KR100418287B1 - Door closing method for rolling stock and its apparatus - Google Patents

Abstract

(Task) Lock the door while driving while ensuring that emergency measures when foreign objects are caught in the door can be done easily and quickly.

(Solution) Method and apparatus for completely closing and locking door 10 installed in railway vehicle. The door 10 is driven in the closing direction by the motor 22 or the like, and after the door reaches the fully closed position, the closing drive force is lowered, and the door lock device 30 is released later than when the closing drive force is lowered. And the closing driving force is released simultaneously with or after the locking.

Description

DOOR CLOSING METHOD FOR ROLLING STOCK AND ITS APPARATUS}

The present invention relates to a method and an apparatus for closing and locking a door for a railway vehicle.

Background Art Conventionally, as a means for opening and closing a door of a railroad car, a fluid source such as air pressure is used as a driving source. However, in recent years, an electric drive source such as a motor is used in view of reducing driving noise, improving control response and maintenance performance. Development of the door opening and closing device for railroad car using

In a device using such a motor as a drive source, it is necessary to cut off the energization of the motor after the door is completely closed to prevent the motor from sticking and to reduce the power. However, when the motor is turned off in this way, the free rotation of the output shaft Since the door may move freely with the door, it is necessary to install a lock device for maintaining the door completely closed.

DESCRIPTION OF RELATED ART Conventionally, the apparatus disclosed by Unexamined-Japanese-Patent No. 4-228788 is known as a means to perform the complete closing and locking of such a door. In the device, opening and closing of the door by the feed screw mechanism, the locking means is automatically operated by the force of the spring at the stage of the door reaching the fully closed position, and locking the state of the complete closure. It is.

In the method and apparatus disclosed in the above publication, locking is almost performed at the same time as the closing of the door, and manual opening of the door can not be performed. Therefore, foreign matter such as clothing is inserted into the door during the closing of the door. In this case, it cannot be easily separated. Therefore, in order to cope with the above-mentioned emergency, a special jamming sensor that detects a foreign object is caught in the door, and a control system for properly opening the door based on the sensor signal must be assembled. none.

In view of the above circumstances, an object of the present invention is to ensure the locking of a door while driving a vehicle while making it possible to carry out emergency measures manually and easily when a foreign object is caught in a door.

BRIEF DESCRIPTION OF THE DRAWINGS It is a front view which shows the railway vehicle door which concerns on embodiment of this invention, and its opening / closing drive apparatus.

2 is a cross-sectional view taken along the line A-A of FIG.

3 is a cross-sectional view taken along the line B-B in FIG.

4 is a partial cross-sectional plan view of the locking device for locking the sliding door in the fully closed position.

5 is a side view of the lock device.

Fig. 6 is a block diagram showing the functional configuration of a control device for controlling opening and closing and locking of the sliding door.

7 is a flowchart showing the control operation of the controller.

8 is a time chart showing various signal changes when locking control is performed based on a timer up in the control apparatus.

Fig. 9 is a time chart showing various signal changes when the locking control is performed based on the change of the vehicle speed signal in the above control.

(Explanation of symbols for the main parts of the drawing)

10; Sliding doors (railway doors) 11; Elastic material

20; Switchgear 30; Locking device

70; Control device (close control device) 72; Open / close drive control means

74; Locking control means

As a means for solving the above problems, the present invention is a method for completely closing and locking a door provided in a railway vehicle, and driving in the direction of closing the door, after the door reaches the fully closed position, The door is manually lowered to the extent that the door is opened, and the door is locked later than the time point at which the closing drive force is lowered, and the door is locked, and the closing drive force is released simultaneously with or after the locking (claim 1).

According to this configuration, since the period of lowering the closing driving force of the door is secured after the door reaches the fully closed position and until it is locked, the door can be opened manually within this driving force reduction period. Therefore, even if foreign matter such as clothing is caught in the completely closed position, the foreign matter can be quickly escaped by the hot air operation by the manual operation.

