JP5227299B2 - Rail vehicle - Google Patents

Description

  The present invention relates to a rail vehicle provided with a sliding door and a door-end rubber provided to the door stop at an entrance / exit part where passengers enter and exit.

  In recent years, the sliding door device provided for passengers to enter and exit the rail vehicle prevents injuries due to a part of the passenger's body being sandwiched between the opposing surfaces of the sliding door and the sliding door when the sliding door is closed. Or the obstacle detection function is provided so that it can be easily removed when the passenger's belongings such as the passenger's clothing or umbrella or bag are caught. A rail vehicle is a vehicle provided for transportation means on which a vehicle travels along a track or guide arranged on the ground, and is used for a railway vehicle, a tram, a monorail, a new transportation system, and the like. It is. Hereinafter, a railway vehicle will be described as an example of a rail vehicle.

  The sliding door device is a pair of sliding doors that move mainly along the longitudinal direction of the railway vehicle or a sliding door that is only on one side, an upper rail that supports the upper end of the sliding door in a moving direction, and a door that moves the sliding door. Equipped with an engine. Sliding door devices are roughly classified into a pneumatic type using compressed air and an electric type using an electric motor depending on the type of power source used in the door engine. In the case of the pneumatic type, when the sliding door is closed, the sliding door is constantly pressed by air pressure in the direction of closing, so that the closed state of the sliding door is maintained. On the other hand, in the case of the electric type, since the electric motor with the sliding door closed may not be energized, the closed state of the sliding door is maintained by a mechanical locking mechanism.

  As an obstacle detection method, an electric type that detects the presence of an obstacle by detecting the electric current of the electric motor described above, or a sliding door opening speed detection method that detects that the opening speed of the sliding door decreases when an obstacle is sandwiched between them. There is a door-end rubber part sensor detection method and the like. In general, the accuracy of detecting the presence or absence of an obstacle is considered to be superior to the electric type. As an example of the door-end rubber part sensor detection method, when the sliding door is closed by detecting the pressure change of the air enclosed in the door-end rubber provided on the opposing surface of a pair of opposing sliding doors, Patent Document 1 discloses a technique for detecting a state in which an object is sandwiched (door sandwiched state).

  FIG. 7 shows conventional door-end rubbers 105 and 115 provided in the door holding portions 35 and 35 of the sliding doors 30 and 30. The base portions of the door rubbers 105 and 115 are fitted and fixed to the facing surfaces of the sliding doors 30 and 30 in grooves provided along the longitudinal direction (vertical direction) of the sliding doors. The cross-sectional shape of the door rubbers 105 and 115 has a semicircular tip (opposite part) and spaces 105a and 115a near the inner tip, so that an obstacle is sandwiched between the door rubbers 105 and 115. Even when the obstacle is removed, the door rubbers 105 and 115 are easily deformed when the obstacle is removed, so that the obstacles can be easily removed from between the door rubbers 105 and 115.

  When the sliding doors 30, 30 including the door rubbers 105, 115 are opened and closed by a pneumatic door engine, the opposing surface of the door rubber is constantly pressurized by air pressure, so there is a gap between the opposing surfaces of the door rubbers 105, 115. The possibility of rainwater and the like entering the inside of a railway vehicle is small and considered to be no problem. However, when an electric door engine is employed, it is mechanically locked to maintain the closed state, so that the door end rubbers 105 and 115 are connected with the play due to the mechanical locking mechanism described above. It is necessary to devise so that rainwater or the like does not enter the inside of the railway vehicle due to the gap generated between them.

  As described above, the electric sliding door device includes a mechanical locking mechanism in order to maintain the closed state. This locking mechanism requires a gap in the locking mechanism for smooth locking. For this reason, the clearance gap resulting from the play mentioned above arises between the facing surfaces of the door rubber provided in the door holder or between the sliding door frame provided in the railway vehicle and the door contact surface of the sliding door. There is. Because rainwater may enter the inside of the railway vehicle from this gap, the shape of the door rubber provided in the sliding door door part is devised, and there is a gap on the opposing surface of the door rubber. Even in such a case, rainwater and the like are prevented from entering the inside of the railway vehicle.

Specifically, a door-end rubber is disposed along the height direction of each door stop of the sliding door that constitutes the side sliding door of the railway vehicle, and one door end rubber is a door stop of one sliding door. And a protrusion projecting from the central portion of the base in the width direction toward the other sliding door, and the other door rubber is provided on the door portion of the other sliding door. A base portion fitted into the groove formed, and a wall portion projecting from one end portion in the width direction of the base portion toward one of the sliding doors.
Even if a gap caused by a gap (not shown) of the mechanical locking mechanism provided in the electric door engine occurs in the facing portion of the door rubber, the gap formed in the facing portion of the door rubber is bent. Therefore, intrusion of rainwater or the like into the inside of the railway vehicle is suppressed.
However, since the door-end rubber described above is solidly formed without a hollow portion inside, the door-end rubber may not be easily deformed. For this reason, there is room for improvement from the viewpoint of preventing injury so that the passenger's property or part of the body sandwiched between the facing surfaces of the door-end rubber can be easily pulled out.

