JP2007520383A - Safety scaffold device for railway vehicles - Google Patents

Abstract

A safety scaffold device for a railway vehicle operates in conjunction with the opening / closing operation of a railway vehicle door, and is attached to a door interlocking unit that converts the horizontal movement of the door into a vertical movement and frames on both sides of the door. A first guide part connected to the door for raising or lowering the door with a constant stroke; a second guide part installed on the first guide part for applying a constant tension to the door interlocking part; and frames on both sides of the door And a cylinder part that provides elasticity when the first guide part is raised and lowered, and is hinged to the first guide part, and is urged to the open position and retracted when the first guide part rises, When the first guide portion is lowered, the scaffold portion is extended on the platform, and when the door is closed on the moving path of the first and second guide portions, it interferes with the raising operation of the scaffold portion, and the scaffold is moved backward. Containment member to guide to It is constructed from.
[Selection] Figure 2

Description

The present invention relates to a safety scaffold device for preventing accidents that occur when passengers get on and get off between a railway vehicle door and a platform of a station building.
In particular, the present invention relates to a safety scaffold device for a railway vehicle that is provided with a safety scaffold that operates in conjunction with the opening and closing operation of the door, so that it does not require additional power and a control device, and can operate accurately without malfunction. .

In general, a certain gap (hereinafter referred to as a “platform gap”) is maintained between the platform of the subway station building and the railway vehicle for the gentle and safe running of the train. It is desirable that the gap between the platforms be as narrow as possible. To do so, the station building must be constructed in a straight line. However, since the route of a subway is usually determined according to the existing main streets in a population-intensive area in the city center, many station buildings include curved sections depending on various conditions such as city gas piping, high-rise buildings around the road, the shape of existing roads, and groundwater. Need to be built in.
For this reason, a section where the gap between the railway vehicle and the platform can be increased is formed, and accidents such as many passengers dropping their feet in the gap of the platform frequently occur when getting on and getting off during a short stoppage time.
As described above, in order to reduce the occurrence of an accident due to the wide gap between the platforms, a method of installing a warning light or generating an alarm sound in a place where the gap between the platforms is wide is adopted.
Such a warning device turns on warning lights and alerts passengers about dangers by broadcasting information about the approaching train, and the vehicle leaves the station building and passes through a predetermined area of the rail. It is a device that turns off the warning light later.

However, such an alarm device is a device having only a function of providing caution information that informs passengers of the danger and allows the passenger himself to deal with the danger. Therefore, it is difficult to expect a satisfactory effect during rush hours or in crowded situations. In particular, there is a problem that the risk exists as it is for children and elderly people who are inferior in risk coping ability.
In countries with light railways due to such problems, stair-style scaffolds are provided so that passengers can safely get on and off light railway cars. It was impossible because of the structure.
That is, since the vehicle floor is almost on the same level as the platform, the safety scaffold must be level with the vehicle floor. In the case of a stainless steel vehicle, the side beam (side beam) is used. If a hole is drilled in the bar, overall vehicle strength and structural problems will occur.

Therefore, the present application provides a safety scaffold that can be easily applied to a subway, and a typical example is shown in FIG.
In FIG. 1, reference numeral 1 denotes a door, 2 denotes an S magnet, 3 denotes a guide box, 4 denotes a scaffold, 5 denotes an N magnet, and 6 denotes a body of the vehicle body.
As shown in the figure, the safety scaffold has a “Ｓ” shape in the guide box 3 after an S-polarity S magnet 2 is installed on the lower side of the car door 1 and a guide box 3 is installed at the end of the platform P. The scaffold 4 formed in the above is accommodated in a retractable manner, and an N-polar N magnet 5 is provided at one end of the scaffold 4.
The scaffold 4 installed as described above was pulled out from the guide box 3 by the pulling force of the S magnet 2 installed in the vehicle after the vehicle stopped, and provided on the body 6 of the vehicle body after the vehicle departed. It is pushed into the guide box 3 by the retraction force of an N-polar magnet (not shown).