In addition, what is necessary is just to set suitably the grade which reduces a closing drive force according to a specification, and it is good to specifically lower the closing drive force to the extent which can open a door manually. For example, the closing driving force may be lowered to zero.

The timing for locking the door after lowering the closing driving force can be appropriately set. For example, the door may be locked when a predetermined time has elapsed (Claim 2), or the door may be locked when the running speed of the railway vehicle becomes a certain level after reducing the closing driving force. Good (claim 3). According to the latter structure, it is possible to secure a state in which the door can be opened manually at least while the railway vehicle is stopped.

The locking of the door may be performed after the closing driving force is lowered and the driving force is maintained, but the closing driving force is increased again just before locking the door, and the closing driving force is applied to the door to the fully closed position. It is more preferable to lock the door in the state (claim 4). According to this configuration, even when the door is slightly opened while the closing drive force is lowered, the door is pressurized to the fully closed position by the subsequent rise of the driving force, so that the complete closed locking can be performed more reliably.

The present invention also provides a closing control device for a railway vehicle door that is installed in a railway vehicle having an opening and closing drive means for opening and closing a door and a locking means for locking the door in a fully closed position. Is driven in the closing direction, the opening and closing drive control means for lowering the driving force in the closing direction to the extent that the door is manually opened after the door reaches the fully closed position, and foreign matter can escape from the point at which the closing driving force is lowered. The lock control means for locking a door to the said locking means later is provided, and the said opening-closing drive control means is comprised so that the said closing drive force may be released simultaneously with this locking or after locking (claim 5).

Specifically, as the lock control means, the door is locked to the lock means at a time after a predetermined time elapses after the closing drive force is lowered (claim 6), or the traveling speed of the railway vehicle after the closing drive force is lowered. It is preferable to lock the door to the locking means at the time when the value becomes equal to or greater than the predetermined amount (claim 7).

In addition, the present invention, the opening and closing drive means for opening and closing the door for the railway vehicle, the locking means for locking the door in the fully closed position, and the closing control device of the door for railway vehicles according to any one of claims 5 to 7. It is a closing device of a door for a railway vehicle equipped with (claim 8).

As the opening / closing drive control means, it is more preferable to press the door to the fully closed position by raising the closing driving force of the door immediately before the door is locked by the lock control means (claim 9).

Furthermore, an elastic material is provided at the door end of the door, and the locking means is configured to lock the door with the door pressed to the fully closed position until the elastic material deforms (claim 10). Since the elastic material is locked in a pressurized state to the fully closed position until it elastically deforms, the sealing property is higher.

(Embodiment of invention)

EMBODIMENT OF THE INVENTION Preferred embodiment of this invention is described based on drawing. In addition, although the embodiment shown here consists of a pair of sliding doors left and right for a railway vehicle, this invention is applied effectively to the door which consists of a single sliding door and the door which consists of a folding door, regardless of the concrete structure of a door. Can be.

1 shows a state in which the left and right sliding doors 10 are completely closed. A plurality of brackets 12 protruding upwards are fixed to the upper ends of both sliding doors 10, and the brackets 14 that are rotatable around a horizontal axis are attached to each bracket 12.

On the other hand, on the side wall of the railroad car, a rail 16 extending in the opening and closing direction of the sliding door is fixed at a position above the sliding door 10, and the cast iron wheels 14 are rollable on the rail 16. It is laid down. By this configuration, both sliding doors 10 are supported by the vehicle side so as to be openable and openable.

The bracket 12 of the sliding door on the one side (the sliding door on the left side in FIG. 1) 10 is formed with a protruding piece 13 protruding upward, and correspondingly, the door closure made of a limit switch at a predetermined position on the vehicle side. A switch 15 is provided, and the door closing switch 15 is turned on by pressing the projection piece 13 to be turned on to detect that the sliding door 10 is closed.

The opening / closing drive device 20 for opening and closing the sliding door 10 is provided in the upper position of the said rail 16. As shown in FIG.

