KR100503670B1 - Safety apparatus of platform for electric railcar - Google Patents

Abstract

A safety device for an electric vehicle platform is disclosed that has a protective wall to prevent a passenger from falling onto the track and a footrest to compensate for the gap between the electric vehicle and the platform. The safety device of the electric vehicle platform is safe because the passengers are prevented from falling onto the track by the protective wall and the safety door. In addition, since the gap between the platform and the electric vehicle is compensated for by the scaffold, passengers' feet are prevented from falling into the gap between the platform and the electric vehicle, so that passengers can safely get on and off the electric vehicle. In addition, the passengers can support the bottom of the footrest supported by the support plate so that the foothold can bear sufficient load. This makes it possible for passengers to use it stably.

Description

Safety device for train platform {SAFETY APPARATUS OF PLATFORM FOR ELECTRIC RAILCAR}

The present invention relates to a safety device for an electric vehicle platform having a protective wall for preventing a passenger from falling down the track in a platform and a safety gate and a footrest portion that compensates for a gap between the electric vehicle and the platform.

In general, the station's platform is marked with a yellow entry bar, which prohibits passengers from entering. The entry prohibition line voluntarily prevents passengers from entering upon arrival and departure of the electric vehicle so that passengers can safely get on and off.

However, the above entry barrier has a disadvantage in that it is impossible to prevent the passengers from falling onto the track due to the crowded platform environment and the passenger's momentary mistake.

In addition, since there is no means for compensating the gap between the platform and the electric vehicle in the past, passengers may fall into the gap between the platform and the electric vehicle when the passengers get on and off the electric vehicle. Because of this, there is a disadvantage that frequent accidents occur.

The present invention has been made in order to solve the above disadvantages, an object of the present invention, by installing a protective wall to prevent passengers fall from the platform to the track and a footrest to compensate for the gap between the safety gate and the platform and the electric vehicle foot The present invention provides a safety device for an electric platform to prevent safety accidents such as falling out.

Safety device for an electric vehicle platform according to the present invention for achieving the above object, has a first and second protective wall provided opposite to each other on the side of the boarding and discharging display line displayed on the platform while having a wider interval than the width of the door of the electric vehicle. Protective wall; A safety door having first and second safety doors slidably installed in the protection wall, the first and second safety doors opening and closing a distance between the first protection wall and the second protection wall while being close to and away from each other; It is installed in the platform between the first protective wall and the second protective wall, the front and the upper surface facing the electric vehicle is installed in the form of covering the upper hexahedral-shaped housing and the upper surface of the housing and the front side of the housing top plate It is installed in a rotatable manner to compensate for the gap between the electric vehicle and the end surface of the platform and to be in contact with the bottom surface of the footrest and to be slidably installed inside the housing to support the foothold to maintain a horizontal state. Scaffolding portion having a support plate to be; A power generation unit for operating the safety door and the scaffolding unit; And a control unit for controlling the power generation unit.

Hereinafter, with reference to the accompanying drawings will be described in detail the safety device of the electric vehicle platform according to an embodiment of the present invention.

1 is a view showing a schematic system of an electric vehicle platform according to an embodiment of the present invention, it will be described.

As shown, the safety device 100 according to the present embodiment includes a protective wall 200, a safety door 300, a footrest unit 400, and a control unit 500.

The protection wall 200 is provided as the 1st and 2nd protection walls 200a and 200b which oppose each other at predetermined intervals, and are installed in the end side of the boarding point 50. As shown in FIG. More specifically, the distance D1 between the first protective wall 200a and the second protective wall 200b is provided to be wider than the width D2 of the door 65 of the electric vehicle 60, and displayed on the landing 50. It is provided on both sides of the rising / falling display line 55, respectively. The first and second safety doors 300a and 300b are slidably installed in the first and second protection walls 200a and 200b, respectively. As the inner and outer sides of the second protective walls 200a and 200b enter and exit respectively, they slide closer to and farther apart. Thus, the first and second safety doors 300a and 300b open and close the gap D1 between the first protective wall 200a and the second protective wall 200b. The safety door 300 is opened and closed in the same way as the entrance door 65 of the electric vehicle 60 stopped at the landing 50, so that the passengers do not fall to the track by the protective wall 200 and the safety door 300.

The footrest part 400 is installed in the form of being buried in the end surface part of the boarding point 50 in which the boarding / unloading display line 55 is displayed, and the gap | interval between the end surface of the boarding point 50 and the electric vehicle 60 is carried out. D3) to compensate. This prevents the passengers' feet from slipping through the gap D3.

The controller 500 controls various matters such as opening and closing of the safety door 300 and operation of the scaffolding unit 400. Reference numeral 510 denotes a power generating unit such as a compressor or a motor that generates power for simultaneously operating the safety door 300 and the footrest unit 400 while being operated by a control unit, and 530 denotes a stop position of the electric vehicle 60. A first detection unit for sensing, 540 is a second detection unit for detecting the opening and closing of the door 65 of the electric vehicle 60. And, 550, 551 and 555 are the third detection unit and the emergency light and the emergency switch is installed on the rear side of the protective wall 200 facing the track side, 560 is installed on the part where the safety doors (300a, 300b) facing the safety door As a fourth detection unit such as a touch sensor that detects whether an obstacle is caught between the 300a and 300b, this will be described later.

The internal structure of the protective wall 200 and the safety door 300 according to the present embodiment will be described with reference to FIGS. 2 and 3. 2 is a perspective view of the front of the protective wall according to an embodiment of the present invention in an open state, Figure 3 is a perspective view of a safety door according to an embodiment of the present invention.