However, since the safety scaffold as described above is repeatedly pushed or pulled out with the help of a magnetic substance, the scaffold still protrudes when the train departs early, and there is a possibility that a collision with the vehicle will occur. In the central control room that controls all the equipment in the station building, it is impossible to control the state of the scaffold, and it is impossible to recognize the pushing or pulling state of the scaffold.
In addition, all equipment in the station building must be prepared for the intentional destruction of passengers, but the safety scaffold cannot be controlled, and even if the passenger deliberately pulls out the platform, the vehicle will enter the station building. There is a case. Moreover, since a guide box is installed at the upper end of the platform when a safety scaffold is installed, there is a problem that a large amount of money is required for public works.
On the other hand, urban railway vehicles can transmit or receive various situations that occur between a computer installed in each vehicle and the vehicle according to a protocol. This protocol is sensitive to electromagnetic waves, high frequencies and magnetic forces. Since a magnetic body that generates a magnetic force is mounted on the vehicle, the communication system of the vehicle may be disturbed. As a result, it affects all devices operated by the communication system, and seriously affects the operation of the vehicle. Effect.

In order to solve the above problems, as a technology for operating a safety scaffold without using a magnetic material, Korea Patent Registration No. 0318211, “Platform Installation Ride and Getting Off Safety Scaffold”, Patent Registration No. 0318212, “Vehicle Wearing Vehicle” And the technology of “getting off the safety platform” is disclosed.
The two patents are technologies for starting the operation of the safety scaffold regardless of the open / closed state of the door, and it is necessary to receive a signal sent from the ground signal device or the railway driver generates a separate signal. It is necessary to operate for operation. These operations have a problem that malfunctions due to signal processing operations frequently occur, and rather cause a larger accident.

The applicant of the present application has proposed the Korean Patent Application No. 2003-0021760 “Railway Vehicle Safety Scaffolding Device” in consideration of the above-mentioned problems. This technology relates to the operation of the safety scaffold in conjunction with the opening / closing operation of the railcar door. Not only does the safety scaffold operate without the need for additional power and control equipment, but it also prevents accidents that occur in the gap between the train sill (door) and the top of the platform when passengers get on and off Can do.
However, there are several problems with this technology. It needs to be installed in a shape in which some parts such as a spring that gives elasticity to the guide member that raises or lowers the door with a certain stroke and a fixed bracket connected to the spring protrude from the side of the lower part of the vehicle Therefore, there is a possibility that the protruding portion and the platform may collide. In order to prevent this, it is also possible to install a member such as a spring and a fixing bracket by digging a groove on each side of the vehicle. However, there is another problem that the appearance of the train is damaged and the installation itself is difficult.

Japanese Patent No. 318212

The present invention has been devised in view of the above-mentioned problems that occur in the prior art, and the object of the present invention is to operate in conjunction with opening and closing of the vehicle door, and to the vehicle sill (door portion) when a passenger gets on and off the vehicle. The object is to provide a safety scaffold for railway vehicles that covers the gap between the upper end of the platform.
A further object of the present invention is to provide a safety scaffold for railway vehicles that prevents accidents by ensuring safety.
It is a further object of the present invention to provide a safety scaffold for a railway vehicle that can completely eliminate possible interference between the lower part of the vehicle and the platform.
In order to achieve the above object, a safety scaffold device for a railway vehicle according to the present invention operates in conjunction with the opening / closing operation of a railway vehicle door, and converts the horizontal movement of the door into a vertical movement, and both sides of the door. A first guide part attached to the frame and connected to the door to raise or lower the door with a certain stroke; a second guide part installed on the first guide part to apply a constant tension to the door interlocking part; A cylinder portion that is installed on the frames on both sides of the door and applies elasticity when the first guide portion is raised and lowered; and a hinge portion that is hinged to the first guide portion and is urged to an open position. When the first guide part descends, the scaffold part extends on the platform, and the first and second guide parts are moved on the path of movement and interfere with the raising action of the scaffold part when the door is closed. And retreat the scaffold It is composed of a member confinement induced to.