The opening / closing drive device 20 includes a motor 22 serving as a drive source, the prime mover pulley 23 is fixed to the output shaft, and a position spaced apart in the longitudinal direction of the rail 16 from the drive pulley 23. A driven pulley 24 is rotatably installed at the end, and an endless belt 26 is hung between both pulleys 23 and 24. 2, the upper portion of the belt 26 is connected to the bracket 12 of one sliding door 10 through the connecting member 27, and the lower portion of the belt 26 is connected to the upper portion of the belt 26. It is connected to the bracket 12 of the other sliding door 10 through the connection member 28. As shown in FIG.

Therefore, as the motive pulley 23 is driven to rotate by the output of the motor 22, the belt 26 caught between the two pulleys 23 and 24 is reciprocated to drive the upper portion of the belt 26, The left and right sliding doors 10 respectively connected to the lower part are driven in opposite directions (opening and closing directions).

In addition, in this embodiment, the elastic member 11, such as rubber, is fixed to the door edge of the left and right sliding doors 10 over the whole up-down direction, and is fully closed until these elastic members 11 elastically deform. By pressurizing (that is, pressurizing with each other), high sealing property is ensured.

In addition, in the present invention, various structures conventionally used for railway vehicles can be applied regardless of the specific structure of the support structure or the opening / closing driving means of the door.

In FIG. 1, the locking device 30 is provided in the position of the upper-right side sliding door 10 (in the example shown in the vicinity of the door edge). By this locking device 30, both sliding doors 10 are locked to the fully closed position.

3 to 5, the lock device 30 includes a mounting plate 32 in the vertical direction, and the mounting plate 32 is fixed to the vehicle side with a bolt or the like not shown. .

At a predetermined portion (lower left side in FIG. 3) of the attachment plate 32, a support shaft 34 protruding forward from the front side surface (right side in FIG. 5) is fixed, and a rotational movement is formed on the support shaft 34. The member 36 is supported to be rotatable about the support shaft 34. Specifically, a circular through hole is provided in the middle portion of the rotary motion member 36, and the stop wheel 35 is provided at the tip of the support shaft 4 in a state where the through hole and the support shaft 34 are fitted. ) Is installed.

At the lower end of the rotary motion member 36, a pair of left and right forks 36a and 36b are formed in a bifurcated shape, and engagement grooves 36c are formed between these forks 36a and 36b. The engaging groove 36c has a substantially inverted U shape that opens downward.

On the other hand, the bracket 17 (FIG. 5) which protrudes upwards is fixed to the upper end of the door end vicinity part of the sliding door of one side (sliding door of the left in FIG. 1) 10, and the front ( In FIG. 5, the engagement pin 18 protrudes from the right side).

As shown in FIG. 3, this engagement pin 18 has a diameter which can penetrate into the engagement groove 36c almost without a gap between the distal ends of the fork portions 36a and 36b. When the sliding door 10 is in the fully closed position, it is located at the solid line position of FIG. 3 and moves to the left direction of FIG. 3 as the sliding door 10 is moved from the fully closed position to the opening direction (FIG. ). Then, when the sliding door 10 is in the vicinity of the fully closed position (when the engagement pin 18 is in the region between the solid line position and the two-dotted line position in Fig. 3), the engagement pin ( 18 is actually capable of penetrating into (ie, engaging with) the engagement groove 36c.

Moreover, in this engagement state, as the sliding door 10 is opened and closed (ie, the engagement pin 18 is moved horizontally), the rotary motion member 36 rotates around the support shaft 34, The engagement grooves 36c and the fork portions 36a and 36b are set in shape. Therefore, the rotary motion member 36 is located in the rotary motion angle position (upright position) shown by the solid line of FIG. 3 in the state in which the sliding door 10 is fully closed, and as the sliding door 10 opens from this position, It rotates clockwise of FIG. 3 to the rotational movement angle position shown by the dashed-dotted line of FIG.

In the attachment plate 32, a support shaft 38 separate from the support shaft 34 is fixed to a portion (upper right side in FIG. 3) spaced from the support shaft 34. This support shaft 38 also protrudes forward from the front surface of the attachment plate 32, and the lock arm 40 is attached to the protrusion part.

