JPWO2008149632A1 - Railway vehicle door device and railway vehicle door system - Google Patents

Abstract

The railcar door system 500 includes a drive mechanism 300 and a railcar door device 800 having the doorcar device 100. In the door device 100, the common plate 180, the right side plate 160 and the left side plate 170 are formed to be movable in the rail member 200 by the first and second door wheels 110 and 120, and the left leaf 710 and the right leaf 720 are suspended. The left and right leafs 710 and 720 are opened and closed by the movement of the suspension unit 150. The first door wheel 110 is on the right side plate 160 and the left side plate 170, the second door wheel 120 is on one end side of the right side plate 160 and the left side plate 170, and the suspension portion 150 is on the other end side of the right side plate 160 and the left side plate 170. Provided.

Description

  The present invention relates to a door device and a door system provided at a doorway on a side surface of a railway vehicle.

  Conventionally, door devices are used to get on and off passengers on railways. About this door device for rail vehicles, many passengers may lean against a door at the time of congestion in a commuting time zone, and various force is added to a door. For this reason, various studies have been made on the door device for railway vehicles in consideration of passenger safety.

  For example, Patent Document 1 discloses a train-side sliding door device that has a side sliding door that is supported so as to be movably suspended via a door carriage, and that is intended to ensure smooth opening and closing operations and improve safety. It is disclosed.

  In the side sliding door device for trains described in Patent Document 1, in addition to the conventional two door carts that support the downward load of the side sliding door, a guide roller that newly regulates the upward movement of the side sliding door is provided, and the guide roller And the ceiling surface of the door rail are determined to be smaller than that of the door wheel.

  According to the train side sliding door device described in Patent Document 1, even if the side sliding door receives a lateral load from a passenger and the door carriage moves upward along the curved surface of the door rail floor surface, the two door carriages are on the door rail ceiling surface. Since the guide roller comes into contact with the door rail ceiling surface before coming into contact with the door, the astringency due to the door roller coming into contact with the door rail ceiling surface does not occur. Moreover, even if a foreign object is pinched by the side sliding door in a state where the clearance between the door carriage and the door rail ceiling surface is large, the side sliding door does not tilt greatly.

JP 2005-007985 A

  In Patent Document 1 or the conventional railcar door device, after inserting the door to the rail member provided at the upper portion, the gap between the door and the rail member is prevented so that the door does not escape from the rail member. Adjustment was required.

  However, the structure that can adjust the gap between the door roller and the rail member is likely to cause the door wheel to be removed from the rail member when the adjustment mechanism fails or is broken. It was.

  An object of the present invention is to provide a railcar door device that can prevent a door wheel from being removed from a rail member and can open and close the door reliably and safely.

  Another object of the present invention is to provide a railway vehicle door device that prevents the door wheel from being removed from the rail member, can open and close the door smoothly and safely, and can reduce manufacturing and construction costs. Is to provide.

Means and effects for solving the problems

(1)
A railcar door device according to the present invention includes a door provided at a doorway of a railcar, a rail member having a C-shaped cross section, a support member formed along the longitudinal direction of the rail member, and a support member. A first door wheel provided and capable of traveling within the C-shaped cross-sectional shape of the rail member; a second door wheel provided on one end side of the support member and capable of traveling within the C-shaped cross-sectional shape of the rail member; A suspension portion provided on the other end side of the member and capable of hanging the door.

  In the railway vehicle door device according to the present invention, the support member is formed to be movable by the first door wheel and the second door wheel within the C-shaped cross-sectional shape, and the suspension portion that suspends the door moves. Opens and closes the railcar door. The support member is provided with a first door wheel, the support member is provided with a second door wheel on one end side, and the suspension member is provided on the other end side of the support member. That is, the other end of the support member acts vertically downward due to the weight of the door, the first door is supported by one of the rail members, and the second door is vertically upward with the first door as a fulcrum. A force acts and is supported by the other in the rail member.

  In this case, the weight of the door acts on the suspension part, and the door is supported by the second door contacting the rail member on the opposite side of the first door with the first door as a fulcrum. Therefore, since there is no need for a gap that needs to be adjusted to prevent derailment, no adjustment mechanism is required. As a result, there is no derailment due to failure or damage of the adjustment mechanism, so that the door can be opened and closed securely and safely. be able to. Moreover, since there is no adjustment mechanism, adjustment work becomes unnecessary and manufacturing and construction costs can be reduced. Since the first door wheel and the second door wheel are provided on the support member, the first door wheel and the second door wheel can be easily inserted from the cut end of the rail member having a C-shaped cross section during assembly. Can do.

