JP5130123B2 - Railway system - Google Patents

Description

  The present invention relates to a railway system that realizes a direct operation of a passenger train in which a passenger train is loaded on a freight train in a track section having a different gauge distance and does not require a passenger change.

Currently, various techniques for continuously moving trains in track sections with different gauge distances have been proposed. One of them is a freight train that loads a railroad train that runs on a predetermined track, and that can run on a track with a wider gauge than the railroad train. In order to run on a railroad train that was loaded in the track section between narrow gauges, the technology that is loaded on the freight train by moving from one end of the freight train to the other end can be cited. (For example, refer to Patent Document 1).
JP 2005-262914 A

  In the prior art described above, in general, in a track section between wide gauges on which a freight train travels, a train that travels on a wide rail track and transports passengers simultaneously operates separately from the freight train. There is a platform on which passengers can get on and off. However, for railway trains, especially passenger trains, loaded on freight trains that run along the track section, the entrance / exit must be one step higher than the platform due to its structure, and passengers can travel safely and smoothly from the entrance / exit to the platform. It is very difficult to get on and off, and it is difficult to realize the direct operation of the above passenger train that does not require the passengers to be transferred in the track sections having different gauge distances.

  In addition, it is difficult to receive power supply using a pantograph on a loaded railway train due to differences in overhead line height, voltage, etc., and it is difficult to install a separate generator or continue to drive the engine for power generation. Because it is difficult from the economical and environmental aspects to do, there is a problem that it is not possible to secure enough power to control the vehicle, such as lighting in the car, heating and cooling, and opening and closing doors. there were.

  The object of the present invention is to enable safe and smooth passenger boarding / exiting from the entrance / exit of passenger trains loaded on freight trains, power for vehicle control, power for in-vehicle lighting, air conditioning etc. In addition, it is possible to realize a direct operation of a passenger train that does not require a passenger change in a track section having a different gauge distance and that is comfortable for the passenger.

In order to solve the above problems, the invention described in claim 1
A first track in which rails are laid with a first gauge distance and a second track in which rails are laid with a second gauge distance different from the first gauge distance are continuously transferred without changing passengers. In order to travel, in a railway system that can be operated by loading a passenger train that can travel on the second track on a freight train that can travel on the first track,
The freight train is provided with a stowable and deployable platform for passengers to get on and off the passenger train loaded on the freight train from a platform provided for the train traveling on the first track. It is characterized by that.

Furthermore, the invention of claim 1
The freight train includes the stepped staircase, a handrail that can be stored and deployed, and a link mechanism that transmits the operation of the step to the handrail.
The step is pivotally supported by the freight train so that the upper part of the step can be pivoted. When the passenger gets on and off, the step top is horizontal by opening to the side of the freight train, and the link mechanism and the step are used together with the step. A handrail is stored and deployed.

The invention described in claim 2
The railway system according to claim 1 ,
A communication means for communicating information about the storage deployment of the platform provided in the freight train or the opening and closing of the door of the passenger train between the freight train and the passenger train;
The unfolding operation of the step and the opening operation of the door are interlocked, and the closing operation of the door and the storing operation of the step are interlocked and operated.

The invention according to claim 3
The railway system according to claim 1 or 2 ,
The freight train includes power transmission means for supplying power to the loaded passenger train,
The passenger train includes power receiving means for receiving power from the power transmitting means,
The electric power required by the passenger train is supplied from the freight train without contact.

  According to the first aspect of the present invention, since the freight train that can be loaded and operated while the passenger trains are connected is provided with a platform that can be stored and deployed, it interferes with the running of the freight train during storage. In addition, during deployment, passengers can get on and off safely and smoothly from the entrances and exits of passenger trains loaded on freight trains, and passenger trains can be directly operated on railway sections with different gauge distances. be able to.

Furthermore, according to the invention described in claim 1 , since the handrail is provided, it is possible to get on and off with the handrail, and passengers can get on and off safely and smoothly from the entrance and exit of the passenger train loaded on the freight train. Can do.
Furthermore, since the handrail is stored and deployed together with the platform by the link mechanism, the storage and deployment of the handrail is easy and labor-free, and can be operated efficiently in a batch by a switch or the like operated by a crew member on the passenger train. .