In detail, a cylinder portion 40a having a circular through hole is formed at one end (proximal end) of the lock arm 40, and the cylinder portion 40a is provided in a state of being fitted to the outside of the support shaft 38. A stop wheel 42 is attached to the support shaft 38, and the support shaft 38 allows the proximal end (cylindrical portion 40a) of the lock arm 40 to be rotatable around the support shaft 38 by this structure. Is supported).

A torsion coil spring 44 is provided around the cylinder portion 40a. One end of the torsion coil spring 44 is fixed by a pin 40b protruding from the rear surface of the lock arm 40, and the other end is fixed to a pin 32b protruding from the front of the attachment plate 32. The lock arm 40 is pressed in the counterclockwise direction (counterclockwise direction in FIG. 3) by the elastic force of the torsion coil spring 44.

The engagement roller 48 is rotatably attached to the other end part (tip part) of the lock arm 40 around the axis of the front-back direction. In detail, as shown in FIG. 4, the shaft part 46 protrudes from the back surface (rear side surface) of the lock arm 40 to the rear (upward in FIG. 4), and it is for the said engagement to this shaft part 46. The roller 48 is rotatably inserted and attached.

On the other hand, a pair of left and right pairs of forks 36d and 36e are formed in a bifurcation at the upper half of the rotary motion member 36, and the engaging roller 48 is formed between the two fork portions 36d and 36e. ) Is invasive.

The inner side surface of one fork part 36d is the guide surface 36f of the engagement roller 48. The other end of the fork portion 36e is bent in the shape of a fork, and the front end surface of the fork portion is an abutting surface 36g that can be brought into contact with the engagement roller 48.

Specifically, the engagement roller 48 is inside of the guide surface 36f (base side of the fork portion 36d) with the rotary motion member 36 in the inclined position shown by the dashed-dotted line in FIG. 3. The engagement is made as the rotary motion member 36 rotates from the position in the counterclockwise direction (the direction in which the sliding door 10 moves toward the fully closed position) from this position. The roller 48 rolls on the guide surface 36f in the direction toward the tip side of the fork portion 36d (that is, the roller 48 for engagement rises in accordance with the rotational movement of the lock arm 40), Finally, in the state where the sliding door 10 has reached the fully closed position (the rotational movement member 36 has reached the upright position shown by the solid line in FIG. 3), the engaging roller 48 is shown in FIG. As shown by the solid line, it rotates so that it may be guided to the position which abuts on the contact surface 36g of the front-end | tip of the fork part 36e. ET has been set the shape of the material (36).

In the example shown in figure, the said contact surface 36g becomes an arc surface which has a curvature radius slightly larger than the radius of the engagement roller 48. As shown in FIG. And in the part (contact point) P which the engaging roller 48 abuts on this contact surface 36g, the rotational movement tangential direction of the rotational motion member 36 (horizontal direction in the example shown). Arrangement of each member is set so that the said support shaft 38 may be located on the extension line L (dotted-dotted line of FIG. 3) of this, and the position of the lock arm 40 in this state (solid line in FIG. 3). Position shown in the figure is a "locking position". In this locking position, the lock arm 40 is interposed between the abutting surface 36g of the rotary motion member 36 and the support shaft 38 so that the rotary motion member 36 is in the sliding opening direction (clockwise in FIG. 3). To prevent rotation.

In addition, although the lock arm 40 is pressed in the counterclockwise direction (direction in which the engaging roller 48 goes down) in FIG. 3 by its own weight and the elasticity of the torsion coil spring 44, When 36 reaches the inclined position shown by the dashed-dotted line in FIG. 3, the engagement roller 48 is fitted between the two fork parts 36d and 36f of the rotary motion member 36, and the engagement is more than that. The roller 48 is not lowered (the lock arm 40 does not rotate in the counterclockwise direction in FIG. 3).

In other words, this inclined position is the rotational movement limit position of the rotary motion member 36. Then, in this inclined position, the engaging groove 36c of the rotary motion member 36 is opened downward inclined, and the engaging pin 18 on the sliding door 10 side is inserted into the engaging groove 36c. The shape of the rotary motion member 36 is set so that it is possible.