As shown, a predetermined space 201 is formed inside the protective wall 200. In the space 201 of the protective wall 200, a case 210 is installed at a portion of the front side space 201 of the protective wall 200 facing the landing 50 side, and the protective wall 200 facing the track side. The safety door 300 is inserted into a portion of the rear space 201. The case 210 is provided in a size corresponding to a lower portion of the space 201 of the protective wall 200, and the front surface of the case 210 is opened to face the front surface of the protective wall 200. An exercise path 211 is formed on a rear surface of the case 210 that faces the rear surface of the protective wall 200, and the exercise path 211 is formed in parallel with the direction of movement of the safety door 300 to be described later. Member 247 is located. In addition, in order to allow the safety door 300 to enter and exit the inner and outer sides of the protective wall 200, an entrance 203a is formed at one side 203 of the protective wall 200, and the other side 205 is closed. .

The first driving unit 220 having the first driving shaft 225 is installed in the case 210 of the other side 205 of the protective wall 200. The first drive shaft 225 moves from the top dead center to the bottom dead center or the bottom dead center to the top dead center while linearly reciprocating by the power generated by the power generating unit 510 (see FIG. 1).

The safety gate 300 enters the inside and the outside of the protective wall 200 by the linear reciprocating motion of the first drive shaft 225, and the first drive shaft ( Since 225 is provided, the stroke L1 (see FIG. 4C) of the first drive shaft 225 is shorter than the width of the protective wall 200, that is, the width L2 (see FIG. 4C) of the case 210. Therefore, if the first drive shaft 225 and the safety door 300 is directly connected, the safety door 300 may not be fully inserted into the inside of the protective wall 200 or completely exposed to the outside of the protective wall 200. In order to solve this, the moving distance adjusting means 240 is provided.

The movement distance adjusting means 240 has a drive wire 241, a first connection member 243, first to fourth pulleys 245a to 245d, and a second connection member 247.

One end and the other end of the driving wire 241 are respectively fixed to the inside of the case 210 adjacent to the other side 205 side and the one side 203 side of the protective wall 200, and the first connection member 243. Is coupled to one end of the first driving shaft 225 facing one side 203 of the protective wall 200 and moves in the same manner as the first driving shaft 225.

The first pulley 245a is wound on one end of the driving wire 241 and installed on the first connecting member 243 and moves in the same manner as the first connecting member 243, and the second pulley 245b is a protective wall ( The portion of the driving wire 241 that is fixed to the inside of the case 210 adjacent to the other side 205 of the 200 and passed through the first pulley 245a is wound. The third pulley 245c is fixed to the inside of the case 210 adjacent to one side 203 of the protective wall 200 and the portion of the driving wire passing through the second pulley 245b is wound. At this time, it is preferable that the second pulley 245b and the third pulley 245c are installed at the same height. The fourth pulley 245d is installed on the first connecting member 243 and moves in the same manner as the first connecting member 243, and the other end side of the driving wire 241 passing through the third pulley 245c is wound. . At this time, the first pulley 245a is directed toward the other side surface 205 of the protection wall 200 with the first connection member 243 at the center, and the fourth pulley 245d is at one side surface 203 of the protection wall 200. It is installed to face. Therefore, the driving wire 241 is wound around the first pulley 245a starting from the other side 205 of the protective wall 200 and wound around the second pulley 245b installed on the other side 205 of the protective wall 200. After passing through the second connecting member 247 and wound around the third pulley 245c installed on one side 203 of the protective wall 200, the one side surface of the protective wall 200 is wound around the fourth pulley 245d. 203). That is, one side of the second connection member 247 is coupled to the portion of the drive wire 241 between the second pulley 245b and the third pulley 245c, the other side of the movement path 211 of the case 210 Located in and coupled to the safety door (300). The operation of the safety door 300 by the moving distance adjusting means 240 will be described later.

Inside the case 210, a first support bar 249a and a second support bar 249b are installed to support the first connection member 243 and the second connection member 247 so as to linearly reciprocate. In addition, in FIG. 3, the guide rail 250 having the guide path 251 is installed on the inner upper surface of the protective wall 200, and the guide rail 250 is inserted into the guide path 251 of the guide rail 250 on the upper surface of the safety door 300. A plurality of first bearings 310 are fixed. The first bearing 310 is coupled to the contact member 330 coupled to the upper surface of the safety door 300, the safety door 300 is guide rail 250 by the guide rail 250 and the first bearing 310. ) Will slide smoothly.

In addition, a first heater 260 is installed in the case 210 to prevent freezing of components installed in the case 210 in winter.

When the safety door 300 entering and exiting the inside and the outside of the protection wall 200 is completely inserted into the interior of the protection wall 200 and completely exposed to the outside of the protection wall 200, the safety door 300 is connected to the protection wall 200. The other side 205 and one side 203 is hit. In this case, the protection wall 200 and the safety door 300 may be damaged. To prevent this, first to fourth shock absorbing members 321, 325, 281 and 285 having springs and the like are provided.

In detail, the first and second shock absorbing members 321 and 325 are installed in the safety door 300, respectively, when the safety door 300 is completely inserted into the protection wall 200 and the safety door 300 is closed. When completely exposed to the outside of the protective wall 200, the other side 205 and the one side 203 of the protective wall is in contact with each other to absorb the shock. The third and fourth shock absorbing members 281 and 285 are installed inside the case 210 on the other side 205 and the one side 203 of the protective wall 200 such that the first driving shaft 225 has a top dead center and When it is located at the bottom dead center, the shock is absorbed by contacting one side and the other side of the first connection member 243 coupled to the first drive shaft 225, respectively. Therefore, the distance between the third shock absorbing member 281 and the fourth shock absorbing member 285 is preferably equal to the stroke of the first drive shaft 225.