According to the second aspect of the present invention, since the freight train and the passenger train have communication means for communicating information relating to storage deployment of the platform and opening / closing of the entrance door, the deployment operation of the platform and the opening operation of the entrance door are linked. In addition, the stowage operation of the platform and the closing operation of the entry / exit door can be linked to each other, and can be efficiently operated collectively by a switch or the like operated by a crew member on the passenger train. In addition, by opening the boarding door after the platform is in the unfolded state, and by closing the boarding door and placing the platform in the stowed state, the platform is configured to be securely deployed while the boarding door is open. Passengers can get on and off more safely.

According to the invention described in claim 3 , since the freight train is provided with power transmission means for supplying power, and the passenger train is provided with power receiving means for receiving power, even if the passenger train cannot secure power by an overhead line or a generator. It is possible to supply power from freight trains to passenger trains, and passengers in the car can spend comfortably using lighting and air conditioning even when direct operation is performed in track sections with different gauge distances. Vehicle control such as opening / closing of the entrance / exit doors can also be performed reliably. In addition, since the power transmission means and the power reception means transmit and receive power in a non-contact manner, there is no need to mechanically connect the power transmission means and the power reception means when passing through the boundary between the track sections having different gauge distances. The time required to pass through the boundary can be shortened, and contact failure and mechanical failure can be avoided.

  Hereinafter, embodiments of the present invention will be described with reference to FIGS.

(Configuration of rail system operating between different tracks)
In the present embodiment, the standard gauge (1,435 mm) adopted for the Japanese Shinkansen (registered trademark) and some private railways is generally adopted as the “first gauge distance” and the conventional line. The narrow gauge (1,067 mm) corresponds to the “second gauge distance”, the “first track” in which the rail is laid with the first gauge distance is the standard path Rs, and the rail is laid with the second gauge distance “ The “second trajectory” is defined as a narrow trajectory Rn.
As shown in FIG. 1, the rail system 1000 is operated between different tracks as a “railway system”. The train system 1000 is a Shinkansen passenger train operated as a standard track Rs, a narrow track Rn, and a standard track Rs, and a Shinkansen freight train as a “freight train”. 100, a conventional passenger train 200 as a "passenger train" operated on a narrow track Rn whose gauge is narrower than the standard track Rs, a platform Ps for a Shinkansen passenger train operated on the standard track Rs, a narrow track Rn The platform Pn for the conventional passenger train 200 operated above, located at the point where the standard track Rs and the narrow track Rn are in contact, and using the traverser T to load the conventional train 200 on the Shinkansen freight train 100 A train loading / unloading device (see Patent Document 1), which is a technology of the above, and for passengers to get on and off safely and smoothly from the entrance / exit of the conventional line passenger train 200 And ability is a railway system implementing direct operation of not requiring passenger train transit passengers in gauge distance different line sections. Not limited to these, the standard track Rs and the narrow track Rn are each equipped with facilities necessary for operation management, safety facilities, and other facilities necessary for operating the train.
Here, as a method of loading the conventional line passenger train 200 on the Shinkansen freight train 100, a train loading / unloading apparatus using the traverser T is illustrated here, but a train loading / unloading vehicle connected to the Shinkansen freight train 100 (patent document) Other known techniques may be used, such as a method using 1).

(Shinkansen freight train, conventional passenger train configuration, etc.)
As shown in FIG. 1, the Shinkansen freight train 100 is composed of a plurality of Shinkansen locomotives 120 and Shinkansen freight vehicles 110 having a gauge distance that can travel on the standard track Rs. The conventional passenger train 200 traveling on Rn is boarded from one end while a plurality of conventional passenger vehicles 210 are connected.
As shown in FIG. 3, the Shinkansen freight vehicle 110 has a pair of loading rails that fit the width of the gauge (narrow gauge) of the conventional line passenger train 200 on the upper surface of the underframe for loading the conventional line passenger train 200. 112 is provided along the front-back direction. When the conventional line passenger train 200 is loaded on the Shinkansen freight train 100, the conventional line passenger train 200 moves between the Shinkansen freight vehicles 110 from one end side to the other end side of the Shinkansen freight train 100. A crossing rail device (not shown) using a known technique is provided between each Shinkansen freight vehicle 110 so as to be possible.