Moreover, this lock apparatus is equipped with the lock switching mechanism 50, This lock switching mechanism 50 is a lock state which keeps the said lock arm 40 in the said lock position, and unlocks the lock arm 40. As shown in FIG. It is supposed to be unlocked.

The lock switching mechanism 50 is provided with the housing 52 as shown in FIG. 4, and is provided in the lower surface of the support plate part 32a which extended from the upper end of the said attachment plate 32 to the front (right and left in FIG. 5). The housing 52 is fixed. Thereby, the whole lock switching mechanism 50 is supported by being suspended by the mounting plate 32 side, and is arrange | positioned in front of the mounting plate 32. As shown in FIG.

The solenoid 54 which is an electrical driving source and the guide member 58 which slide-supports the lock switching pin 56 are fixed to the housing 52, and the driving force of the solenoid 54 is controlled by the lock switching pin ( A drive transmission mechanism 60 for transmitting to 56 is assembled.

The solenoid 54 has an output shaft 54a which moves relative to the main body in the outgoing direction, and is configured such that the output shaft 54a protrudes by inputting an exciting current from the controller 70 described later.

A sleeve 55 is attached around the output shaft 54a. The sleeve 55 is output shaft 54a so that relative rotation is impossible to move relative to the output shaft 54a in the axial direction and around the central axis with respect to the output shaft 54a within a predetermined angle range. The pin 55a protrudes on the outer peripheral surface of this sleeve 55.

On the other hand, in the vicinity of the sleeve 55, a support shaft 51 protruding upward from the bottom of the housing 50 (front in FIG. 4) is provided, and a torsion coil spring (around the support shaft 51) 53) is attached. One end of the torsion coil spring 53 is fixed to the pin 55a, the other end is fixed to the pin 52a provided on the housing 52 side, and the torsion coil spring 53 has an elastic force. The output shaft 54a of the said sleeve 55 and the solenoid 54 is pressurized by the direction which immerses to the solenoid main body side by this.

On the other hand, the lock changeover pin 56 is a direction extending in the front-rear direction (up and down direction in FIG. 4), and is supported by the guide member 58 so as to be movable in the front-rear direction. As shown by the dashed line shown in FIG. 5 by a solid line, and the dashed-dotted line of FIG. 4, it switches to the evacuation position which retreats from the said stop position. The stopping position is a position protruding to a position directly below the lock arm 40 in the locked position, and the lock switching pin 56 is present at the stopping position so that the lock arm 40 moves downward from the locked position. Rotational movement is inhibited. On the other hand, the evacuation position is a position where the lock switching pin 56 and the lock arm 40 are retracted from the blocking position to the extent that no interference occurs, and the lock switching pin 56 is located at the evacuation position. In the downward rotation of the lock arm 40 is allowed.

The drive transmission mechanism 60 converts the movement of the sleeve 55 installed in the solenoid 54 into the movement in the front-rear direction of the lock switching pin 56, and rotates as shown in FIG. The movement link 62 is provided.

The rotary motion link 62 is supported on the support shaft 51 so as to be rotatable around the support shaft 51, and a predetermined portion thereof is coupled to the pin 55a of the sleeve 55. The long hole 62a which penetrates the rotational motion link 62 to the position which deviated from this pin 55a is formed.

On the other hand, the link coupling plate 64 is fixed to the rear end of the lock switching pin 56, and the link coupling plate 64 is also provided with a long hole 64a through which the link coupling plate 64 passes. A pin 66 common to the long hole 64a and the long hole 62a penetrates in the vertical direction.

In this lock switching mechanism 60, when the output shaft 54a and the sleeve 55 of the solenoid 54 are in the immersion position as shown by the solid line of FIG. 4 by the elastic force of the torsion coil spring 53. FIG. (I.e., when the solenoid 54 is turned off), the lock changeover pin 56 is switched to the stop position shown by the solid line in the same plane, while the solenoid 54 is turned on from this state and the output shaft ( 54a) and the sleeve 55 protrude to the protruding position shown by the dashed-dotted dashed line, the rotary motion link 62 rotates and the lock shift pin 56 is dragged to the evacuation position of the dashed-dotted dashed line. It is going to enter.