In addition, on the rear surface of the protection wall 200 facing the track and the electric vehicle 60, a third detection unit 550, an emergency light 551, and an emergency switch detecting an obstacle existing between the electric vehicle 60 and the safety door 300. 555 is provided. When the third detection unit 550 detects an obstacle and transmits the obstacle to the control unit 500, the control unit 500 blinks the emergency light 551 to indicate that there is an obstacle between the electric vehicle 60 and the safety door 300. The emergency switch 555 is installed to open the safety door 300 when the safety door 300 is not automatically opened. That is, when the emergency switch 555 is pressed, the power generated by the power generator 510 is supplied to the first driver 220 by the controller 500. Then, since the first drive shaft 225 is moved from the top dead center to the bottom dead center so that the safety door 300 is inserted into the protection wall 200, the safety door 300 is opened.

In addition, a fourth detection unit 560, such as a touch sensor, that detects an obstacle such as a body part, is provided at a portion where the safety doors 300a and 300b face each other. When the fourth detection unit 560 detects an obstacle and sends a signal to the control unit 500, the control unit 500 controls the power generation unit 510 to allow the safety door 300 to be inserted into the protection wall 200. Then, the damage of the obstacle sandwiched between the safety door (300a, 300b) is prevented.

An operation in which the safety door 300 according to the present embodiment moves in and out of the protective wall 200 will be described with reference to FIGS. 4A to 4C. 4A to 4C show that the safety door operates according to an embodiment of the present invention, and is a front view of the case part 210.

As shown in FIG. 4A, the first drive shaft 225 is positioned at the top dead center, and the second connection member 247 is positioned at one side 203 of the protection wall 200, so that the safety door 300 is disposed at the protection wall ( The first state is a state completely exposed to the outside of the 200, that is, the gap between the first protective wall 200a and the second protective wall 200b is closed by the first and second safety doors 300a and 300b. Assume In this state, when the power from the power generating unit 510 receiving the signal from the control unit 500 is supplied to the first driving unit 220 side, the first driving shaft 225 moves to one side of the safety wall 220. do. Then, as shown in FIGS. 4B and 4C, the first connection member 243 coupled to the first drive shaft 225 also moves in the same manner as the first drive shaft 225, and thus the first and fourth pulleys. 245a and 245d move in the same manner.

At this time, the driving wire 241 according to the present embodiment has three stages in a zigzag shape. Therefore, when the first pulley 245a moves by d, the length of the lower driving wire 241a between the first pulley 245a at one end of the driving wire 241 and the second pulley (at the first pulley 245a) The intermediate drive wires 241b between 245b) are each extended by d. Then, the upper driving wire 241c between the second pulley 245b and the third pulley 245c moves by 2d. However, since the second connecting member 247 connecting the driving wire 241 and the safety door 300 is connected to the upper driving wire 241c, the safety door 300 is connected by the second connecting member 247. It is moved inside the protective wall 200 by 2d. In this principle, the moving distance of the safety door 300 is 2 times longer than the stroke L1 of the first driving shaft 225, and thus the safety door 300 is completely inserted into the inner side of the protective wall. .

And, in the state shown in Figure 4c, when the power is supplied to the first drive unit 220, through the process of the state as shown in Figure 4b as shown in Figure 4a, the safety door 300 is the outer side of the protective wall 200 As fully exposed.

Next, the scaffolding unit 400 according to the present embodiment will be described with reference to FIGS. 5 and 6. 5 is a perspective view of the scaffolding portion according to an embodiment of the present invention, Figure 6 is a perspective view of a state in which the back of the housing is removed with the scaffolding and the top plate of the scaffolding shown in FIG.

As shown, the footrest 400 has a housing 410, a top plate 410a, a footrest 420, and a support plate 430. The housing 410 is provided in the shape of a hexahedron having an open front and an upper surface, and is installed in a form in which the open front is buried in the landing 50 while facing the electric vehicle 60 side. The upper plate 410a is installed to cover the open upper surface of the housing 410 to protect the interior of the housing 410. The upper surface of the upper plate 410a and the surface of the landing are preferably horizontal. The footrest 420 is rotatably installed on the end face of the front side upper plate 410a of the housing 410 to compensate for the gap between the end face of the landing 50 and the electric vehicle 60. In addition, the support plate 430 is slidably installed in the housing 410 immediately below the upper plate 410a to support the foot plate 420 to maintain a horizontal state.

The second drive unit 440 having the second drive shaft 445 is installed on the rear side of the housing 410 facing the landing 50 side of the housing 410. The second drive shaft 445 receives the power from the power generating unit 510 to linearly reciprocate. That is, the second drive shaft 445 moves to the front side of the housing 410 as the bottom dead center or to the rear side of the housing 410 as the top dead center.

A rotating means 450 coupled to one end of the second drive shaft 445 and one side of the footrest 420 to rotate the footrest 420 inside the housing 410, and 2 is coupled to one end of the drive shaft 445 and one side of the support plate 430, the sliding means 460 for sliding the support plate 430, one end is connected to the rotation means 450 and the other end is the second drive shaft ( When the second drive shaft 445 moves from the top dead center to the bottom dead center when the second drive shaft 445 moves from the top dead center to the bottom side of the housing 445, the support plate 430 of the housing 410 is rotated. When the second drive shaft 445 moves from the bottom dead center to the top dead center, the movement order adjusting means for causing the footrest 420 and the support plate 430 to rotate and slide to the rear side of the housing 410 at the same time. 470 is provided.