JP 2008-1303 A

Therefore, in the door-end rubber provided in the sliding door door of the railway vehicle where passengers enter and exit, the rainwater intrusion into the railway vehicle is reduced, and the passenger's body is sandwiched between the opposing surfaces of the sliding door when the door is closed. There was a point that should be improved in terms of both safety and safety.
An object of the present invention is to reduce the rainwater intrusion into the inside of a railway vehicle and reduce the body of the passenger on the opposite surface of the sliding door when the door is closed. It is providing the rail vehicle provided with the door rubber | gum which can make the safety | security in case of being pinched | interposed.

  In order to solve the problems of the present invention, a rail vehicle according to the present invention includes a sliding door device having a pair of sliding doors at an entrance / exit, and is provided along the height direction of each of the sliding door portions of the one and the other sliding doors. A rail vehicle in which a door-end rubber is disposed, wherein one of the door-end rubbers is inserted into a groove provided in the door holding portion of one of the sliding doors, and a width direction of the base portion A protrusion protruding from the center toward the other sliding door, and a space is formed in the protrusion, and the other door-end rubber is provided in the door holding portion of the other sliding door. A base portion fitted into the groove, a wall portion projecting from one end portion in the width direction of the base portion toward the one sliding door side, and a projecting portion projecting from the center portion in the width direction of the base portion toward the one sliding door side And the protrusion from the base of one of the door rubbers The amount of protrusion from the base of the other door-end rubber to the tip of the wall portion, from the base of the other door-end rubber to the tip of the protrusion It is characterized by being larger than the amount obtained by reducing the protruding amount.

  In order to solve the problems of the present invention, a rail vehicle according to the present invention includes a sliding door device having an entrance / exit frame and a sliding door that opens and closes the entrance / exit part, and the door part of the sliding door and the door part The doorway rubber facing the doorway is provided with a door rubber along the height direction, and the door rubber provided in the door holding portion of the sliding door is the sliding door. A base portion that is inserted into a groove provided in the door stop portion, and a protrusion portion that protrudes from the central portion in the width direction of the base portion toward the entrance / exit frame, and a space is formed in the protrusion portion. The other door-end rubber provided in the entrance / exit frame includes a base portion that is inserted into a groove provided in a door-holding portion of the entrance / exit frame, and both ends in the width direction of the base portion toward the sliding door side. A protruding wall, A protrusion projecting toward the sliding door side from the center in the width direction of the base is provided, and the amount of protrusion from the base of the door rubber provided on the sliding door to the tip of the protrusion is The amount of protrusion from the base of the other door-end rubber to the tip of the protrusion is reduced from the amount of protrusion from the base of the other door-end rubber provided in the doorway frame to the tip of the wall. It is characterized by being larger than the quantity.

  The railcar equipped with the door rubber according to the present invention can reduce or prevent rainwater or the like from entering the vehicle in the door closed state, and between the facing surfaces of the sliding doors when the sliding door is closed, or between the sliding door and the entrance / exit frame. Safety can be maintained and improved even when a part of the passenger's body is caught between the two.

FIG. 1: is the top view which abbreviate | omitted the roof part and showed the rail vehicle provided with the sliding door apparatus which has the door-end rubber concerning this invention. FIG. 2 is a side view of the portion B in FIG. 3 is a cross-sectional view taken along the line CC of the sliding door device shown in FIG. 2 in an open state. 4 is a CC cross-sectional view showing the sliding door device shown in FIG. 2 in a closed state. FIG. 5 is a schematic cross-sectional view showing a state when a gap is generated on the facing surface when the sliding door of the sliding door device shown in FIG. 2 is closed. FIG. 6 is a schematic diagram showing a state where a finger is sandwiched between the sliding door device shown in FIG. 2 and the door rubber when closed (CC cross section in FIG. 2). FIG. 7 is a schematic view showing a conventional sliding door device (corresponding to the CC cross section of FIG. 2).

  Hereinafter, an embodiment of a railway vehicle provided with a sliding door device having a door-end rubber according to the present invention will be described with reference to the drawings.

  FIG. 1 is a plan view of a railway vehicle provided with a sliding door device having a door-end rubber according to the present invention. The rail vehicle 10 shown in FIG. 1 omits the description of the roof in order to show the interior. The railway vehicle 10 includes three entrance / exit portions 20 on one side along the longitudinal direction thereof. The entrance / exit part 20 indicated by B in FIG. 1 is composed of door pockets 40, 40 and sliding doors 30, 30 provided on a side structure (not shown) constituting the railway vehicle 10. A chair 50, a handrail (not shown), and the like are provided inside the vehicle near the entrance / exit portion 20.