Further, in the vicinity of the link coupling plate 64, a lock detecting switch 68 for detecting whether the lock changeover pin 56 is switched to the stop position is provided. This lock detection switch 68 consists of a limit switch in the example of illustration, and has the contactor 68a which consists of a roller. When the lock switching pin 56 is advanced to the stop position, the link coupling plate 64 abuts on the contact 68a, and is configured to switch the lock detection switch 68 from off to on. .

FIG. 6 shows a control device (closing control device according to the present invention) 70 for controlling the operation of the opening and closing drive device 20 and the lock device 30. This control apparatus 70 is equipped with the opening / closing drive control means 72 and lock control means 74 which were shown in figure.

The opening / closing drive control means 72 drives the motor 22 based on the detection signal of the door closing switch 15 or the output signal of the encoder built into the motor 22 (that is, the sliding opening / closing drive detection signal). The control, that is, the opening and closing driving control of the sliding door 10 is performed.

The lock control means 74 incorporates a timer and receives the output signal of the lock detection switch 68 at the vehicle speed switch 76 or the lock device 30, and at the predetermined timing, the lock device ( The control signal (excitation current) is output to the solenoid 54 of 30 to perform on / off switching of the solenoid 54, that is, lock switching. The vehicle speed switch 76 is a means for detecting whether or not the traveling speed of the railroad car on which the sliding door 10 is installed is a predetermined value or more, and the traveling speed is a constant value (for example, 5 km / h) or more. It is switched from off to on at this point.

Next, the specific control operation performed by the control device 70 and the operation of the lock device 30 according to the control will be described with reference to the flowchart of FIG. 7 and the time charts of FIGS. 8 and 9. In addition, the time chart of FIG. 8 shows the case where lock control is performed based on the timing of the timer up mentioned later, and the time chart of FIG. 9 shows the case where lock control was performed based on switching timing of the vehicle speed signal mentioned later.

First, when the command signal for closing the sliding door 10 is input (step S1 in FIG. 7), the opening and closing drive control means 72 outputs a control signal to the motor 22 of the opening and closing drive device 20. Then, the close driving of the sliding door 10 is performed by the preset close driving force F1 (step S2). Specifically, the circular pulley 23 shown in FIG. 1 is rotated clockwise in the same plane to slide the sliding doors 10 on the left and right in a direction close to each other.

At this time, the engagement pin 18 of the left sliding door 10 is moved horizontally integrally with the sliding door 10, and is located at an inclined position as shown by the dashed-dotted line in Fig. 3 in the region near the fully closed position. It enters into the engagement groove 36c of the rotary motion member 36 which exists. Then, from the time when the engagement pin 18 enters into the engagement groove 36c, the rotary motion member 36 moves in accordance with the movement in the closing direction of the engagement pin 18 (rightward movement in FIG. 3). The rotational movement starts in the direction (counterclockwise direction in the figure) to the upright position of the solid line in the figure. Accordingly, the lock arm 40 engaged with the rotary motion member 36 starts the rotary motion in the same direction clockwise in response to the elastic force (pressure) of the torsion coil spring 44.

At this point, the solenoid 54 of the lock switching mechanism 50 is turned ON, and the lock switching pin 56 is retracted to the evacuation position shown by the dashed-dotted line in FIG. 56 and the lock arm 40 do not interfere with each other.

As described above, the closing drive proceeds, the door closing switch 15 is turned on (YES in step S3), and the position detection signal of the encoder built in the motor 22 is stopped, and the sliding door 10 is closed. Is detected (YES in step S4), the opening / closing drive control means 72 determines that the elastic members 11 of both sliding doors 10 have reached a position where they are in contact with each other (for example, a completely closed position). Then, the voltage of the motor 22 is raised and the close driving force is switched to the driving force F1 'which is larger than the driving force F1 up to then (step S5). As a result, the two sliding doors 10 are strongly pressed together with the compression deformation of the elastic material 11 provided at the door end. That is, it is further pressed to the fully closed position and is in a state of being strongly closed.