(2)
A plate member formed along the longitudinal direction of the rail member and a support member provided with a first door wheel, a second door wheel, and a suspension portion may be provided symmetrically on both ends of the plate member. .

  In this case, since support members are provided at both ends of the plate member, they can be handled as an integral member. Moreover, since the distance of the suspension part provided in each support member becomes fixed and alignment is unnecessary compared with the case where it is separate, the door can be suspended easily. Further, since the support members are provided symmetrically, the load applied to the first door wheel and the second door wheel can be suppressed when the plate member and the pair of support members are reciprocated with respect to the rail member. And can be smoothly reciprocated along the rail member.

(3)
The imaginary line connecting the axis of the first door wheel and the axis of the second door wheel is preferably slightly inclined with respect to the longitudinal direction of the rail member.

  In this case, the first door wheel and the second door wheel are not greatly inclined, and the distance between the axes of the first door wheel and the second door wheel can be sufficiently secured. The self-weight (acting force) can be distributed to the first door wheel and the second door wheel in a well-balanced manner, and it is possible to cope with an uneven load from the door. As a result, it is possible to cope with an increase in the load of reciprocating movement of the support member and an uneven load, and it is possible to smoothly reciprocate along the rail member.

(4)
The C-shaped cross-sectional opening of the rail member has a pair of convex rail portions, the outer peripheral surface of the first door wheel has a concave-shaped rail portion, or the rail member has a C-shaped cross-sectional shape. The opening is formed with a pair of concave rails, and the outer circumferential surface of the first door wheel is formed with a convex rail-shaped portion. The shortest separation distance is preferably shorter than the diameter of the maximum outer periphery of the first door wheel.

  In this case, a rail part which consists of a pair of concave shape or a pair of convex shape is formed in a rail member, and the to-be-railed part corresponding to the shape of a rail part is formed in a 1st door pulley. The size of the gap between the railed portion and the rail portion is preferably 0.5 mm or more and 10 mm or less, and more preferably 1 mm or more and 2 mm or less. Moreover, since the shortest separation distance of a rail member is smaller than the diameter of a 1st door pulley, it can prevent completely that a 1st door wheel remove | deviates from a rail member, and remove | deviates. As a result, even when a vertical up / down direction and a swinging force are applied to the door, the first door pulley does not come off the rail member. In addition, at the time of manufacture and construction, it is possible to manufacture by inserting the first door cart from the cut end of the rail member.

(5)
The C-shaped cross-sectional opening of the rail member has a pair of convex rail portions, the outer peripheral surface of the first door wheel has a concave-shaped rail portion, or the rail member has a C-shaped cross-sectional shape. The opening is formed with a pair of concave rails, and the outer circumferential surface of the first door wheel is formed with a convex rail-shaped portion. The shortest separation distance is preferably shorter than the diameter of the maximum outer circumference of the second door wheel.

  In this case, a rail part which consists of a pair of concave shape or a pair of convex shape is formed in a rail member, and the to-be-railed part corresponding to the shape of a rail part is formed in a 2nd door wheel. The size of the gap between the railed portion and the rail portion is preferably 0.5 mm or more and 10 mm or less, and more preferably 1 mm or more and 2 mm or less. Moreover, since the shortest separation distance of a rail member is smaller than the diameter of a 2nd door pulley, it can completely prevent that a 2nd door wheel remove | deviates from a rail member, and remove | deviates. As a result, even when the vertical up / down direction and the swinging force are applied to the door, the second door pulley does not come off the rail member. In addition, at the time of manufacture or construction, it is possible to manufacture by inserting the second door cart from the cut end of the rail member.

(6)
A hole shape that can be suspended from the suspension part may be formed in the core material forming the door.

  In this case, since the hole diameter shape that can be suspended in the core material of the door is formed, it is possible to omit the step of attaching the member formed with the hole member that can be suspended to the door as in the prior art, and to easily manufacture and install It can be carried out.

(7)
A plurality of long holes that can hold the shafts on the opposite sides of the first door wheel and the second door wheel that are cantilevered by the support member may be formed in the core material forming the door.

  In this case, the shafts of the first door roller and the second door wheel are held by the long holes formed in the core of the door. Moreover, since it is formed with a long hole, the weight of the door can be prevented from being directly applied to the first door wheel and the second door wheel. Moreover, since the core material holds the shaft opposite to the support member, the periphery of the first door wheel and the second door wheel is protected by the support member and the door core material.