In addition, as shown in FIG. 2, when the conventional line passenger train 200 is loaded on the Shinkansen freight vehicle 110, the boarding / exiting device 111, the center of the upper surface of the underframe is located at the position where the passenger door of the conventional line passenger train 200 comes. The receiving coil 113 as a “power transmission means” for supplying power to the conventional line passenger train 200 embedded and loaded in the station and an instruction to store and deploy the boarding / exiting device 111 from the conventional line passenger train 200 are illustrated. And a wireless communication device as “communication means”.
In addition, you may install multiple boarding / alighting apparatuses 111 according to the position of the boarding / exiting gate of the conventional line passenger train 200, and the installation condition of the platform Ps.
One supply coil 113 may be provided for the Shinkansen freight train 100, or may be provided for a plurality of Shinkansen freight vehicles 110 according to the amount of power required for the conventional line passenger train 200, or wirelessly. There may be one communication device for each Shinkansen freight train 100 or a plurality of Shinkansen freight vehicles 110.
Not limited to these, it is assumed that the Shinkansen freight vehicle 110 is equipped with safety facilities and other facilities necessary for operating the train.

The conventional line passenger train 200 is composed of a plurality of connected conventional line passenger vehicles 210.
The conventional line passenger vehicle 210 has an in-vehicle coil 213 as “power receiving means” that receives power supplied from the supply coil 113 in the lower center of the vehicle, and an instruction to store and unload the boarding / unloading device 111 to the Shinkansen freight train 100. A wireless communication device (not shown) as a “communication means” for transmitting the information and a boarding / unshowing door (not shown) operated by a crew member who operates the boarding / exiting door of the conventional line passenger train 200 and the boarding / exiting device 111 of the Shinkansen freight train 100 And an open / close switch.
The in-vehicle coil 213 may be provided in a plurality of conventional line passenger vehicles 210 in accordance with the supply coil 113, and the radio communication device is identical to the conventional line passenger train 200 as in the Shinkansen freight train 100. May be provided, or may be provided in a plurality of conventional line passenger vehicles 210.
In addition, one entrance / exit door opening / closing switch may be provided for the conventional line passenger train 200, or may be provided for a plurality of conventional line passenger vehicles 210. Moreover, the switch which operates the boarding / alighting door of the conventional line passenger train 200, and the switch which operates the boarding / alighting device 111 of the Shinkansen freight train 100 may be provided separately.
Not limited to these, the conventional line passenger vehicle 210 is provided with safety facilities and other facilities necessary for operating the train.

The wireless communication device is used to transmit an instruction to store and deploy the boarding / exiting device 111 from the conventional passenger train 200 to the Shinkansen freight train 100 using the specific low-power radio, and the Shinkansen freight train 100 and the conventional passenger A similar train 200 is provided. When a crew member on the conventional line passenger train 200 tries to open the passenger door using the passenger door opening / closing switch, the passenger device 111 is unfolded via the wireless communication device before the passenger door is opened. When the instruction is sent to the Shinkansen freight train 100 to make the boarding door close, the Shinkansen freight train 100 is set so that the boarding / exiting device 111 is stored via the wireless communication device after the boarding door is closed. Instructions are sent to
When the conventional line passenger train 200 instructs the Shinkansen freight train 100 to place the boarding / exiting device 111 in the deployed state, the Shinkansen freight train 100 wirelessly communicates that the boarding / exiting device 111 has completed the transition to the deployed state. The information may be transmitted to the conventional line passenger train 200 via the device, and the conventional line passenger train 200 may be configured to open the entrance door in response thereto. Further, information such as whether the boarding / exiting device 111 is in a deployed state, in a stowed state, or in operation is also transmitted / received via the wireless communication device and used for display or control in the conventional line passenger train 200. May be.
In this example, the specific low-power radio is used as the wireless communication device, but digital communication such as a wireless LAN or other wireless communication method / device may be employed.