At this time, in the lock apparatus 30, the rotary motion member 36 reaches the complete upright position shown by the solid line in FIG. 3, and the contact surface 36g of the fork part 36e and the lock arm 40 are shown. The lock arm 40 is automatically positioned to the lock position where the engaging roller 48 of the mating surface abuts at the point P of the same drawing.

At this lock position, the support shaft 38 is located on the extension line L in the rotational tangential direction of the rotary motion member 36 at the contact point P, and the lock arm 40 is the so-called dead point. Located in Therefore, even if the elastic force 11 of the elastic member 11 of the sliding door 10 acts as a reaction force (reaction force in the opening direction) T on the lock arm 40 at the contact point P, this reaction force T Does not act as a force for rotating the lock arm 40, but acts on the lock arm 40 as a compression load. In other words, the reaction force T is supported on the support shaft 38 side via the lock arm 40.

In this manner, after the sliding door 10 is brought to the completely closed position, the voltage of the motor 22 is lowered this time, and the closing driving force is lowered to F2 lower than the normal driving force F1, and the lock control device ( 74 starts the built-in timer (step S6).

As a result of the closing drive force lowered to F2 in this way, the reaction force T transmitted from the rotary motion member 36 shown in FIG. 3 to the lock arm 40 is lowered, and the lock arm 40 maintains the lock position. At this point, since the lock shift pin 56 is still in the evacuation position, for example, if foreign matter such as clothing is caught between the sliding doors 10 at the fully closed position, the force in the manual opening direction is applied. Is applied to the sliding door 10, the sliding door 10 is opened while the rotational movement member 36 and the lock arm 40 are rotated in a direction opposite to the above by receiving the assist of the pressing force of the torsion coil spring 44. It is possible to escape the foreign matter by this. In this way, when the door closing switch 15 is turned off (YES in step S7), the open / close drive control means 20 determines that the emergency opening operation has been made and drives the sliding door 10 in the direction of opening for a predetermined time. (Step S8).

On the other hand, after the closing driving force is lowered to F2, when the door opening operation is not performed and the door closing switch 15 is on, as shown in the time chart of FIG. 8, when the timer is up (i.e., a predetermined time from the point of lowering the driving force) When the time elapses; YES in step S9 of FIG. 7, or when the vehicle starts to oscillate before the timer up as shown in the time chart of FIG. 9 (that is, the output signal of the vehicle speed switch 76 is turned on (that is, When the vehicle driving speed reaches a certain level or more; in step S10 of FIG. 7, the closing driving force is increased from the driving force F2 up to the driving force F1 'up to that time (step S11), and then the two sliding doors 10 The elastic members 11 are pressed together so as to be completely closed. Accordingly, even if the sliding door 10 is opened in a minute range in which the door closing switch 15 is not turned off within the period in which the closing driving force is dropped to the driving force F2, the closing driving force is re-raised. The sliding door 10 certainly returns to a completely closed state with high sealing property.

By the pressurization to this fully closed position, the lock control means 74 switches locks in the state in which the rotary motion member 36 shown in FIG. 3 was positioned in the upright position, and the lock arm 40 was positioned in the locked position, respectively. The solenoid 54 of the mechanism 50 is switched from on to off (step S12), and the lock switching pin 56 is solid by the repulsive force of the torsion coil spring 53 from the previous evacuation position to the solid line in Figs. 4 and 5. Protrude to the stop position shown by. Due to the presence of the lock switching pin 56, the lock arm 40 cannot be moved out of the locking position, and thus the sliding door 10 connected to the lock arm 40 through the rotational movement member 36 is provided. Is locked in the fully closed position. After such a locking operation is detected by the lock detection switch 68 (YES in step S13), the open / close drive control means 20 cuts the energization of the motor 22 to set the closing driving force to zero (step S14). That is, the drive is released.