First, the rotation means 450 will be described with reference to FIGS. 5 to 7. FIG. 7 is an exploded perspective view of part “A” of FIG. 6.

As shown, the pivoting means 450 includes an arm 451, a movement rail 452, a second bearing 453, a first support member 455, a third support member 481 and a pivot bar 457. Is provided.

Arm 451 is coupled to one end side of the second drive shaft 445, the center portion is coupled to the linear reciprocating motion similar to the second drive shaft 445, the movement rail 452 is coupled to both ends of the arm portion 451, respectively Movement is the same as the arm 451. A guide path 452a is formed on one surface of the exercise rail 452, and a plurality of second bearings 453 are inserted into the guide path 452a. The second bearing 453 is fixed to the first support member 455 fixed to the lower surface 413 of the housing 410. Then, the linear reciprocating motion rail 452 is coupled to the second bearing 453 fixed to the first support member 455 to perform the linear reciprocating motion smoothly, similarly to the second drive shaft 445. . One end side of the rotation bar 457 is rotatably coupled to the third support member 481 coupled to the end of the movement rail 452 and the other end side is connected to the lower end of the footrest 420. That is, the footrest 420 is rotatably coupled to the upper plate 410a, and one end of the rotation bar 457 is pivoted by the third support member 481 coupled to one end of the movement rail 452 which linearly reciprocates. It is possible to install and the other end is connected to the lower end of the footrest 420, the footrest 420 is rotated by the linear reciprocating motion of the second drive shaft 445. That is, the footrest 420 rotates in the vertical and horizontal states to compensate for the gap D3 between the landing 50 and the electric vehicle 60.

After the footrest 420 is rotated to become horizontal, the footrest 420 may not be rotated vertically due to the failure of the footrest part 400. Then, the footrest 420 may collide with the electric vehicle 60, thereby damaging the electric vehicle 60 and the footrest 420. In order to prevent this, the foot bar 400 according to the present embodiment is in a horizontal state, when a predetermined or more external force acts on the footrest 420 that cannot be returned to the vertical state, the rotation bar 457 is coupled to the movement rail 452. Separate from the third connecting member (481), and at the same time the footrest 420 is rotated toward the landing 50, the means for preventing damage to the electric vehicle 60 and the footrest 400 is further provided. This will be described with reference to FIGS. 7 and 8. 8 is a view showing that the scaffolding of the scaffolding portion according to an embodiment of the present invention is rotated to the landing side by the external force.

The rotation bar 457 is perpendicular to the radial direction of the mounting plate 457b and the horizontal rod 457a integrally formed at the center of the horizontal rod 457a to be perpendicular to the radial direction of the horizontal rod 457a and the horizontal rod 457a. It has a vertical rod 457c extending from the seating plate 457b and a coupling plate 457d integrally formed at the end of the vertical rod 457c and coupled to the footrest 420.

8, the damage preventing means 480 is rotated such that the free end side is further located on the upper side with respect to the third connection member 481 and the landing 50 coupled to the end of the movement rail 452. It is provided with a footrest 420.

In detail, the third connecting member 481 may be formed to intersect the horizontal settling groove 481a and the horizontal settling groove 481a, the upper side of which the horizontal rod 457a is placed, so that the seating plate 457b can rotate. A vertically placed hole 481b is formed. Then, when the electric vehicle 60 is driven while hitting the footrest 420 in a horizontal state from the outside, the rotation bar 457 is to be separated from the horizontal set groove 481a of the third connection member 481. At this time, the footrest 420 rotated from the vertical state to the horizontal state has a free end side located further upward with respect to the landing 50, so when the electric vehicle 60 proceeds to hit the footrest 420, the footrest 420 is at the free end side. It is rotated to the landing 50 side. This prevents the footrest 420 and the electric vehicle 60 from hitting continuously, thereby preventing the footrest 420 and the electric vehicle 60 from being damaged.

When the footrest 420 is rotated to the horizontal state, the angle (alpha) which the footrest 420 and the boarding point 50 make | forms is 2 to 3 degrees is preferable.

Reference numeral 459a is a fourth bearing connected to the pivoting bar 457, and 459b is a third support rail coupled to the bottom of the scaffold 420 and on which the fourth bearing 459a is supported. The fourth bearing 459a and the third support rail 459b are installed to smoothly rotate the footrest 420 rotated by the rotation bar 457. When the footrest 420 rotates, the fourth bearing 459a linearly moves along the third support rail 459b.

The rotation of the footrest 420 by the rotation means 450 will be described with reference to FIGS. 6 to 7 and 10A to 10D. 10A to 10D show that the scaffold and the support plate of the scaffolding part according to an embodiment of the present invention operate at a parallax, and are a plan view of FIG. 6.

As shown in FIG. 10A, it is assumed that the state in which the footrest 420 is vertically positioned is an initial state. In this state, the door 500 of the electric vehicle 60 arriving at the landing 50 is opened and the control unit 500 causes the power of the power generating unit 510 to be supplied to the second driving unit 440 so that the second driving shaft is connected to the housing ( 410 is moved to the front side. Then, the arm part 451 and the movement rail 452 are linearly moved by the second drive shaft 445 to linearly rotate the rotation bar 457. By the way, the rotation bar 457 is rotatably installed on the third connecting member 481 fixed to the exercise rail 452, the footrest 420 is rotatably installed on the upper plate 410a, Since the 457 and the footrest 420 are connected to each other, the footrest 420 is rotated by the rotation bar 457, and as shown in FIG.