(8)
The suspension part is provided rotatably on the support member by a disk-shaped member and a shaft provided eccentric to the disk-shaped member, and the suspension part of the door is suspended on the disk-shaped member, It may be formed so that the level of the door can be adjusted. Moreover, the structure which fixes a plate member and a supporting member coaxially may be sufficient as a suspension part.

  In this case, since the disc-shaped member is provided eccentrically, the vertical and vertical adjustments of the suspension member can be performed by rotating the disc-shaped member. As a result, the height of the door can be easily adjusted.

(9)
It is preferable that the core material of the door is provided so as to extend to a portion suspended by the suspension portion.

  In this case, since the core material is provided so as to extend to the portion suspended by the suspension portion, the suspension portion can reliably hold the load downward in the vertical direction of the door. As a result, an unnecessary twisting force or moment force is not applied between the suspension portion and the core material, so that the suspension portion can stably hold the core material.

(10)
The support member may further include a screw fastening portion for fixing to the plate member.

  In this case, the support member can be securely fixed to the plate member, and unlike the fixing of only the suspension portion, the support member and the plate member can be fixed by a plurality of shafts, so that the plate member and the support are reliably supported. The member can be fixed. As a result, the support member and the plate member can be smoothly and stably moved along the rail member.

(11)
A railcar door system according to the present invention includes a door provided at a doorway of a railcar, a rail member having a C-shaped cross section, a support member formed along the longitudinal direction of the rail member, and a support member. A first door wheel provided and capable of traveling within the C-shaped cross-sectional shape of the rail member; a second door wheel provided on one end side of the support member and capable of traveling within the C-shaped cross-sectional shape of the rail member; It is provided on the other end side of the member, and includes a suspension part that can suspend the door and a drive mechanism that opens and closes the door.

  In the railway vehicle door system according to the present invention, the support member is formed to be movable by the first door wheel and the second door wheel in the C-shaped cross-sectional shape, and the suspension portion that suspends the door moves. Thus, the railcar door is configured to be openable and closable. The support member is provided with a first door wheel, the support member is provided with a second door wheel on one end side, and the suspension member is provided on the other end side of the support member. That is, the other end side of the support member acts vertically downward by its own weight, the first door is supported by one of the rail members, and the second door is vertically upward with the first door as a fulcrum. A force acts and is supported by the other in the rail member.

  In this case, the weight of the door acts on the suspension part, and the door is supported by the second door contacting the rail member on the opposite side of the first door with the first door as a fulcrum. Therefore, since there is no need for a gap that needs to be adjusted to prevent derailment, no adjustment mechanism is required. As a result, there is no derailment due to failure or damage of the adjustment mechanism, so that the door can be opened and closed securely and safely. be able to. Moreover, since there is no adjustment mechanism, adjustment work becomes unnecessary and manufacturing and construction costs can be reduced. Since the first door wheel and the second door wheel are provided on the support member, the first door wheel and the second door wheel can be easily inserted from the cut end of the rail member having a C-shaped cross section during assembly. Can do.

The typical block diagram which shows an example of the door system for rail vehicles using the door device for rail vehicles which concerns on one embodiment which concerns on this invention. The top view which shows an example of the door apparatus of the door apparatus for rail vehicles. The schematic enlarged view in case the door apparatus of the door apparatus for rail vehicles exists in a rail member. FIG. 4 is a cross-sectional view taken along line AA in FIG. 3. FIG. 4 is a cross-sectional view taken along line B-B in FIG. 3. FIG. 4 is a cross-sectional view taken along line CC in FIG. 3. The DD sectional view taken on the line of FIG. Railway vehicle door device (a diagram showing a state in which the right door leaf is suspended from the door device). FIG. 9 is a schematic cross-sectional view showing a cross-section taken along line EE in FIG. 8.

Explanation of symbols

DESCRIPTION OF SYMBOLS 100 Door cart apparatus 110 1st door cart 110a, 120a Concave shape 112,113 Shaft 120 2nd door cart 140 Screw fastening part 150 Suspension part 152 Disk-shaped member 160 Right side plate 170 Left side plate 180 Common plate 200 Rail member 200a Convex shape 300 Drive Mechanism 500 Rail Vehicle Door System 710 Left Door Leaf 720 Right Door Leaf 750 Suspended Shape 751, 752, 761, 762 Hole 753, 754, 763, 764 Long Hole 781, 782 Suspended Part 800 Rail Vehicle Door Device θ angle

Embodiments according to the present invention will be described below.
(First embodiment)
FIG. 1 is a schematic configuration diagram showing an example of a railroad vehicle door system using a railcar door device according to an embodiment of the present invention.