  FIG. 2 is a side view of the portion B in FIG. In FIG. 2, in order to show the positional relationship between the sliding door 30, the door closing device 60, and the support portion 70, the description of the side structure is omitted. A pair of sliding doors 30a, 30b provided in each doorway 20 (FIG. 1) is supported by rails (not shown) fixed to the side structure via support portions 70, 70 provided at the upper ends thereof, The support part 70 is mechanically connected to the door closing machine 60. The door closing machine 60 is a device responsible for opening and closing the sliding doors 30a and 30b, and is roughly classified into an electric type and a pneumatic type depending on a power source. The door end portions 35 facing each other when the sliding doors 30a and 30b are closed are provided with door end rubbers 100 and 110, which bear a part of the buffer function during the door closing operation.

  The main components of an electric door closing machine are a combination of a linear motor or a ball screw and a spline connected to a rotating shaft of an electric motor, and those of pneumatic type are an air pipe and a cylinder. The electric type has the advantage of simplifying the outfitting process because only the wiring for supplying power to the door closing machine 60 has to be constructed, but it is mechanical to maintain the door closed state when the supply of power is interrupted. It is necessary to add a locking mechanism. On the other hand, in the pneumatic type, it is necessary to construct an air pipe for supplying compressed air to the door closing machine 60 on the railway vehicle 10, so that the outfitting process tends to be large, but the door is always closed by the air pressure used for the door closing operation. There is an advantage that can be maintained.

  FIG. 3 is a cross-sectional view taken along the line CC of FIG. 2 and shows a state in which the sliding doors 30a and 30b are opened. Door door rubbers 100 and 110 are disposed along the height direction of door door portions 35 and 35 of the sliding doors 30a and 30b. A groove into which the root part of this is inserted is constructed.

  One door-end rubber 100 has a vertical cross-sectional shape in the longitudinal direction from the base 100b toward the door-closing direction (the direction indicated by the arrow 310a) at the center of the base 100b in the thickness direction (arrow 330) of the door-end rubber 100. A protrusion 100a protruding at the protrusion amount H3 is provided, and a space 100c is formed inside the protrusion 100a.

  The longitudinal vertical cross-sectional shape of the other door-end rubber 110 is directed toward the door closing direction (direction indicated by arrow 310b) at both ends of the base 110b in the thickness direction (direction indicated by arrow 330) of the door-end rubber 110. In addition to the wall portions 110c and 110c projecting with the projecting amount H2, a projecting portion 110a projecting from the base portion 110b with the projecting amount H1 is provided at the central portion in the thickness direction of the base portion 110b. Both the protrusion 110a and the wall 110c are solid. The protruding amount H3 of the protruding portion 100a is larger than the amount obtained by subtracting the protruding amount H1 of the protruding portion 110a from the protruding amount H2 of the wall portion 110c.

  FIG. 4 is a cross-sectional view taken along the line CC of FIG. 2 and shows a state where the sliding doors 30a and 30b are closed. When the sliding doors 30a and 30b are closed, the front ends of the wall portions 110c and 110c of the door rubber 110 are abutted against both ends of the base portion 100b of the door rubber 100 in the thickness direction. The protrusion height H3 of the protrusion 100a of the door rubber 100 is set to be larger than the amount obtained by subtracting the protrusion amount H1 of the protrusion 110a from the protrusion amount H2 of the wall 110c (see FIG. 3). The protrusion 100a of 100 is deformed into a form in which the protrusion 100a hits the protrusion 110a of the door rubber 110 and is further pushed back to the sliding door 30a side, and is also deformed in the thickness direction of the sliding door 30a (the direction indicated by the arrow 330). The contact portions 200, 200, and 210 are formed between the door-end rubber 110 and the door-end rubber 110. When a pneumatic door engine (door closing machine 60) is employed and the sliding doors 30a and 30b are kept closed, the door rubbers 100 and 110 maintain the state shown in FIG. .

  FIG. 5 is a schematic diagram showing a state in which a gap is formed on the facing surface when the sliding door shown in FIG. 3 is closed. When an electric door engine (door closing machine 60) is adopted as the sliding door device 15, a mechanical locking mechanism is additionally provided so that the door closing state can be maintained even when the supply of electric power is interrupted. In order to lock smoothly, a mechanical locking device equips the fitting part incorporated in a locking device with play. Even if the sliding door is closed by the electric door engine, a gap d corresponding to the play provided in the locking device may occur on the surface facing the door rubber 100, 110 provided in the sliding doors 30a, 30b. Even when the gap d is generated, the protrusion amount H3 of the protrusion 100a is set to be larger than the amount obtained by subtracting the protrusion amount H1 of the protrusion 110a from the protrusion amount H2 of the wall 110c. Since the contact part 210 is maintained between the tip part of the projection part 100a of 100 and the tip part of the projection part 110a of the door rubber 110, it is possible to prevent rainwater or the like from entering the inside of the railway vehicle 10. it can.