Subsequently, when the door of the electric vehicle 60 is closed, the control unit 500 to supply power from the power generating unit 510 to the second drive unit 440 side, the second drive shaft 445 to the rear side of the housing 410 Move it. Then, the footrest 420 returns to the vertical state.

At this time, the footrest 420 is smoothly rotated from the vertical state to the horizontal state and from the horizontal state to the vertical state by the fourth bearing 459a and the third support rail 459b (see FIGS. 7 and 8).

As described above, when the footrest 420 rotated by the rotation means 450 is rotated from the vertical state to the horizontal state, the free end of the footrest 420 is rotated to be positioned higher than the fixed end. This may be appropriately adjusted to the length of the rotation bar (457).

Next, the sliding means 460 will be described with reference to FIGS. 5 to 7.

As shown, the sliding means 460 is provided with a first fixing member 461, a second supporting member 463, and a plurality of third bearings 465.

The first fixing member 461 is coupled to the bottom surface of the support plate 430 so as to be positioned outside the linear reciprocating path of the second driving shaft 445, and to one end side of the second driving shaft 445 and the first adjusting member 473. Connected and coupled to transfer the linear reciprocating motion of the second drive shaft 445 to the support plate 430. One surface of the second support member 463 is fixed to the lower surface 413 of the housing 410, and a guide path 463a is formed on the other surface thereof, and the third bearing 465 is coupled to the bottom surface of the support plate 430. It is inserted into the guide path 463a of the second supporting member 463. Thus, when the second drive shaft 445 performs a linear reciprocating motion, the support plate 430 performs a linear reciprocating motion by the first fixing member 461. The support plate 430 is the second support member 463 and the third. Since it is supported by the bearing 465 smoothly reciprocating linear movement. The support plate 430 supports and supports the bottom surface of the footrest 420 in a horizontal state while entering and exiting the front outer side of the housing 410. As a result, even when a large load is applied to the upper surface of the scaffold 420 in a horizontal state, the scaffold 420 is not returned to the vertical state by the load.

The footrest 420 rotates in the horizontal direction in a state in which the open front surface of the housing 410 is closed in the vertical direction, thereby compensating for the gap D3 between the landing 50 and the electric vehicle 60. However, if the support plate 430 slides to the outside of the open front side of the housing 410 before the foot plate 420 is rotated, the support plate 430 may hit the foot plate 420. In addition, when the support plate 430 supports the bottom surface of the footrest 420 which is rotated and maintains a horizontal state, the footrest 420 cannot be rotated in a vertical state. Therefore, when the footrest 420 is rotated from the vertical state to the horizontal state, the support plate 430 should be slid after the footrest 420 is first rotated, and when the footrest 420 is rotated from the horizontal state to the vertical state, Rotation of the footrest 420 and sliding of the support plate 430 should be made at least at the same time.

In the footrest part 400 of the safety device 100 according to the present embodiment, the second drive shaft 445 is completely inserted into the second drive unit 440 (hereinafter, referred to as “top dead center”). ) Is moved to the outermost state of the second drive unit 440 (hereinafter referred to as "bottom dead center") when the footrest 420 is rotated to the outside of the front of the housing 410, the support plate 430 is the housing Sliding to the outside of the front of the 410, and when the second drive shaft 445 moves from the bottom dead center to the top dead center to allow the footrest 420 and the support plate 430 to rotate and slide simultaneously to the rear of the housing 410 Exercise order adjusting means 470 is provided.

 This will be described with reference to FIGS. 6 and 9. 9 is an exploded perspective view of a portion “B” of FIG. 6.

As shown, the movement order adjusting means 470 is provided with a second fixing member 471, a first adjusting member 473, a second adjusting member 475, and a third adjusting member 477.

The second fixing member 471 is coupled to one end of the second drive shaft 445. One end side of the first adjustment member 473 is rotatably supported by the first fixing member 461 fixed to the bottom of the support plate 430, and the other end side thereof is supported by the second fixing member 471. On the side of the first adjustment member 473 supported by the second fixing member 471, a long hole 473a is formed in the longitudinal direction.

The second adjusting member 475 is installed through the second fixing member 471 and the long hole 473a of the first adjusting member 473, so that the other end side of the first adjusting member 473 is the second fixing member. Prevent departure from 471. In addition, the second adjustment member 475 moves the first adjustment member 473 in a pendulum shape while moving along the long hole 473a at an initial stage when the second drive shaft 445 moves from the top dead center to the bottom dead center. Then, in the initial stage when the second drive shaft 445 moves from the top dead center to the bottom dead center, the kinetic force of the second drive shaft 445 is transmitted only to the arm 451 and not to the first fixing member 461, thereby providing a footrest ( 420 is rotated but the support plate 430 is not sliding.