Here, the door interlocking portion is connected to a chain or a wire, one end of which is attached to the outside of the door, and a vehicle frame located at a side end of the door to change the moving direction of the chain or the wire. Consisting of sprocket wheel or guide pulley.
The first guide part has a guide rail installed vertically in the railcar frame and a protrusion for limiting the extension angle of the scaffold part, and is slidably assembled with the guide rail and hinged to the scaffold part. The torsion springs are arranged in spring grooves formed on both sides of the runner block and on both sides of the retracted portion of the scaffold.
The second guide part is formed on the upper side of the runner block and is slidably assembled with the guide rail, a tension adjusting fixing block provided in a chamber of the guide block and connected to the chain, and a tension adjusting fixing. It is comprised with the spring connected with a block and a runner block.
The cylinder portion includes a tension spring disposed in the cylindrical body and a rod fixed to the upper surface of the runner block.
The closing member is installed inside the front wall of the closing box, the closing box accommodating the folded scaffolding part, the inside and the lower part being opened, and the scaffolding part is raised and the scaffolding part is accommodated It is comprised with the some guide roller which makes a roller contact the upper part of a scaffold part.
The center of the scaffold part is made of iron mesh, a chain cover capable of covering the upper side of the chain is attached to the door, and a slot is formed on the outer wall of the railway vehicle so as to be a movement path of the chain cover. The cover has an extendable shape.

The present invention has an effect of preventing an accident that a safety scaffold for a railway vehicle occurs in a gap between the door portion of the railway vehicle and the upper end of the platform when passengers get on and off the vehicle.
Furthermore, the present invention is operated in accordance with the opening / closing operation of the door of the railway vehicle, and there is an effect that it is not only necessary to separately install power and a control device but also to be operated accurately without causing malfunction.

Hereinafter, exemplary embodiments of the present invention will be described in more detail with reference to the accompanying drawings.
2 is a partially exploded perspective view of a safety scaffold device for a railway vehicle according to the present invention, FIG. 3 is a partially exploded perspective view showing a door interlocking portion of the safety scaffold device for a railway vehicle according to the present invention, and FIG. 4 is a safety perspective according to the present invention. FIG. 5 is a partially exploded perspective view showing a door interlocking portion including another embodiment of the guide member in the scaffold device, FIG. 5 is a perspective view showing the door interlocking portion adopting a cover, and FIG. 6 is a safety scaffold when the door of the railway vehicle is opened. FIG. 7A is a side sectional view showing a state in which the safety scaffold device according to the present invention is lowered and extended, and FIG. 7B is a state in which the safety scaffold device according to the present invention is raised and retracted. FIG.

As shown in FIGS. 2 and 3, in the inventive safety scaffold device, the door interlocking portion 10 is formed outside the door 1 and interlocked with the door 1. The door interlocking portion 10 is attached to a fixed bracket 11 installed at the end of the door 1 to which one end of the chain 12 is fixed, a sprocket wheel 13 that rotates in conjunction with the chain 12, and a predetermined area of the railway vehicle frame. And rollers 16 disposed on both sides of the sprocket wheel 13, thereby preventing the chain 12 from overrunning from the sprocket wheel 13.
A first guide portion 20 that can be raised or lowered is installed at the other end of the chain 12 constituting the door interlocking portion 10. The first guide portion 20 includes a guide rail 21 mounted on the railcar frame, and a runner block 22 that moves up and down along the guide rail 21 and has a protrusion 23 on the front portion and hinge shafts 24 on both sides. .

Further, a second guide portion 25 is provided on the upper side of the runner block 22 of the first guide portion 20. The second guide portion 25 is a guide block 26 that is slidably assembled along the guide rail 21, and a tension adjustment fixing block that is installed in the chamber 26a of the guideable lock 26 and connected to the chain 12 through the slot 26b. 27 and a spring 28 connected to the tension adjusting fixing block 27 and the runner block 22.
On one side of the guide block 26 of the runner block 22, a cylinder portion 30 is provided that is mounted on the railcar frame. As shown in FIGS. 7A and 7B, the cylinder portion 30 is provided with a tension spring 31 disposed on the cylindrical body 30 a and a rod 32 fixed to the upper surface of the runner block 22.