The front-rear length of the Shinkansen freight vehicle 110 and the front-rear length of the conventional line passenger vehicle 210 are set to coincide with each other between the couplers, and the conventional line passenger train 200 is loaded when the conventional line passenger train 200 is loaded. The conventional line passenger train 200 is stopped and held so that each connector of the train 200 and each connector of the Shinkansen freight train 100 are in the same position in the front-rear direction.
In addition, loading of the conventional line passenger train 200 is performed when the Shinkansen freight train 100 is stopped on the straight line section as much as possible, and the movement of the conventional line passenger train 200 is performed when the Shinkansen freight train 100 is running. I will not.

(Configuration and operation of boarding / exiting devices)
As shown in FIGS. 4 to 6, the getting-on / off device 111 includes a step 1 that can be stored and unfolded in advance, a handrail 2 that can be stored and unfolded together with the step 1, and a handrail 2 that operates the step 1. A link mechanism 3 for transmitting to the platform 1, a platform base 4, 5 that supports them from both sides of the platform 1 and covers the following drive parts, a storage deployment cylinder 6 that performs a storage deployment operation of the platform 1, and a storage deployment cylinder 6 A crank 8 and a shaft 7 that transmit the driving force of the shaft 7 to the platform 1, a bearing 9 that rotatably supports the shaft 7, and a disk that is coaxial with the shaft 7 and that rotates together with the shaft 7. The rotation restriction board 10 restricts the rotation angle, and the rotation stopper 11 is inserted into the notch portion of the rotation restriction board 10 and restricts the rotation angle of the rotation restriction board 10.

As described above, the step 1 is configured in advance in a staircase shape, and includes three steps of upper, middle, and lower steps, and is fixed by two beams that connect the steps. The shaft 7 passes through the base of the upper step plate and the beam, is fixed to the step 1 and is rotated from both sides with respect to the bearings 9 and 9 attached to the step supports 4 and 5. Supported as possible.
A crank 8 is fixed to the shaft 7, and the other end of the crank 8 is rotatably attached to the tip of a storage and deployment cylinder 6 fixed to the step base 4. , So that the step 1 can be switched between the storage state shown in FIG. 5A and the unfolded state shown in FIG.

The step cradle 4 has a hollow box shape, and the above-described storage and expansion cylinder 6, crank 8, and bearing 9 are housed inside to prevent intrusion of wind and rain, and together with the step cradle 5 on the opposite side, a boarding / alighting device 111. Supports the whole.
The step cradle 5 has a hollow box shape like the step cradle 4. A bearing 9 is fixed to the inside of the step cradle 5, and the bearing 9 rotatably supports the shaft 7. Further, as shown in FIG. 4, a rotation limiting board 10 is fixed to the end of the shaft 7 and rotates together with the shaft 7. Further, a rotation stopper 11 is fixed inside the step pedestal 5, and as shown in FIG. 6, the rotation angle of the rotation limiter 10 is limited, thereby limiting the rotation angle of the step 1 and the step 1 The switching between the stowed state and the unfolded state is ensured.

As shown in FIG. 4, two sets of handrails 2 are provided at the left and right ends of the platform 1, respectively, and each has the same configuration, and as shown in FIG. 5 (b), it is composed of handrail members 2a, 2b, 2c. . In addition, the link mechanism 3 is also connected to each handrail 2 and includes link members 3a, 3b, and 3c, respectively. In addition, although the handrail 2 is provided in the right and left both ends of the step stand 1, you may make it provide only in one side according to a condition.
The handrail member 2b is rotatably attached to an end of the upper step plate upper surface of the step 1 on the middle step plate side by a hinge having a rotation axis parallel to the shaft 7. Further, the handrail member 2c is rotatably attached to the end of the upper surface of the lower step board of the step 1 by a similar hinge. Furthermore, the handrail member 2a and the handrail member 2b, and the handrail member 2a and the handrail member 2c are each rotatably attached by the same hinge.
One end of the link member 3a is rotatably attached to the outer surface of the step cradle 4 at a fulcrum P1, the other end is one end of the link member 3b, the other end of the link member 3b is one end of the link member 3c, and The other end of the link member 3c is rotatably attached to the middle of the handrail member 2c. The link member 3b is rotatably attached to the side surface of the lower step plate of the step 1 at the fulcrum P2.