The third adjustment member 477 is first fixed to the lower surface 413 of the housing 410 at a position opposite to the position where the first fixing member 461 is installed around the linear reciprocating motion path of the second driving shaft 445. It is fixed to face the member 461. The portion of the surface of the third adjustment member 477 facing the first fixing member 461 adjacent to the second fixing member 471 has the same curvature as the rotational movement trajectory of the other end of the first adjusting member 473. The branched surface 477a is formed, and the plane 477b extended and formed at the end of the curved surface 477a is formed in the part spaced apart from the second fixing member 471. In the initial stage when the second drive shaft 445 moves from the top dead center to the bottom dead center, the first adjustment member 473 is first fixed by the long hole 473a and the second adjustment member 475 of the first adjustment member 473. The first adjustment is performed after the second drive shaft 445 moves a predetermined distance from the top dead center to the bottom dead center by contacting the curved surface 477a around the portion 479 supported by the member 461. The member 473 is linearly in contact with the plane 477b. In addition, the plane 477b of the third adjustment member 477 restrains the first adjustment member 473 to be a linear motion only, not a pendulum shape, at the beginning when the second drive shaft 445 moves from the bottom dead center to the top dead center. The driving force of the second drive shaft 445 is transmitted to the arm 451 and the first fixing member 461 at the same time.

 That is, the first adjusting member 473 moves in a pendulum shape around the portion 479 supported by the first fixing member 461 at the beginning when the second driving shaft 445 moves from the top dead center to the bottom dead center. After the second drive shaft 445 moves a predetermined distance from the top dead center to the bottom dead center, the support plate 430 is slid by linearly moving the first fixing member 461 while linearly moving by the second drive shaft 445.

The operation of the sliding means 460 and the movement order adjusting means 470 according to the present embodiment configured as described above will be described with reference to FIGS. 10A to 10D.

Assume that the state as shown in FIG. 10A is the initial state. The first state is that the second drive shaft 445 is located at the top dead center, the footrest 420 is located in a vertical state to close the front side of the housing 410, the support plate 430 is located inside the housing 410 do. In this initial state, when the second drive shaft 445 moves to the bottom dead center, the arm 451 moves in the same manner as the second drive shaft 445, so that the footrest 420 of the housing 410 is moved. Start to rotate outside the front. However, since the second adjusting member 475 pushes the inner circumferential surface forming the long hole 473a of the first adjusting member 473 by the movement of the second driving shaft 445, the first adjusting member 473 is the first. The pendulum moves around the fixing member 461. That is, the other end of the first adjusting member 473 moves in a pendulum shape along the curved surface 477a of the third adjusting member 477, as shown in FIGS. 10B and 10C. 475 reciprocates in the long hole 473a of the first adjustment member 473. In this case, since the kinetic force of the second drive shaft 445 is not transmitted to the first fixing member 461, only the foot plate 420 is rotated by the movement of the second drive shaft 445, and the support plate 430 does not slide.

Thereafter, the second driving shaft 445 moves a predetermined distance from the top dead center to the bottom dead center, so that the other end of the first adjusting member 473 is disposed in the third adjusting member 477 as shown in FIGS. 10C and 10D. When positioned in the plane 477b, the kinetic force of the second drive shaft 445 is transmitted to the first fixing member 461 through the first adjusting member 473, thereby supporting the support plate 430 outside the housing 410. Starts sliding. By this principle, the foot plate 420 is first rotated, and then the support plate 430 is sliding.

As shown in FIG. 10D, when the second driving shaft 445 moves to the top dead center in the state where the second driving shaft 445 is located at the bottom dead center, the arm 451 also moves in the same manner as the second driving shaft 445. 410 is rotated to the rear side. Since the other end side of the first adjusting member 473 is in contact with the plane 477b of the third adjusting member 477, the first adjusting member 473 does not move in the pendulum shape and the third adjusting member ( It moves in the same manner as the second drive shaft 445 while maintaining contact with the plane 477b of the 477. Then, since the first fixing member 461 is moved by the first adjusting member 473, the support plate 430 also slides toward the rear side of the housing 410. That is, the rotation of the footrest 420 and the sliding of the support plate 430 occur at the same time.

Thereafter, as shown in FIG. 10C, the second driving shaft 445 moves a predetermined distance from the bottom dead center to the top dead center so that the other end of the first adjusting member 473 is in the plane 477b of the third adjusting member 477. When the plate moves to a portion where the curved surface 477a meets, the support plate 430 is completely inwardly slid into the housing 410. In this state, as shown in FIGS. 10B and 10A, when the second driving shaft 445 moves to the top dead center, the first driving member 473 moves in a pendulum shape, so that the kinetic force of the second driving shaft 445 is It is transmitted only to the footrest 420 through the arm part 451, whereby the footrest 420 is completely rotated to the rear side of the housing 410 and returned to the vertical state.

Inside the housing 410 according to the present embodiment, as shown in FIG. 6, a second heater 490 is provided to prevent the internal parts of the housing 410 from freezing in winter. In addition, an elastic member 495 is installed inside the housing 410 such as a spring for elastically supporting and supporting the second driving shaft 445 so that the top dead center is located by pulling the arm 451 toward the rear side of the housing 410. When the power generating unit 510 is broken while the footrest 420 is rotated in a horizontal state and the support plate 430 is slid outward of the housing 410, the footrest 420 stops the driving of the electric vehicle 60. Can interfere. In order to prevent this, the elastic member 495 returns the arm 451 to the original state to return the footrest 420 and the support plate 430 to the original state.

1 and 6, a control system of a safety device of an electric vehicle platform according to the present embodiment will be described.