  As shown in FIG. 1, the railcar door system 500 includes a drive mechanism 300 and a railcar door device 800. Furthermore, the railcar door device 800 includes the doorcar device 100, the rail member 200, the left door rack 310, the right door rack 320, the control box 400, the transmission members 600 and 610, the left door leaf 710 and the right door leaf 720.

  1 is provided with a right door rack 320 and a left door rack 310 that extend in parallel to each other in the horizontal direction. Transmission members 600 and 610 are provided at the ends of the right door rack 320 and the left door rack 310, and the transmission member 610 is fixed to the door roller device 100. The door pulley device 100 is formed so as to be movable along the rail member 200, and is provided so that the left door leaf 710 and the right door leaf 720 can be suspended.

  1 is moved so that the right door rack 320 and the left door rack 310 expand and contract in the horizontal direction when the drive mechanism 300 is driven in accordance with an instruction from the control box 400. The transmission members 600 and 610 provided at the tips of the door rack 320 and the left door rack 310 move. When the transmission members 600 and 610 move, the door apparatus 100 moves along the rail member 200, and the left door leaf 710 and the right door leaf 720 are opened and closed.

  Hereinafter, the details of the door cart device 100 will be described. FIG. 2 is a plan view showing an example of the door apparatus 100, FIG. 2 (a) shows the front of the door apparatus 100, and FIG. 2 (b) shows the upper surface of the door apparatus 100.

  As shown in FIG. 2 (a), the door apparatus 100 mainly includes a first door wheel 110, a second door wheel 120, a screw fastening portion 140, a suspension portion 150, a right side plate 160, a left side plate 170, and a common plate 180. including.

  As shown in FIGS. 2A and 2B, a common plate 180 is provided extending in the horizontal direction. The right plate 160 and the left plate 170 are fixed to both ends of the common plate 180 so as to be symmetrical.

  A first door 110, a second door 120, a screw fastening portion 140, and a suspension portion 150 are provided on the right side plate 160 fixed to the end of the common plate 180. In the screw fastening portion 140 and the suspension portion 150 of the right side plate 160, a bolt described later is provided through the common plate 180, and is fixed to the right side plate 160 with the bolt. Similarly, the first plate 110, the second door 120, the screw fastening portion 140, and the suspension portion 150 are also provided on the left plate 170 fixed to the end portion of the common plate 180. In the screw fastening portion 140 and the suspension portion 150 of the left plate 170, a bolt is provided through the common plate 180, and is fixed to the left plate 170 with the bolt.

  Next, the right plate 160 in the rail member 200 of FIG. 3 will be described. 3 is a schematic enlarged view when the door roller device 100 is in the rail member 200, FIG. 4 is a cross-sectional view taken along line AA in FIG. 3, and FIG. FIG. 6 is a cross-sectional view taken along line C-C in FIG. 3, and FIG. 7 is a cross-sectional view taken along line D-D in FIG. 3.

  As shown in FIGS. 3 to 7, the rail member 200 is a long member having a C-shaped cross-sectional shape. The rail member 200 is formed with a convex curved surface at the tip of the C-shaped cross section. Further, the right side plate 160 is disposed so as to be located inside the rail member 200. As shown in FIGS. 4 to 7, the right plate 160 is different in thickness and shape between a portion fixed to the common plate 180 and a holding portion of the first door wheel 110 and the second door wheel 120 (FIG. 2 ( b) see).

  Here, when a right door leaf 720, which will be described later, is suspended from the suspension part 150, a downward force acts on the suspension part 150, and the first door 110 is grounded to the lower side of the rail member 200 and becomes a fulcrum. The second door 120 comes into contact with the upper side of the rail member 200 and becomes a reaction point. In this case, the angle θ between the extending direction of the rail member 200 and the imaginary line connecting the axis of the first door wheel 110 and the axis of the second door wheel 120 is a slight angle, for example, an angle of 3 degrees or less. It is provided as follows. Preferably, the angle θ between the extending direction of the rail member 200 and an imaginary line connecting the axis of the first door wheel 110 and the axis of the second door wheel 120 is set to 1 degree.