In the step 1, the handrail 2 and the link mechanism 3 configured as described above, as the step 1 moves from the stored state in FIG. 5A to the expanded state in FIG. The link mechanism 3 rotates largely around the fulcrum P1 in the form of being lifted to the fulcrum P2. At this time, the link member 3b moves substantially in parallel, and the inclination of the link member 3b itself hardly changes. Supported by the link member 3b and the link member 3c whose inclination hardly changes, the handrail member 2c moves in parallel while maintaining a substantially vertical state. Further, the handrail member 2a, the handrail member 2b, the handrail member 2c, and the platform 1 are connected in a substantially parallelogram shape, and the handrail member 2b is maintained in a substantially vertical state similarly to the handrail member 2c, and the handrail member 2a is the platform 1 And almost the same slope.
By these actions, the step 1 forms a staircase, and the handrail 2 forms an inclination as a handrail, and the transition from the stored state to the deployed state is completed.
Conversely, in the transition from the deployed state to the stowed state, the step 1 and the handrail 2 are stowed by the extension of the stowage deployment cylinder 6, but at this time, the handrail member 2b and the handrail member 2c are both kept substantially vertical, The handrail member 2a is stored while maintaining substantially the same inclination as that of the platform 1.

(Operation of supply coil, in-vehicle coil, etc.)
The supply coil 113 of the Shinkansen freight vehicle 110 and the in-vehicle coil 213 of the conventional line passenger vehicle 210 that are provided at the positions shown in FIG. 2 exhibit electromagnetic induction without mechanical contact such as connecting a connector. It is used to transmit and receive power, and is connected to equipment as shown in FIG. 7 and supplies power to the conventional line passenger train 200 loaded on the Shinkansen freight train 100. The supply coil 113 and the in-vehicle coil 213 may be mounted on all connected vehicles, or may be mounted only on some of the vehicles, and power may be supplied to other vehicles within the conventional line passenger train 200. You may distribute.

The Shinkansen freight train 100 is equipped with a generator 114 that generates electric power to be supplied to the conventional passenger train 200 through the supply coil 113. The generator 114 is mounted on the Shinkansen locomotive 120, and is connected to a high-frequency switching power supply 115 mounted on each Shinkansen freight vehicle 110 by a lead line (not shown). The power modulated to a high frequency in the high frequency switching power supply 115 is emitted from the connected supply coil 113 as an electromagnetic wave. A plurality of generators 114 may be mounted as necessary, or may be mounted on each Shinkansen freight vehicle 110.
In-vehicle coil 213 receives an electromagnetic wave emitted from supply coil 113 and generates an induced electromotive force due to an electromagnetic induction phenomenon. Then, the electric power generated by the in-vehicle coil 213 is converted into direct current by the rectifying device 214, converted into voltage / frequency as required through the inverter device 215, and supplied to the lighting, air conditioning and the like of the conventional line passenger train 200 .

  On the other hand, when the conventional line passenger train 200 travels on the narrow track Rn without being loaded on the Shinkansen freight train 100, if it is a train, it is supplied with electric power from a pantograph, and if it is a diesel car, an engine or generator In order to generate electric power by H.216, a switching control device 217 for switching between them and the electric power from the in-vehicle coil 213 is additionally provided.

(Operation of railway system operating between different tracks)
In the inter-railway railway system 1000, there are a Shinkansen passenger train that operates only the standard track Rs, a conventional passenger train 200 that operates only the narrow track Rn, and a conventional line passenger train 200 that travels on the narrow track Rn. It is possible to operate in a mixed manner, such as a train that directly rides on a Shinkansen freight train 100 and directly operates on a different track between tracks by a loading / unloading device using a traverser T. For the Shinkansen passenger train that operates only the standard track Rs and the conventional passenger train 200 that operates only the narrow track Rn, the details are omitted because it is the same as the conventional technology, and the standard track Rs and the narrow track Rn are hereinafter referred to. A train that operates directly will be described.