When the electric vehicle 60 stops at the landing 50, the first detection unit 530 detects whether the electric vehicle 60 has stopped at the predetermined position of the landing 50 correctly. If the signal received by the first detector 530 is normal, the second detector 540 transmits a signal to the controller 500 to open the door of the electric vehicle. If there is no abnormality, the control unit 500 operates the power generating unit 510 to supply power to the first and second driving units 220 and 440 to open the safety door 300, and to move the footrest 420 into a horizontal state. Rotate

Thereafter, after the passengers complete the getting on and off the electric vehicle, the fourth detection unit 560 detects whether an obstacle is caught in the safety door 300, and the third detection unit 550 detects the electric vehicle 60 and the safety door ( It detects whether there is an obstacle between the 300, the second detection unit 540 detects whether the entrance 65 of the electric vehicle 60 is closed and transmits to the control unit 500. If there is no abnormality, the control unit 500 operates the power generating unit 510 to supply power to the first and second driving units 220 and 440 to close the safety door 300 and to move the footrest 420 in a vertical state. Rotate

As described above, the safety device of the electric vehicle platform according to the present invention is safe because passengers are prevented from falling onto the track by the protective wall and the safety gate.

In addition, since the gap between the platform and the electric vehicle is compensated for by the scaffold, passengers' feet are prevented from falling into the gap between the platform and the electric vehicle, so that passengers can safely get on and off the electric vehicle.

In addition, the footboard can bear sufficient load because the support plate supports the bottom of the footrest of the passengers. This makes it possible for passengers to use it stably.

In the above, the present invention has been described in accordance with one embodiment of the present invention, but those skilled in the art to which the present invention pertains have been changed and modified without departing from the spirit of the present invention. Of course.

1 shows a schematic system of an electric vehicle platform according to an embodiment of the present invention.

Figure 2 is a perspective view of the open state of the front of the protective wall according to an embodiment of the present invention.

3 is a perspective view of a safety door according to an embodiment of the present invention.

Figures 4a to 4c is a front view of the case portion to show that the safety gate according to an embodiment of the present invention in operation.

5 is a perspective view of the scaffolding portion according to an embodiment of the present invention.

FIG. 6 is a perspective view of a state in which the foot plate and the top plate of the foot plate shown in FIG. 5 are removed and the rear surface of the housing is opened; FIG.

FIG. 7 is an exploded perspective view of a portion “A” of FIG. 6;

8 is a view showing that the scaffolding of the scaffolding portion according to an embodiment of the present invention is rotated to the landing side by the external force.

9 is an exploded perspective view of a portion “B” of FIG. 6.

10A to 10D are views showing that the scaffolding and the support plate of the scaffolding part according to an embodiment of the present invention operate with a parallax.

Explanation of symbols on the main parts of the drawings

200: protective wall 300: safety door

400: scaffolding 500

Claims (12)

