) and a free end. A recess (52) is provided in each of the opposed sidewalls (50) at the proximal end of the stair-tray (38), which recess receives the internal pivot (30) on the plate (28) extending forward from the swingable frame (16). The part of the base (48) of the stair-tray (38) intermediate its centre and its end is provided by a transparent panel (54). In addition, the two opposed sidewalls (50) have projections (56, 58) at the two corners away from the base (48).The two proximal projections (56) have a connector (57) attached thereto, which connector (37) is suitable for connection to the end of a damping strut and the two distal projections (58) have a roller (62) which is adapted to carry and allow the passage of a cable.

The pair of internal pivots (41) are located at a position approximately three fifths along the length of the stair-tray (38) towards its free end and spaced inwardly from the edges of the opposed sidewalls (50). Each opposed sidewall (50) carries a horizontal axle at a position adjacent to each internal pivot and further from the base than each internal pivot (41). Each axle carries a guide-wheel (45). Each guide-wheel (45) is spaced from its respective sidewall (50) by a small distance and has a groove around its circumference.

First, second and third steps (40, 42, 44) are integral with the stair-tray (38) and each consists of a riser section. Each of these steps has a recess (41, 43) at either side - the recesses (39, 41, 43) are shown in Figure 2 but omitted in Figures 1, 3 and 4 for clarity. The third step carries, on its underside, two connectors (70) each suitable for connection to one end of a gas-stay.

The stair-tray (38) also has two axles (67) extending perpendicularly a small distance from its base (48) at a position a short distance inwardly of the transparent panel (54). One axle lies on either side of the centre line of the base (48). Each axle (67) has a spring reel (66) mounted thereon, which is adapted to receive one end of a cable, and has a groove around its circumference suitable for winding the cable.

Each opposed sidewall (50) of the stair-tray (38) also carries a stop (47) on its internal side about three quarters along the length of the stair-tray and midway between the base and the long edge of the respective sidewall (10). Each stop (47) is adapted to closely surround but nevertheless allow the passage of a cable.

Referring now to Figure 4, the rotatable set of steps (34) comprise an inner stair-tray (76) with a secured and a free end and having fourth, fifth and sixth steps (78, 80, 82) integral therewith. The inner stair-tray (76) has a base (84) and two opposed sidewalls (86). Each sidewall (86) carries an externally cogged wheel (88) on its external side at its second end, the cogged wheel (88) rigidly fixed thereto. A bore (90) passes through the centre of each cogged wheel (88) and on through the inner stair-tray (76), and is configured to receive the internal pivot (41) on the stair-tray (38).

In addition, the inner stair-tray (76) has an external base (83) extending from each sidewall (86) at a position adjacent to the sixth step (82).

The means controlling the deployment of the rotatable set of steps (34) are provided by a first pair of two-phase gas-stays (92). One end of each of these gas-stays (92) is attached to one of the connectors (70) under the third step (44), the other end carrying a rack section (94) on the side nearest the base (48) of the outer stair-tray, which rack section (94) is adapted to cooperate with the cogged wheel (88), and which also runs inside the groove on the guide-wheel (45).

A pair of cables (64) extend from each terminal (74) on the swingable frame (16) around each roller (62) at the free end of the outer stair-tray (38), through each stop (47) and are fastened to each spring reel (66).

A ball (68) is secured to the cable at a short distance from its far end and is of size sufficient to prevent it passing through the stop (47).

A second pair of gas-stays (60) are connected between each connector (25) on the swingable frame (16) and the respective connector (57) towards the secured end of the outer stair-tray (38).

Turning to Figures 8, 9 and 10 which are detailed side elevations of the connection between the damping strut (60), the proximal projection (56) on the outer stair-tray (38) and the boss (83) on the inner stair-tray (76).

The main shaft (63) of the damping strut (60) carries a cylindrical part (96) at its free end.

The length of the cylindrical part (96) is greater than its width and is parallel to the direction of the main shaft (63). A pivoted connection joins the cylinder part (96) to beh connector (57) or the proximal projection on the inside of that projection (56). When the door is closed (as shown in Figure 1 and Figure 8) the boss (83) on the inner stair-tray (76) is urged against by the length of cylindrical part (96) of the damping strut (60) by the action of the controlling means (36).

The operation of the door in both its first and second modes will now be described with reference to the Figures and the foregoing description.

Referring to Figure 1, in its first mode, the securing means between the swingable frame (16) and the stair assembly (14) is released and the stair assembly (14) pushed so that it pivots outwardly from the frame (16). When its centre of gravity passes over the pivot (30) the stair assembly (14) begins to rotate outwardly about pivot (4) under its own weight, is retarded by the damping created by the damping struts (60) - see Figure 2. The cables (64) unwind from the spring reels (66) since the weight of the stair assembly (14) is sufficient to overcome the retracting force they exert on the cables (64).

As shown in Figure 9 rotation of the stair assembly (14) away from the vertical will bring the boss (83) on the inner stair-tray (76) against the far end of the cylindrical part (96), and continuing rotation (as shown in Figure 10) will align the damping strut (60) with the direction in which the inner stair-tray (76) is being urged by the controlling means (36), thus releasing the boss (83) and allowing the rotatable set of steps to begin to unfurl.

As shown in Figure 2, where the outer stair-tray (38) has practically reached its final position just above the power rail (95), the rotatable set of steps (34) has only unfurled by a few degrees.