  FIG. 6 is a schematic view showing a state where a human finger is sandwiched between the door rubbers 100 and 110 when the sliding doors 30a and 30b are closed (C-C cross section in FIG. 2). When the person's finger 300 is sandwiched between the door rubbers 100 and 110, the front end portion 100a of the door rubber 100 is mainly deformed so as to crush the space 100c. , 110 can reduce the possibility of injury.

  In the sliding door device 15 provided with the door rubbers 100 and 110 according to the present invention, even when a gap caused by the play of the locking function occurs, the contact portion between the door rubbers 100 and 110 is maintained and the passengers are physically Even when a portion of the door rubber 100 is sandwiched between the facing surfaces of the door rubbers 100 and 110, the door rubber 100 is easily deformed, so that the possibility of injury can be reduced. Therefore, the railway vehicle including the door rubbers 100 and 110 can reduce or prevent rainwater and the like from entering the vehicle, and can maintain safety even when a part of the passenger's body is caught between the sliding doors 30 and 30. Can be improved.

  In the above description, the double-open side sliding door provided in the side structure of the railway vehicle 10 has been described. However, the door frame provided with the door rubber 100 in the sliding door door and the door rubber 110 in the side structure. By providing it in the door-to-door part, it is compatible with single-sided sliding doors. Moreover, it is applicable also to the entrance / exit part with which the wife structure of the railway vehicle 10 is equipped regardless of a double-opening type sliding door or a single-opening type sliding door.

DESCRIPTION OF SYMBOLS 10 ... Railway vehicle 15 ... Sliding door apparatus 20 ... Entrance / exit part 30a, 30b ... Sliding door 35 ... Door holding part 40 ... Door bag 50 ... Chair 60 ... Door closing machine 100 ... Door rubber 100a, 110a ... Projection part 100b ... Base part 100c ... Space 110 ... door rubber 110a ... projection part 110c ... wall part 200,210 ... contact part 300 ... finger 310,320,330 ... arrow A ... view A B ... FIG. 1B part enlarged view d ... gap

Claims (3)

In a rail vehicle comprising a sliding door device having a pair of sliding doors at an entrance and exit, and a door rubber is disposed along the height direction of each door portion of one and the other of the sliding doors,
The one door rubber includes a base inserted into a groove provided in the door holding portion of one of the sliding doors, and a protrusion protruding from the center in the width direction of the base toward the other sliding door. , A space is formed in the protrusion,
The other door-end rubber includes a base portion that is inserted into a groove provided in the door holding portion of the other sliding door, and a wall portion that protrudes from one end in the width direction of the base portion toward the one sliding door side. , And a projection protruding toward the one sliding door side from the center in the width direction of the base,
The amount of protrusion from the base of one of the door-end rubbers to the tip of the projection is determined from the amount of protrusion of the other door-end rubber from the base to the tip of the wall. A rail vehicle characterized by being larger than an amount obtained by reducing a protruding amount from the base portion to the tip end portion of the protruding portion. Provided with a sliding door device having an entrance / exit frame and a sliding door for opening and closing the entrance / exit portion at the entrance / exit portion, and a door end rubber along the height direction of the door door portion of the sliding door and the entrance / exit frame facing the door stop portion, respectively. In the rail vehicle where is arranged,
One door-end rubber provided in the door holding portion of the sliding door includes a base portion inserted into a groove provided in the door holding portion of the sliding door, and a width direction central portion of the base portion toward the entrance / exit frame side. Protruding portions that protrude toward the surface are provided, and a space is formed in the protruding portions,
The other door-end rubber provided in the entrance / exit frame includes a base portion that is fitted into a groove provided in a door stop portion of the entrance / exit frame, and a wall that protrudes from both ends in the width direction of the base portion toward the sliding door side. And a protrusion that protrudes toward the sliding door from the center in the width direction of the base,
The amount of protrusion from the base of the door rubber provided in the sliding door to the tip of the protrusion is the amount of protrusion from the base of the other door rubber provided in the entrance / exit frame to the tip of the wall. The rail vehicle characterized by being larger than the amount obtained by subtracting the amount of protrusion from the base of the other door-end rubber to the tip of the protrusion. In the rail vehicle according to claim 1 or 2,
The rail vehicle has a side structure and a wife structure,
A rail vehicle characterized in that an entrance / exit portion provided with the sliding door device is provided in the side structure or the wife structure.

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