A protective wall having first and second protective walls installed opposite to the platform while having a wider distance than a door of the electric vehicle; A safety door having first and second safety doors slidably installed in the protection wall, the first and second safety doors opening and closing a distance between the first protection wall and the second protection wall while being close to and away from each other; It is installed in the platform between the first protective wall and the second protective wall, the front and the upper surface facing the electric vehicle is an open housing, the upper plate installed in a form covering the upper surface of the housing, the front side of the housing is rotated to the portion of the upper plate A scaffold installed to be capable of compensating the gap between the electric vehicle and the end surface of the platform, and a support plate slidably installed in the housing and in contact with the bottom of the scaffold to support the scaffold to maintain a horizontal state. Branch foot portion; Rotating means provided on the scaffolding portion to rotate the scaffolding; Sliding means provided on the scaffold to slide the support plate; When the scaffold is provided in the scaffold to rotate in a state where the scaffold is in a vertical state with the housing, the scaffold is rotated so that the support plate slides toward the front side of the housing, and the scaffold is horizontal to the housing. A movement sequence adjusting means for allowing the support plate to slide to the rear side of the housing at the same time when the foot plate is rotated in a vertical state in this state; A power generation unit for operating the safety door and the scaffolding unit; And, Safety device for an electric vehicle platform characterized in that it comprises a control unit for controlling the power generating unit. The method of claim 1, A predetermined space is formed inside the protective wall, and an entrance through which the safety door enters and exits is formed on one side, and the other side is closed. A case in which an inner lower portion of the protective wall faces a front surface of the protective wall facing the landing side is opened and a rear surface facing the front surface of the protective wall facing the train side is formed with a path parallel to the direction of movement of the safety door. Is installed, The first driving part is installed inside the case on the other side of the protective wall, and the first driving part is provided with a first drive shaft which linearly reciprocates by the power generating part. The moving distance of the safety door is longer than the stroke of the first drive shaft between the first drive shaft and the safety door so that the safety door is fully inserted into the inside of the protection wall and is completely exposed to the outside of the protection wall. Safety device of the electric platform platform characterized in that the movement distance adjusting means further provided. The method of claim 2, The movement distance adjusting means includes a driving wire having one end and the other end fixed in the case on the other side and one side of the protective wall, respectively; A first connection member coupled to one end of the first drive shaft facing one side of the protective wall and moving in the same manner as the first drive shaft; A first pulley having one end side of the driving wire wound and installed on the first connection member and moving in the same manner as the first connection member; A second pulley fixed to an inside of the case adjacent to the other side of the protective wall and wound with a portion of the driving wire passing through the first pulley; A third pulley fixed to an inside of the case adjacent to one side of the protective wall and wound with a portion of the driving wire passing through the second pulley; A fourth pulley which is wound on the other end side of the driving wire passing through the third pulley and installed on the first connection member to move in the same manner as the first connection member; One side is coupled to the drive wire between the second pulley and the third pulley and the other side is located in the motion path of the case having a second connection member coupled to the safety door safety of the electric platform Device. The method of claim 3, wherein Safety device for a train platform, characterized in that the first support bar and the second support bar for supporting the linear reciprocating motion of the first connection member and the second connection member are installed inside the case, respectively. The method of claim 1, A guide rail formed with a guide path is installed on an inner upper surface of the protective wall, and a plurality of first bearings inserted into the guide path of the guide rail are coupled to an upper surface of the safety door. The safety door includes a first shock absorbing member that absorbs a shock by contacting the other side of the protection wall when the safety door is fully inserted into the protection wall and the protection wall when the safety door is completely exposed to the outside of the protection wall. Safety device for a train platform, characterized in that the second shock absorbing member is provided in contact with one side of the shock absorber. The method of claim 1, A second drive unit is installed on the inner rear side of the housing, and the second drive unit is provided with a second drive shaft for linear reciprocating motion by the power generation unit. The rotating means may include an arm portion coupled to a central portion at one end of the second driving shaft to linearly reciprocate in the same manner as the second driving shaft; An exercise rail coupled to both ends of the arm to move in the same manner as the arm and having a guide path formed on one surface thereof; A plurality of second bearings inserted into the guideways of the moving rails; A first support member coupled to a lower surface of the housing and coupled to the second bearing to support a linear reciprocating motion of the motion rail; One end side is rotatably coupled to the end of the movement rail and the other end side is coupled to the scaffold to rotate the scaffold as the second drive shaft reciprocates linearly to provide a pivot bar for switching the scaffold to a vertical state and a horizontal state. Become, The sliding means is coupled to the bottom surface of the support plate to be positioned outside the linear reciprocating motion path of the second drive shaft and connected to one end side of the second drive shaft to transfer the linear reciprocating motion of the second drive shaft to the support plate Fixing member; A second support member coupled to a bottom surface of the housing and having a guide path formed on the other surface thereof; One side is coupled to the bottom of the support plate and the other side is provided with a plurality of third bearings inserted into the guideway of the second support member, Safety device of the electric car platform, characterized in that the fourth bearing and the third support rail is coupled to the lower portion of the scaffold in order to smoothly rotate the scaffolding bar. delete According to claim 6, The exercise order adjusting means, A second fixing member coupled to one end side of the second drive shaft; A first adjusting member rotatably installed at one end of the first fixing member and having a long hole formed at the other end thereof in the longitudinal direction thereof, the first adjusting member being supported by the second fixing member; Installed through the long hole of the second fixing member and the first adjusting member to prevent the first adjusting member from being separated from the first fixing member while the second drive shaft is moved from the top dead center to the bottom dead center. Initially, while reciprocating along the long hole of the first adjusting member, the first adjusting member is moved in a pendulum shape so that the kinetic force of the second driving shaft is not transmitted to the first fixing member, and the second driving shaft is top dead center. A second adjusting member for moving the predetermined distance from the bottom dead center to the bottom dead center and initially transmitting the kinetic force of the second drive shaft to the arm and the first fixing member at an initial stage when the second driving shaft moves from the bottom dead center to the top dead center. ; It is fixed to the lower surface of the housing in a position opposite to the position where the first fixing member is installed around the linear reciprocating movement path of the second drive shaft, and adjacent to the second fixing member of the surface facing the first fixing member. The first adjusting member is formed to have the same curvature as the movement trace of the other end of the first adjusting member so that the other end of the first adjusting member is in contact with the other adjusting member while the first adjusting member is moving in the pendulum shape. A curved surface for guiding a pendulum motion is formed, and a portion spaced from the second fixing member is continuously formed from an end of the curved surface so that the other end portion of the first adjusting member contacts the first adjusting member during the linear reciprocating motion. In order to guide the linear movement of the first adjusting member and at the same time the second drive shaft is moved from the bottom dead center to the top dead center, the first Safety device for a train platform characterized in that the adjustment member is provided with a third adjustment member having a flat surface to prevent the movement of the drive shaft to be transmitted to the arm portion and the first fixed member at the same time. The method of claim 6, When the scaffold cannot be rotated from a horizontal state to a vertical state, a means for separating the pivot bar from the exercise rail and rotating the scaffold to the platform side when a predetermined external force is applied to the scaffold to prevent damage to the scaffolding part. Safety device for a train platform, characterized in that further provided. The method of claim 9, The pivoting bar may include a mounting plate integrally formed at a central portion of the horizontal rod and a vertical rod extending from the seating plate perpendicular to a radial direction of the horizontal rod and the vertical rod perpendicular to a horizontal rod and a radial direction of the horizontal rod. It is integrally formed at the end of the coupling plate is coupled to the scaffold, The damage preventing means is coupled to an end of the movement rail and is formed to intersect the horizontal settling groove and the horizontal settling groove, the upper side of which the horizontal rod is placed, and a third connecting member having a vertical settling hole on which the seating plate is settled. And a free end of the scaffold rotated from a vertical state to a horizontal state to be positioned higher than a fixed end. The method of claim 6, And a resilient member for resiliently supporting the second drive shaft at a top dead center by installing the arm to the rear side of the housing. The method of claim 1, The control unit is installed on the first detection unit for detecting that the electric vehicle is stopped on the platform, the second detection unit for detecting the opening and closing of the door of the stopped vehicle and the protective wall facing the electric vehicle side between the safety wall and the electric vehicle A third detection unit for detecting an obstacle present in the second detection unit and a fourth detection unit for detecting whether the obstacle is caught between the safety doors when the safety door is closed, An emergency light flashing by the controller to indicate the presence of an obstacle between the safety wall and the electric vehicle and an emergency switch for transmitting a signal to the controller to open the safety door are installed at the rear surface of the protective wall. Safety device for electric platform.