A scaffold 40 is elastically installed on the hinge shaft 24 of the runner block 22. The scaffold part 40 is formed with a receding part 41 at both ends. Spring grooves 44 are formed at both ends of the runner block 22 and the scaffold 40, and a torsion spring 42 is disposed. The hinge shaft 24 allows the scaffold portion 40 to pivot to a horizontal or vertical position.
On the other hand, it is desirable that the scaffold part 40 is formed of a steel net 43 in order to reduce the weight of the scaffold part 40. The elasticity of the torsion spring 42 causes the scaffold part 40 to descend and extend, and to rise and retract.
In the closing member 60, a pair of confinement boxes 61 whose interiors are open are disposed on the movement path of the pair of runner blocks 22. Further, a plurality of guide rollers 62 are provided inside the front wall of the confinement box 61.

As shown in FIG. 4, the wire 14 connected to the bracket 11 in the door interlocking unit 10 and the guide pulley 15 having the wound wire 14 are attached to the frame of the railway vehicle instead of the chain 12 and the sprocket wheel 13. Becomes clear.
As shown in FIG. 5, a chain cover 50 is attached to the door 1 to cover the upper part of the chain 12. A slot 51 a is formed in the outer wall 51 of the railway vehicle so that the chain cover 50 can move along the door 1. On the other hand, the chain cover 50 is formed in a foldable shape with a half length of the slot 51a. Near the side column of the door 1, a corner cover 52 is attached to cover the sprocket wheel 13, or a cover (not shown) is attached to cover the first and second guide parts 20, 25. .

Here, the operation and effect of the safety scaffold device for railway vehicles according to the present invention will be described as follows.
First, as shown in FIGS. 6 and 7a, the door 1 is opened by the door engine of the railway vehicle. When the door 1 opens, the bracket 11 fixed to the door 1 moves horizontally. At the same time, the chain 12 fixedly connected to the bracket 11 also moves.
The tension of the moving chain 12 is maintained by the elasticity of the tension adjusting fixing block 27 disposed in the chamber 26a of the guide block 26 and the spring 28 fixedly connected to the tension adjusting fixing block 27.
At the same time, the rod 32 fixed to the upper surface of the runner block 22 generates elasticity by the reaction force of the tension spring 31 disposed in the cylindrical body 30a of the cylinder portion 30. The runner block 22 and the guide block 26 move downward along the guide rail 21.
The moving direction of the chain 12 can be changed by the sprocket wheel 13 (FIG. 3). The above operation is the same when the door interlocking portion 10 is composed of the wire 14 and the guide pulley 15 (FIG. 4).

As described above, when the door interlocking portion 10 is moved by the opening operation of the door 1, the first and second guide portions 25 and 26 are lowered. At that time, the scaffold portion 40 can be released from the restriction of the guide roller 62 mounted in the closing member 60, and the scaffold portion 40 is placed in the confining box 61 by the elastic restoring force of the torsion spring 42 mounted on the hinge shaft 24. It is possible to go outside.
The extending range of the scaffold portion 40 is limited by the locking protrusion 23 of the runner block 22 so that the horizontal position is maintained. Thereafter, the door 1 is fully opened. When the runner block 22 reaches the bottom dead center, the extended scaffold 40 is positioned on the upper surface of the platform “P”. As a result, the space between the outer wall of the railway vehicle and the side edge of the platform “P” is covered.

On the other hand, when the door portion 1 is to be closed as shown in FIGS. 5 and 7B when the scaffold portion 40 is still extended, the chain 12 moves upward by the force of the door engine that operates the door 1. At the same time, the rod 32 of the cylinder portion 30 fixed to the upper surface of the runner block 22 rises against the elastic force of the tension spring 31.
The tension of the chain 12 can be adjusted by a tension adjusting fixing block 27 and a spring 28 arranged on the guide block 26. As a result, the scaffold 40 moves upward as the runner block 22 rises.
When the scaffold part 40 continues to rise, the extended upper surface of the scaffold part 40 comes into contact with the guide roller 62. The scaffold 40 gradually retracts from the containment box 61 against the elastic force of the torsion spring 42 on the hinge shaft 24 and finally becomes parallel to the outer wall of the railway train (FIG. 7B). The door 1 is completely closed and the runner block 22 reaches top dead center. Therefore, both ends of the scaffold part 40 are completely accommodated in the confinement box 61, so that the scaffold part 40 is maintained in a position parallel to the front wall of the confinement box 61 by the conscious pressing of the guide roller 62.