  The right plate 160 is formed with an inclination 160 a on the side fixed to the common plate 180. The suspension part 150 is fixed to the front end of the right side plate 160 provided with the inclination 160a by the bolt B. Moreover, not only the suspension part 150 but also the right side plate 160 is fixed to the common plate 180 together with the bolt B. A disk-like member 152 is attached to the suspension part 150, and this disk-like member 152 is eccentric with respect to the bolt B of the suspension part 150, that is, in FIG. It is attached so that it can rotate in the range of the disk-shaped member 152a (broken line). A screw fastening portion 140 is provided in the vicinity of the suspension portion 150.

  A screw fastening portion 140 is fixed by a bolt B in the vicinity of the suspension portion 150 fixed to the right plate 160. Further, not only the screw fastening portion 140 but also the common plate 180 is fixed to the right plate 160 by the bolt B. Thereby, the right side plate 160 is fixed to the common plate 180 by the two bolts B (the suspension portion 150 and the screw fastening portion 140).

  Subsequently, as shown in FIGS. 4 to 7, the rail member 200 has a substantially C-shaped cross-sectional shape. In the present embodiment, the rail portion of rail member 200 is formed in a convex shape. Hereinafter, the minimum convex separation distance of the rail portion of the rail member 200 is denoted by L11.

  On the other hand, as shown in FIGS. 2 and 6, the first door wheel 110 is provided on an extension line of the shaft of the suspension portion 150 and the shaft of the screw fastening portion 140. The first door cart 110 is provided in the approximate center of the right side plate 160. As shown in FIGS. 2 and 6, the shaft 112 on one side of the first door pulley 110 is configured to be held by the right plate 160.

  A concave shape 110 a corresponding to the convex shape 200 a of the rail member 200 is formed on the outer peripheral surface of the first door wheel 110. It is indicated by a minimum outer peripheral diameter D11 of the concave shape 110a of the first door wheel 110, and is indicated by a maximum outer peripheral diameter D10 of the concave shape 110a.

  As shown in FIG. 6, the minimum outer peripheral diameter D11 of the concave shape 110a of the first door wheel 110 is a value smaller by the distance (gap) L10 than the minimum separation distance L11 of the convex shape 200a of the rail member 200. The maximum outer peripheral diameter D10 of the concave shape 110a of the door wheel 110 is larger than the minimum separation distance L11 of the convex shape 200a of the rail member 200.

  In FIG. 6, since the right door leaf 720 is suspended from the suspension part 150, the first door 110 is in contact with the vertically downward convex shape 200 a of the rail member 200. A gap L10 is formed between the door pulley 110 and the convex shape 200a in the vertically upward direction of the rail member 200. The gap L10 is desirably a value in the range of 0.5 mm or more and 10 mm or less. In the present embodiment, the gap L10 is desirably about 1 mm.

  Further, as shown in FIG. 6, a ball bearing 113 is incorporated inside the first door pulley 110 and is formed so as to be smoothly rotatable with respect to the shaft 112 of the first door pulley 110.

  Next, the second door cart 120 will be described. As shown in FIGS. 2 and 7, the second door cart 120 is provided at the end of the right plate 160. As shown in FIG. 7, the shaft 122 on one side of the second door cart 120 is configured to be held by the right plate 160.

  A concave shape 120 a corresponding to the convex shape 200 a of the rail member 200 is formed on the outer peripheral surface of the second door roller 120. This is indicated by a minimum outer peripheral diameter D12 of the concave shape 120a of the second door wheel 120, and is indicated by a maximum outer peripheral diameter D13 of the concave shape 120a.

  As shown in FIG. 7, the minimum outer peripheral diameter D12 of the concave shape 120a of the second door wheel 120 is a value smaller by the distance (gap) L13 than the minimum separation distance L11 of the convex shape 200a of the rail member 200. The maximum outer peripheral diameter D13 of the concave shape 120a of the door wheel 120 is a value larger than the minimum separation distance L11 of the convex shape 200a of the rail member 200.

  In FIG. 7, since the right door leaf 720 is suspended from the suspension part 150, the second door 120 is in contact with the vertically upward convex shape 200 a of the rail member 200. A gap L13 is formed between the door wheel 120 and the convex shape 200a in the vertically upward direction of the rail member 200. The gap L13 is desirably a value in the range of 0.5 mm or more and 10 mm or less, and in the present embodiment, the gap L10 is desirably about 1 mm. The gap L13 may be equal to the gap L10 between the first door pulley 110 and the rail member 200.