In addition, when the sliding door 10 is opened again in this state, the solenoid 54 is turned on, the lock switching pin 56 is retracted to the evacuation position, and the driving force in the opening direction is applied to the sliding door 10. do. As a result, the sliding force 10 also opens while the pressing force acts on each other and accompanies the rotational movement of the lock arm 40 and the rotary motion member 36.

In addition, embodiment of this invention is not limited to said thing, For example, it is also possible to take the following forms.

(1) In the above embodiment, the sliding drive 10 is forced to increase the closing driving force and press more strongly after reaching the fully closed position, for example, the "pressing" caused by the increase of the closing driving force is necessary in the present invention. Not. However, higher sealing property is obtained by locking in the state which the elastic materials 11 adhered strongly by this "pressing."

(2) In the present invention, at least the door can be fixed to the completely closed position irrespective of the specific configuration of the lock device. For example, as shown in Japanese Unexamined Patent Application Publication No. 7-21777, the locking may be performed by inserting the solenoid pin into the locking hole on the door side.

(3) In the above embodiment, the locking operation of the door is started when a predetermined time elapses after the closing driving force is lowered, or when the running speed of the vehicle becomes a certain level (in the example of FIGS. 7 to 9, The resumption operation starts.) The locking start timing may be set based on only one of the elapsed time after the closing driving force decreases and the vehicle driving speed.

As described above, the present invention is to close the door for the railroad car, and after the door reaches the fully closed position, the closing drive force is lowered and the door is locked later than the closing time of the closing drive force, so the door is completely closed. By securing the closing force reduction period during the locking until the lock is performed, the locking of the door while driving the vehicle can be surely performed quickly and easily, while the emergency action when a foreign object is caught in the door is easily and quickly performed. have.

Claims (10)

A method of completely closing and locking a door installed in a railway vehicle, wherein the door is driven in the closing direction, and after the door reaches the fully closed position, the closing driving force is lowered to the extent that the door is opened manually, and the closing A method of closing a door for a railroad vehicle, characterized in that the door is locked later than the time point at which the driving force is lowered and the door is locked, and the closing driving force is released simultaneously with or after the locking. The method of claim 1, wherein the door is locked when a predetermined time elapses after the closing driving force is lowered. The method of closing a door for a railroad car according to claim 1 or 2, wherein the door is locked at a time when the running speed of the railroad car reaches a predetermined level after the closing driving force is lowered. 4. The railway according to any one of claims 1 to 3, wherein the closing drive force is raised again immediately before the door is locked, and the door is locked while the door is pressed to the fully closed position by the closing drive force. How to close a car door. A closing control device for a railway vehicle door installed on a railway vehicle having an opening / closing drive means for opening and closing a door and a locking means for locking the door to a fully closed position, wherein the door is driven in the closing direction to the opening and closing drive means. Opening and closing control means for lowering the driving force in the closing direction to the extent that the door is manually opened after the door reaches the fully closed position, and the locking means later while the foreign body can escape from the point at which the closing driving force is lowered. And a lock control means for locking the door at the door, wherein the opening and closing drive control means is configured to release the closing drive force simultaneously with or after the lock. 6. The closing control apparatus for a door closer to a railway vehicle according to claim 5, wherein the lock control means locks the door to the locking means at a time after a predetermined time elapses after the closing driving force decreases. 7. The door lock according to claim 5 or 6, wherein the lock control means locks the door door to the lock means at a time when the traveling speed of the railroad car becomes more than a predetermined level after the closing driving force is lowered. Close control. It is provided with the opening-closing drive means which opens and closes the door for railroad cars, the locking means which locks the door in a fully closed position, and the closing control apparatus of the door for railroad cars in any one of Claims 5-7. Closing device for railroad car doors. The method of claim 8, wherein the opening and closing drive control means to close the door for the railway vehicle, characterized in that to increase the close driving force of the door immediately before the door is locked by the lock control means to press the door to the fully closed position. Device. 10. The door according to claim 9, wherein an elastic material is provided at the door end of the door, and the locking means is configured to lock the door with the door pressed to the fully closed position until the elastic material deforms. Device of the door of a railway vehicle.