While the preferred embodiment of the invention has been described by way of example, those skilled in the art will recognize that various modifications, additions and substitutions can be made without departing from the spirit and scope of the invention as defined in the appended claims. You will understand.

It is a schematic sectional drawing which shows the magnet type safety scaffold of the conventional railway vehicle. 1 is a partially exploded perspective view of a safety scaffold device for a railway vehicle according to the present invention. It is a partially exploded perspective view which shows the door interlocking | linkage part of the safety scaffold apparatus by this invention. In the safety scaffold apparatus by this invention, it is a partially exploded perspective view which shows the door interlocking | linkage part containing the other Example of a guide member. It is a perspective view which shows the door interlocking | linkage part which employ | adopted the cover. It is a perspective view which shows the state which the door of a railway vehicle opened and the safety scaffold apparatus fell. It is side sectional drawing which shows the state which the safety scaffold apparatus by this invention fell and extended | stretched. It is side sectional drawing which shows the state which the safety scaffold apparatus by this invention raised and retracted.

Explanation of symbols

1 ·· Door, 10 ·· Door interlocking portion, 20 ·· First guide portion, 25 ·· Second guide portion, 30 ·· Cylinder portion, 40 ·· Scaffold portion, 60 ·· Close-up member.

Claims (11)

A safety scaffold device for a railway vehicle,
A door interlocking unit that operates in conjunction with the opening and closing movement of the door, and converts the horizontal movement of the door into a vertical movement;
A first guide part attached to the frames on both sides of the door and connected to the door to raise or lower the door with a certain stroke;
A second guide part installed on the first guide part to give a constant tension to the door interlocking part;
A cylinder portion that is installed on the frames on both sides of the door and applies an elastic force to the first guide portion when the first guide portion is raised or lowered;
A scaffolding portion coupled to the first guide portion, biased to an open position, retracted when the first guide portion is raised, and extended on the platform when the first guide portion is lowered;
A rolling member installed on a moving path of the first and second guide portions, and including a closing member that interferes with a lifting operation of the scaffold portion when the door is closed and guides the scaffold to a retracted position. Safety scaffolding equipment.   The door interlocking unit includes a chain having one end attached to the outside of the door, and a sprocket wheel attached to a vehicle frame located at a side end of the door and connected to the chain to change its moving direction. The safety scaffold device for a railway vehicle according to claim 1.   The first guide part has a guide rail installed perpendicularly to the railcar frame and a protrusion for limiting the extension angle of the scaffold part, and is slidably assembled with the guide rail and hinged to the scaffold part. The safety scaffold device for a railway vehicle according to claim 1, further comprising a runner block.   4. The safety scaffold device for a railway vehicle according to claim 3, wherein the torsion springs are arranged in spring grooves respectively formed on both sides of the runner block and on both sides of the retracted portion of the scaffold portion.   The second guide part is formed on the upper side of the runner block and is slidably assembled with the guide rail, a tension adjustment fixing block provided in a chamber of the guide block and connected to a chain, and a tension adjustment The safety scaffold device for a railway vehicle according to claim 1, comprising a fixed block and a spring connected to the runner block.   The safety scaffold device for a railway vehicle according to claim 1, wherein the cylinder portion includes a tension spring disposed in a cylindrical body and a rod fixed to an upper surface of the runner block.   The closing member includes a closing box that accommodates a folded scaffold part with an inner side and a lower part opened, and a roller installed inside the front wall of the closing box to confine the scaffold part when the scaffold part rises. The safety scaffold device for a railway vehicle according to claim 1, comprising: a plurality of guide rollers that contact the upper portion of the scaffold portion with the guide rollers.   The safety scaffold device for a railway vehicle according to claim 7, wherein a center of the scaffold portion is made of iron net.   The railway vehicle according to claim 7 or 8, wherein a chain cover capable of covering the upper side of the chain is attached to the door, and a slot is provided on the outer wall of the railway vehicle to give a movement path to the chain cover. Safety scaffold device for use.   The safety scaffold device for a railway vehicle according to claim 9, wherein the chain cover has an extendable shape. One end of the door interlocking unit is attached to the outside of the door and is fixed to the tension adjusting runner block through the runner block. The safety scaffold device for a railway vehicle according to claim 1, further comprising a guide pulley coupled to change the position of the vehicle.

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