  First, the conventional line passenger train 200 runs on a narrow track Rn, and passengers get on and off on the platform Pn installed at each station. Naturally, the height of the platform Pn is designed according to the height of the entrance / exit on the conventional line passenger train 200, and the boarding / alighting is performed smoothly. Here, when the section where the narrow track Rn is laid is electrified, a train is used as the conventional passenger train 200, and when it is not electrified, a diesel-powered vehicle or the like is used. In the former case, the electric power used for lighting in the vehicle, air conditioning and the like is supplied from the overhead line through the pantograph in the same way as the electric power for traveling, and in the latter, the electric power is generated by the generator provided in the driving engine or the generator engine and is covered Yes.

The conventional line passenger train 200 is a train that travels on the narrow track Rn, and thus cannot travel on the standard track Rs as it is. However, in the interrail operating railway system 1000, the traverser T is located at the boundary between the narrow track Rn and the standard track Rs. A boarding / unloading apparatus using the vehicle is installed, and boarding the Shinkansen freight train 100 standing by there.
In the Shinkansen freight train 100 on standby, the Shinkansen locomotive 120 facing the narrow track Rn is on a rail installed between the same tracks as the standard track Rs on the lower stage of the traverser T shown in FIG. The other Shinkansen freight vehicles 110 and the opposite Shinkansen locomotive 120 are connected and stand by in contact with the end of the rail installed in the same narrow rail Rn as the upper narrow trajectory Rn of the traverser T. Then, the conventional line passenger train 200 that has traveled on the narrow track Rn travels on the upper rail of the traverser T, and boardes one after another on the Shinkansen freight vehicle 110 of the Shinkansen freight train 100 that is waiting as it is. When all the conventional line passenger trains 200 have been boarded, the traverser T is slid to connect the Shinkansen locomotive 120 that has been waiting on the lower rail of the traverser T.
Thus, the conventional line passenger train 200 loaded on the Shinkansen freight train 100 can be directly operated from the narrow track Rn to the standard track Rs with different gauges while carrying passengers.
Further, the direct operation from the standard track Rs to the narrow track Rn can be similarly performed by performing the above operation in reverse.

The conventional passenger train 200 loaded on the Shinkansen freight train 100 lowers the pantograph in the case of a train, stops the engine in the case of diesel- powered vehicles, etc., and thereafter supplies power used for interior lighting, air conditioning, etc. It is supplied from the Shinkansen freight train 100 via the coil 113 and the on-board coil 213. The electric power necessary for opening and closing the entrance door of the conventional line passenger train 200 is also obtained.

The Shinkansen freight train 100 loaded with the conventional passenger train 200 travels on the standard track Rs, and stops at a station where the platform Ps for passengers getting on and off the Shinkansen passenger train is installed if necessary. Then, after confirming the safety on the platform Ps where the boarding / unloading device 111 is deployed, the crew member on board the conventional line passenger train 200 operates the boarding / closing door opening / closing switch, and accordingly, the boarding / unloading device for the Shinkansen freight train 100 111 and the entrance door of the conventional line passenger train 200 operate | move. At this time, first, an instruction is sent from the conventional line passenger train 200 to the Shinkansen freight train 100 via the wireless communication device to bring the boarding / exiting device 111 into the unfolded state, and the above-described storage unfolding cylinder 6 contracts to cause the platform 1 And the handrail 2 is deployed, after which the entrance door is opened.
Then, after confirming that the passengers have boarded and exited, the crew members on board the conventional line passenger train 200 operate the entrance / exit door opening / closing switch. Accordingly, the entrance / exit door of the conventional line passenger train 200 is closed, and then an instruction is sent from the conventional line passenger train 200 to the Shinkansen freight train 100 via the wireless communication device to put the boarding / exiting device 111 into the stowed state. The boarding / alighting device 111 is housed and can travel on the standard track Rs.

(Effect of railway system operating between different tracks)
As described above, the interrail operating railway system 1000 according to the present embodiment includes the platform 1 that can be stored and deployed on the Shinkansen freight train 100 that can be loaded and operated while the conventional passenger train 200 is connected. Therefore, it is possible to safely and smoothly get on and off passengers from the entrance / exit of the conventional passenger train 200 loaded on the Shinkansen freight train 100 at the time of deployment without affecting the travel of the Shinkansen freight train 100 at the time of storage. It is possible to realize a direct operation of the conventional passenger train 200 that does not require a passenger change in a track section having a different gauge distance.