  As shown in FIG. 7, a ball bearing 123 is incorporated in the second door cart 120 and is formed so as to be smoothly rotatable with respect to the shaft 122 of the second door wheel 120.

  8 is a diagram illustrating a state in which the right door leaf 720 is suspended from the door cart device 100, and FIG. 9 is a schematic cross-sectional view taken along the line EE in FIG.

  As shown in FIG. 8, the door cart device 100 is inserted into the rail member 200 from the cut end of the rail member 200. Then, the right door leaf 720 is suspended from the common plate 180, the left plate 170 and the right plate 160.

  Here, as shown in FIG. 9, the right door leaf 720 is provided with a suspended shape portion 750 as a main material constituting the right door leaf 720. Further, as shown in FIG. 8, the suspension shape portion 750 includes a hole 751 corresponding to the suspension portion 150 of the left plate 170, a hole 752 corresponding to the screw fastening portion 140 of the left plate 170, and the first of the left plate 170. A long hole 753 corresponding to the shaft 112 of the door wheel 110, a long hole 754 corresponding to the shaft 122 of the second door wheel 120 of the left plate 170, a hole 761 corresponding to the suspension part 150 of the right plate 160, and the right plate 160. A hole 762 corresponding to the screw fastening portion 140, a long hole 763 corresponding to the shaft 112 of the first door wheel 110 of the right plate 160, and a long hole 764 corresponding to the shaft 122 of the second door wheel 120 of the right plate 160 are provided. ing.

  In addition, the suspended shape portion 750 is provided with a notch 770 at the center, and suspended portions 781 and 782 are formed on the left and right sides thereof. The suspension portions 781 and 782 include a hole 751 corresponding to the suspension portion 150 of the left plate 170, a hole 752 corresponding to the screw fastening portion 140 of the left plate 170, and a hole 761 corresponding to the suspension portion 150 of the right plate 160. The hole 762 corresponding to the screw fastening portion 140 of the right side plate 160 is formed to extend vertically downward.

  The hole 751 is suspended from the disk-like member 152 of the suspension part 150 of the left plate 170, the hole 752 is suspended from the screw fastening part 140 of the left plate 170, and the hole 761 is suspended from the right plate. The hole 762 is suspended with respect to the screw fastening portion 140 of the right plate 160. Thereby, the weight of the right door leaf 720 is supported by the door cart device 100.

  Further, the elongated holes 753 of the suspension shape portion 750 shown in FIGS. 8 and 9 are formed on the outer peripheral surfaces of the shaft 112 of the first door wheel 110 and the shaft 122 of the second door wheel 120 shown in FIGS. , 754, 763, 764 are fitted and fixed so that no load is applied to the shaft 112 of the first door wheel 110 and the shaft 122 of the second door wheel 120, as shown in FIG. 9. 8 and 9, only the right door leaf 720 has been described, but the same mechanism is configured in the left door leaf 710 in FIG.

  In the door machine 100 according to the present invention, the common plate 180, the right side plate 160, and the left side plate 170 are formed to be movable within the C-shaped cross-sectional shape of the rail member 200, and the suspension portions 150 of the right side door leaf 720 and the left side door leaf 710 are formed. When the screw fastening portion 140 moves, the right door leaf 720 and the left door leaf 710 for railway are opened and closed. In this case, a force acts vertically downward on the suspension part 150 and the screw fastening part 140 of the right side plate 160 and the left side plate 170 due to the weights of the right side door leaf 720 and the left side door leaf 710, and the first door wheel 110 is placed in the rail member 200. The second door 120 is supported by the other in the rail member 200 with a force acting vertically upward with the first door 110 as a fulcrum. Therefore, since there is no need for a gap that needs to be adjusted to prevent derailment, no adjustment mechanism is required. As a result, there is no derailment due to failure or damage of the adjustment mechanism, so that the door can be opened and closed securely and safely. be able to. Moreover, since there is no adjustment mechanism, adjustment work becomes unnecessary and manufacturing and construction costs can be reduced.

  Since the right plate 160 and the left plate 170 are provided symmetrically with respect to the common plate 180 in this way, the common plate 180, the right plate 160, and the left plate 170 are reciprocated with respect to the rail member 200. The first door wheel 110 and the second door wheel 120 are not greatly inclined, and the distance between the axes of the first door wheel 110 and the second door wheel 120 can be sufficiently secured. The weights (acting forces) of the right door leaf 720 and the left door leaf 710 from the suspension portion 150 and the screw fastening portion 140 can be distributed to the first door wheel 110 and the second door wheel 120 in a well-balanced manner. It will be able to handle loads. As a result, it is possible to cope with an increase in the load of reciprocating movement of the right side plate 160 and the left side plate 170 and an uneven load, and it is possible to smoothly reciprocate along the rail member 200.