This unfurling occurs because the first pair of gas stays (92) are under compression in Figures 1 and 2 and thus provide a force on the rack (94) which tends to turn the cogged wheel (88) and hence rotate the rotatable set of steps (34) away from their nested position. The gas-stays (92) are arranged so that the turning moment they provide is sufficient to overcome the moment in the opposite sense provided by the weight of the rotatable set of steps (34) once the outer stair-tray (38) has reached a certain inclination.

Turning now to Figure 3 which shows the outer stair-tray (38) having reached its fully deployed position just clear of the power rail (95).

The rotatable set of steps (34) is now falling under its own weight but is damped by the first pair of gas-stays (92) which have passed their equilibrium position and are effectively in tension. The cables (64) have now unwound from the spring reels (66) so that each ball member (68) has reached the respective stop (47) arresting the cables (64). The cables (64) support the outer stair-tray (38) above the power rail (95) even under the weight of people standing on the steps (40, 42, 44, 78, 80, 82).

Finally, referring to Figure 4, which shows the entire stair assembly (14) fully deployed, it will be seen that the third step (82) of the rotatable set of steps (34) does not have a riser portion. The length of the rotatable set of steps (34) is such that the sidewalls (86) thereof extend beyond the level of the power rail (95) on either side of it.

The steps can be refurled simply by applying enough force to reverse the above process. The spring reels (66) wind the cables (64) around the groove in their circumference as the outer stair-tray (38) is lifted. Once the door has been returned to its closed position the securing means (not shown) between the swingable frame (16) and the stair assembly (14) can be set to secure the door in its closed position. It will be seen from Figures 1 and 2 how the recesses (39, 41, 43) in the steps of the outer stair-tray assembly (32) allow the inner stair-tray (76) to nest fully with the outer stair-tray assembly (32).

Referring now to Figure 5, the door is shown in its closed position (as Figure 1). Before operating the door in its second mode the securing means between the swingable frame (16) and the door frame is released. The person operating the door then pulls on a handle means (not shown) to move the door to the position in Figure 6. It will be seen that the pivotal connections of the bent-arm (24) allow the door to swing clear of the gangway, the weight of the door being supported on the ball units (26) at the base of the swingable frame (16). Figure 7 shows how the bent-arm (24) also causes the door to swing clear of any other equipment (19) present inside the driver's cab.

It will be seen from the above description how the door of this embodiment (which is of an exemplary nature only) enables passengers to exit from one train to another adjoining train when the door is operated according to Figures 6 and 7, or allows them to detrain to ground level when the staircase is deplayed as shown in Figure 4. It will be noted particularly with reference to Figure 4 that the incline of the unfurled steps is relatively shallow and this in conjunction with a substantial tread width makes them easy to descend.

Claims

CLAIMS:

1. A door for a vehicle which, in a first mode of operation, can move or be moved about an axis parallel to the floor of the vehicle to provide a path downwards from the vehicle, and which, in a second mode of operation, can move or be moved generally parallel to the floor of the vehicle to open a doorway in the vehicle body, the door comprising:: a swingable frame, mounted on the vehicle so that it can move or be moved in a path generally parallel to the floor of the vehicle, a ramp assembly; a first releasable securing means for releasably securing the ramp assembly to the swingable frame, is securing means being set when the door is closed or during its second mode of operation, and being unset during its first mode of operation; a second releasable securing means for releasably securing the swingable frame to the vehicle body, is securing means being set when the door is closed or during its first mode of operation, and being unset during its second mode of operation;; the arrangement being such that in the door's first mode of operation the ramp assembly can move or be moved from a first position in which is closes the opening defined by the vehicle body and the swingable frame to a second position in which it provides a downward path and wherein, in the door's second mode of operation the door can move or be moved in a path generally parallel to the floor of the vehicle from a first position in which the doorway defined by the vehicle body is closed to a second position in which the door is clear of the doorway.

2. A door according to claim 1 and also comprising a pivot or axle on the vehicle body, about which the stair assembly is arranged to rotate.

3. A door according to claims 1 or 2, wherein the ramp assembly is provided by a stair assembly which includes a plurality of steps.

4. A door according to claim 1 or 2, wherein the path downwards from the vehicle is provided by a smooth ramp.

5. A door according to claim 3, wherein the plurality of steps are held in a fixed position in relation to the stair assembly and extend substantially over its entire length.

6. A door according to claim 3, wherein the steps can move or be moved from the first configuration when the door is in its closed position, and in which first configuration they do not extend over substantially the entire length of the stair assembly, to a second configuration when the stair assembly is deployed in which the steps do extend over the entire length of the stair assembly.

7. A door according to claim 6, wherein the plurality of steps are divided into a first relatively fixed set of steps and a second rotatable set of steps, and including controlling means to rotate the first set of steps from a first position where they are nested with the fixed set of steps to a second position where they extend downwardly from the first fixed steps to form a stairway.

8. A door according to claim 7, wherein the controlling means operates by exerting a torque which initially serves to unfurl the rotatable set of steps, but which acts in the opposite sense before the rotatable set of steps has reached its second position.

9. A door according to claim 8, wherein said controlling means is provided by one or more two-phase gas-stays.

10. A door according to claim 8, wherein said controlling means is provided by a combination of one or more gas-stays and one or more coiled springs.

11. A door according to claim 1, wherein said ramp assembly is supported by a pair of cables and does not contact any objects situated on the ground.

12. A door according to claim 1, wherein the swingable frame is mounted on the vehicle body by one or more pivoted supports and is free from contact with the floor of the vehicle.

13. A door according to claim 1, wherein one or both of the first and second releasable securing means are provided by a locking means.

14. A door substantially as hereinbefore described with reference to and as shown in the accompanying drawings.