In addition, since the step 1 is configured in a staircase shape in advance, it can be configured such that a sufficient strength can be obtained by reducing complicated movable parts. Further, since the storing and unfolding operation is simple, the storing and unfolding is easy, and the storing and unfolding can be quickly performed as necessary.
Moreover, since the handrail 2 is provided, it is possible to get on and off with the handrail 2 as a support, and passengers can get on and off safely and smoothly from the entrance of the conventional line passenger train 200 loaded on the Shinkansen freight train 100.
Further, since the handrail 2 is stored and deployed together with the platform 1 by the link mechanism 3, the storage and deployment of the handrail 2 is easy and labor-free, and is provided by a passenger door opening / closing switch operated by a crew member who is on the conventional line passenger train 200. It can also be operated efficiently in a batch.

  In addition, since the Shinkansen freight train 100 and the conventional passenger train 200 are equipped with communication means for communicating information related to the storage deployment of the platform 1 and the opening / closing of the entrance door, the deployment operation of the platform 1 and the opening operation of the entrance door are linked. The storage operation of the platform 1 and the closing operation of the entrance / exit door can be linked, and can be efficiently operated collectively by the entrance / exit door opening / closing switch operated by a crew member who is on the conventional line passenger train 200. In addition, the platform 1 is reliably deployed while the boarding door is open by opening the boarding door after the platform 1 is in the unfolded state and by closing the boarding door to the stowed state. Passengers can get on and off more safely.

  In addition, since the Shinkansen freight train 100 includes a supply coil 113 for supplying electric power, and the conventional line passenger vehicle 210 includes an in-vehicle coil 213 for receiving electric power, the conventional line passenger vehicle 210 secures electric power by an overhead line or a generator. Even if it is not possible, it will be possible to supply electric power from the Shinkansen freight train 100 to the conventional line passenger vehicle 210, and passengers in the car using lighting and cooling / heating will be able to use direct operation in the track sections with different gauge distances. It is possible to spend comfortably, and furthermore, it is possible to reliably control the vehicle such as opening and closing the entrance door.

  In addition, since the supply coil 113 and the in-vehicle coil 213 transmit and receive electric power in a non-contact manner using an electromagnetic induction phenomenon, the supply coil 113 and the in-vehicle coil 213 are mechanically connected when passing through the boundary between the track sections having different gauge distances. There is no need for connection work, the time required for the connection work and the like can be reduced, the time for passing through the boundary can be shortened, and contact failure and mechanical failure can be avoided.

(Other)
In the inter-railway railway system 1000 according to the present embodiment described above, the step 1 that is configured in advance as a step that can be stored and deployed and that is supported so that the upper portion is rotatable is illustrated. The lower part is supported so that it can be pivoted. When stowed, the step board slides in parallel and expands in a staircase pattern. The tread board rotates and slides on a support column to expand in a staircase pattern. Other types of steps, such as those that are folded and stowed and opened and unfolded, may be adopted.

  Note that, in the interrail operating railway system 1000 according to the present embodiment, an example in which the handrail 2 as the “handrail” and the link mechanism 3 as the “link mechanism” are configured separately is shown. The operation similar to that of the handrail 2 is achieved by omitting the hinge 3 that omits the step 3 and rotatably attaching the handrail member 2b to the platform 1 and fixing the handrail member 2b to the platform bases 4 and 5 instead of the platform 1 It may be configured as a handrail 2 ′ corresponding to “handrail” and “link mechanism” for realizing the above. With this configuration, the operation of the step 1 is directly transmitted to the handrail member 2a by the handrail member 2c, and the handrail member 2a is stored and deployed while maintaining substantially the same inclination as the step 1.