  In addition, the rail member 200 is formed with a pair of convex shapes 200a, and the first door wheel 110 and the second door wheel 120 are formed with a concave shape 110a and a concave shape 120a. Since the maximum outer peripheral diameters D10 and D13 are larger than the minimum separation distance D11 of the convex shape 200a, it is possible to reliably prevent the first door wheel 110 and the second door wheel 120 from coming off from the rail member 200 and coming off. it can. As a result, even when a vertical vertical direction and a swinging force are applied to the right door leaf 720 and the left door leaf 710, the first door 110 and the second door are not detached from the rail member 200, and the door device 100 is moved to the rail member 200. Can be moved smoothly and stably.

  In addition, since the right plate 160 and the left plate 170 are provided at both ends of the common plate 180 at the time of manufacture and construction of the door cart device 100, the door cart device 100 can be handled as an integral member, and each right plate can be handled. Since the distance between the suspension part 150 and the screw fastening part 140 provided on the 160 and the left side plate 170 is constant and no alignment is required, the left door leaf 710 and the right door leaf 720 can be easily moved. Can be suspended.

  Moreover, since the holes 751, 752, 761, 762 and the long holes 753, 754, 763, 764 that can be suspended are formed in the suspended shape portion 750 of the right door leaf 720 and the left door leaf 710, the suspension is suspended as in the conventional case. A step of attaching another member formed with a possible hole member to the upper surfaces of the right door leaf 720 and the left door leaf 710 can be omitted, and the rail vehicle door device 800 including the door device 100 can be easily manufactured.

  Furthermore, since the disc-like member 152 is provided eccentrically in the door machine 100, the disc-like member 152 is rotated and moved to the disc-like member 152a to move the suspension portion 150 in the vertical vertical direction. Adjustments can be made. As a result, it is possible to easily adjust the level and individual height of each of the right door leaf 720 and the left door leaf 710. Further, the shafts 112 and 122 of the first door wheel 110 and the second door wheel 120 are held by the long holes 753, 754, 763, 764 formed in the suspended shape portion 750 of the right door leaf 720 and the left door leaf 710. Furthermore, not only the suspension part 150 but also the right side plate 160 is fixed to the common plate 180 by the bolt B. Therefore, when the vertical vertical adjustment is fixed, the first door wheel 110 and the second door wheel 120 are connected to the rail. The door carriage device 100 can be fixed at the same time in a state where it is in contact with the member 200 in a rotatable manner, and the manufacturing and construction work can be saved as compared with the case of fixing separately.

  In addition, the suspension shape portion 750 of the right door leaf 710 and the left door leaf 720 is provided so as to extend to a portion suspended by the suspension portion 150, so that the suspension shape portion 750 includes the right door leaf 720 and the left door leaf 710. It is possible to reliably hold the vertical downward load. As a result, an unnecessary twisting force or moment force is not applied between the hanging portion 150 and the hanging shape portion 750, so that the hanging shape portion 750 can be stably held by the hanging portion 150.

In the present embodiment, the concave shape 110a and the concave shape 120a of the first door wheel 110 and the second door wheel 120 are used. However, the present invention is not limited to this, and if the convex shape 200a of the rail member 200 is different, The corresponding shape may be used.
Moreover, although the suspended shape part 750 in this Embodiment formed the notch part 770 in the center part, it is not limited to this, The notch part 770 does not need to be formed.

  In the above embodiment, the left door leaf 710 and the right door leaf 720 correspond to doorways of the entrance, the railcar door system 500 corresponds to a railcar door system, and the railcar door device 800 corresponds to the railcar door. The drive mechanism 300 corresponds to the drive mechanism, the rail member 200 corresponds to the rail member, the right side plate 160 and the left side plate 170 correspond to the support member, and the first door wheel 110 corresponds to the first door wheel. The second door wheel 120 corresponds to the second door wheel, the suspension part 150 corresponds to the suspension part, the common plate 180 corresponds to the plate member, the angle θ corresponds to the inclination angle, and the concave shape. 110a, 120a corresponds to the concave shape, the convex shape 200a corresponds to the pair of convex shapes, the suspension shape portion 750 corresponds to the core material forming the door of the vehicle, and the holes 751, 752, 761, 62 corresponds to a hole shape that can be suspended, shafts 112 and 113 correspond to the shafts of the first door wheel and the second door wheel, long holes 753, 754, 763, and 764 correspond to a plurality of long holes, The disc-shaped member 152 corresponds to a disc-shaped member, the suspension portions 781 and 782 correspond to portions to be suspended, and the screw fastening portion 140 corresponds to a screw fastening portion. Further, the convex shape 200a corresponds to the rail portion, and the concave shape 110a and the concave shape 120a correspond to the rail target portion. By comprising in this way, the suspension shape part 750 can be shared with the core material which forms the door of a vehicle, and manufacture and construction cost can be reduced compared with the case of another body.

  Although the present invention has been described in the above-described preferred embodiment, the present invention is not limited thereto. It will be understood that various other embodiments may be made without departing from the spirit and scope of the invention. Furthermore, in this embodiment, although the effect | action and effect by the structure of this invention are described, these effect | actions and effects are examples and do not limit this invention. Each drawing is described with accuracy and ratio equivalent to a design drawing.

Claims (11)

A door provided at the entrance of the railway vehicle;
A rail member having a C-shaped cross-sectional shape;
A support member formed along the longitudinal direction of the rail member;
A first door wheel provided on the support member and capable of traveling within the C-shaped cross-sectional shape of the rail member;
A second door wheel provided on one end side of the support member and capable of traveling within the C-shaped cross-sectional shape of the rail member;
A railcar door device comprising: a suspension portion provided on the other end side of the support member and capable of hanging the door. A plate member formed along the longitudinal direction of the rail member;
The railway vehicle according to claim 1, wherein the support member provided with the first door wheel, the second door wheel, and the suspension portion is provided symmetrically at both ends of the plate member. Door device.   2. The railway vehicle according to claim 1, wherein an imaginary line connecting the axis of the first door wheel and the axis of the second door wheel is slightly inclined with respect to the longitudinal direction of the rail member. Door device. The rail member has a C-shaped cross-sectional opening with a pair of convex rail portions, the outer circumferential surface of the first door wheel has a concave rail portion, or the rail member C-shape. A rail portion made of a pair of concave shapes is formed in the opening having a cross-sectional shape, and a railed portion made of a convex shape is formed on the outer circumferential surface of the first door wheel,
The railcar door device according to claim 1, wherein a shortest separation distance between the pair of convex shapes or the pair of concave shapes of the rail portion is shorter than a diameter of a maximum outer periphery of the first door wheel. The rail member has a C-shaped cross-sectional opening with a pair of convex rail portions, the outer circumferential surface of the first door wheel has a concave rail portion, or the rail member C-shape. A rail portion made of a pair of concave shapes is formed in the opening having a cross-sectional shape, and a railed portion made of a convex shape is formed on the outer circumferential surface of the first door wheel,
The railway vehicle door device according to claim 1, wherein a shortest separation distance between the pair of convex shapes or the pair of concave shapes of the rail portion is shorter than a diameter of a maximum outer periphery of the second door wheel. The rail vehicle door device according to claim 1, wherein a hole shape that can be suspended from the suspension portion is formed in a core material that forms the door.   A plurality of long holes capable of holding shafts on the opposite sides of the first door and the second door that are cantilevered by the support member are formed in a core material forming the door. The door device for a railway vehicle according to claim 1.   The suspension part is rotatably provided on the support member by a disk-shaped member and a shaft provided eccentrically with the disk-shaped member, and the suspension part of the door is suspended from the disk-shaped member. The railway vehicle door device according to claim 2, wherein the door device is formed so that the level of the door can be adjusted by being suspended. The core of the door is
The railway vehicle door device according to claim 1, wherein the door device is extended to a portion suspended by the suspension portion. The support member is
The railcar door device according to claim 2, further comprising a screw fastening portion for fixing to the plate member. A door provided at the entrance of the railway vehicle;
A rail member having a C-shaped cross-sectional shape;
A support member formed along the longitudinal direction of the rail member;
A first door wheel provided on the support member and capable of traveling within the C-shaped cross-sectional shape of the rail member;
A second door wheel provided on one end side of the support member and capable of traveling within the C-shaped cross-sectional shape of the rail member;
A suspension part provided on the other end side of the support member and capable of hanging the door;
And a drive mechanism for opening and closing the door.

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