In the different rail operating railway system 1000 according to the present embodiment, the Shinkansen freight train 100 uses the electromagnetic induction phenomenon between the supply coil 113 and the in-vehicle coil 213 to generate power necessary for the conventional line passenger train 200. However, in addition to this, wireless power transmission may be performed by other methods such as a magnetic field resonance type and an electric field resonance type, and the conventional line passenger train 200 and the Shinkansen freight train as necessary. 100 may be connected by a cable to supply power.
In addition, information on the storage and deployment instruction of the boarding / unloading device 111 from the conventional line passenger train 200 to the Shinkansen freight train 100 and information on the state of the boarding / exiting device 111 from the Shinkansen freight train 100 to the conventional line passenger train 200 are also connected by cables. May be.

  In the different-gauge railway system 1000 according to the present embodiment, an example is shown in which a crew member on a conventional line passenger train 200 operates a passenger door opening / closing switch. An opening / closing switch or the like may be provided so that the boarding / exiting device 111 of the Shinkansen freight train 100 and the boarding / exiting door of the conventional line passenger train 200 may operate.

  Note that, in the inter-rail operation railway system 1000 according to the present embodiment, when the crew member operates the entrance / exit door opening / closing switch to open the entrance door, the entrance / exit device 111 is opened before the entrance door is opened. In this example, the passenger board 111 is in the retracted state after the passenger door is closed when the passenger door is closed and the passenger door is closed, but the platform 1 and the passenger door operate simultaneously. For example, the storage and deployment may be performed at other timings.

It is a perspective view which shows the outline of the interrail operating railway system which concerns on embodiment in this invention. It is the schematic of the boarding / alighting apparatus in the different rail service railway system which concerns on embodiment in this invention. It is the schematic showing the operation | movement condition of the boarding / alighting apparatus in the different rail service railway system which concerns on embodiment in this invention. It is detail drawing of the boarding / alighting apparatus in the interrail operating railway system which concerns on embodiment in this invention. It is explanatory drawing showing the (a) accommodation state and the (b) unfolding state of the boarding / alighting device in the inter-rail operation railway system which concerns on embodiment in this invention. It is explanatory drawing showing operation | movement of the rotation limitation board of the boarding / alighting apparatus in the different rail service railway system which concerns on embodiment in this invention. It is a block diagram explaining operation | movement of the supply coil and vehicle-mounted coil in the different rail service railway system which concerns on embodiment in this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Step 2 Handrail 3 Link mechanism 4,5 Step receiving stand 6 Storage expansion cylinder 7 Axis 8 Crank 9 Bearing 10 Rotation limiter 11 Rotation stopper 100 Shinkansen freight train (freight train)
110 Shinkansen freight vehicle 111 Unloading device 112 Loading rail 113 Supply coil (power transmission means)
120 Shinkansen locomotives 200 Conventional trains (passenger trains)
210 Conventional Line Passenger Vehicle 213 Car Coil (Power Receiving Means)
1000 Rail-operated railway system (railway system)
P1, P2 fulcrum Pn, Ps Platform Rn Narrow orbit (second orbit)
Rs standard orbit (first orbit)
T traverser

Claims (3)

A first track in which rails are laid with a first gauge distance and a second track in which rails are laid with a second gauge distance different from the first gauge distance are continuously transferred without changing passengers. In order to travel, in a railway system that can be operated by loading a passenger train that can travel on the second track on a freight train that can travel on the first track,
For passengers on the passenger train stacked on the freight train from the platform provided for a train traveling on the first track is getting on and off, housing and deployable stool are provided in the freight train ,
The freight train includes the stepped staircase, a handrail that can be stored and deployed, and a link mechanism that transmits the operation of the step to the handrail.
The step is pivotally supported by the freight train so that the upper part of the step can be pivoted. When the passenger gets on and off, the step top is horizontal by opening to the side of the freight train, and the link mechanism and the step are used together with the step. A railway system characterized by the storage and deployment of handrails. The railway system according to claim 1 ,
A communication means for communicating information about the storage deployment of the platform provided in the freight train or the opening and closing of the door of the passenger train between the freight train and the passenger train;
A railway system characterized in that the unfolding operation of the platform and the opening operation of the door are linked, and the closing operation of the door and the storage operation of the platform are linked and operated. The railway system according to claim 1 or 2 ,
The freight train includes power transmission means for supplying power to the loaded passenger train,
The passenger train includes power receiving means for receiving power from the power transmitting means,
A railway system that supplies electric power required by the passenger train from the freight train without contact.

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