KR101379067B1 - Door structure for railway vehicle - Google Patents

Door structure for railway vehicle Download PDF

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Publication number
KR101379067B1
KR101379067B1 KR1020127002052A KR20127002052A KR101379067B1 KR 101379067 B1 KR101379067 B1 KR 101379067B1 KR 1020127002052 A KR1020127002052 A KR 1020127002052A KR 20127002052 A KR20127002052 A KR 20127002052A KR 101379067 B1 KR101379067 B1 KR 101379067B1
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KR
South Korea
Prior art keywords
door
window
footrest
stopper
opening
Prior art date
Application number
KR1020127002052A
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Korean (ko)
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KR20120123010A (en
Inventor
아츠시 하마모토
다카히로 가와시마
신이치 미우라
미키오 하타노
조조 이시다
Original Assignee
가부시기가이샤나리따세이사꾸쇼
가와사끼 쥬고교 가부시끼 가이샤
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Priority to JPJP-P-2009-174896 priority Critical
Priority to JP2009174896A priority patent/JP5495652B2/en
Application filed by 가부시기가이샤나리따세이사꾸쇼, 가와사끼 쥬고교 가부시끼 가이샤 filed Critical 가부시기가이샤나리따세이사꾸쇼
Priority to PCT/JP2010/063140 priority patent/WO2011013847A2/en
Publication of KR20120123010A publication Critical patent/KR20120123010A/en
Application granted granted Critical
Publication of KR101379067B1 publication Critical patent/KR101379067B1/en

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    • BPERFORMING OPERATIONS; TRANSPORTING
    • B61RAILWAYS
    • B61DBODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D17/00Construction details of vehicle bodies
    • B61D17/04Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
    • B61D17/06End walls
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B61RAILWAYS
    • B61DBODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D19/00Door arrangements specially adapted for rail vehicles
    • B61D19/02Door arrangements specially adapted for rail vehicles for carriages
    • B61D19/023Emergency exits

Abstract

The present invention relates to a door structure for a railway vehicle having advantages over a conventional door structure. The door structure for a railway vehicle includes a door frame having a hinge on one side, and a first frame part which can be opened and closed to be rotated in the lateral direction and the front direction and which covers the window in the front and fully open state of the window and the door. A door main body, and a window opening that is foldable so as to be stored on the vehicle inner side of the door body in the closed state of the door, and which is located on the vehicle inner side of the window in the closed state of the door, and the front of the door. And an extended scaffold having a second scaffold that covers the opening for the window in a fully open state.

Description

DOOR STRUCTURE FOR RAILWAY VEHICLE}

The present invention relates to a door structure for a railroad car arranged to be folded on an end panel of the railroad car.

For example, as a prior art of this type of door structure, Patent Document 1, in the passage disposed at the end of the vehicle body, the lower end is rotatably supported by the vehicle body, is fixed to the vehicle in normal times and opened outward in an emergency A hinged door frame for opening and closing the passage is installed to be opened and closed, and a hinged door rotatably supported in a lateral direction of the hinged door frame in an opening formed in the hinged door frame. A door structure is attached, and a walking means for emergency escape is provided on the inner side of the hinge door.

In addition, Patent Document 2 proposes a door structure that can be used in both normal and emergency cases. The door structure has a plug-in type door, a slide unit, a guide unit, a selection handle and a two-tier sloped passage.

The slide unit has a slide movable in the opening and closing direction of the door, and a tip provided to be able to move forward and backward in a direction orthogonal to the slider and to be rotatably connected to a hinge at the bottom end of the door. It consists of a vertical rod.

The guide unit includes a side guide parallel to the opening and closing directions of the door, a vertical guide perpendicular to the side guide and open at the vehicle body, and a branch piece for closing the opening or side guide of the vertical guide. And an arm having one end fixed to the upper end of the door and the other end having a roller capable of moving the side and vertical guides.

The selection handle is rotatably provided in the usual use position and the emergency position, connected to the branch piece using a chain, and when the selection handle rotates to the emergency position, to drive the branch piece in the closing direction of the side guide. It is composed.

The two-stage inclined passage is provided to be foldable to the door, and has a support unit connected to the vehicle body via a supporter, a buffer chain having one end attached to the door and the other end wound around the drum, and an upper end of the door. And an extension plate having one end rotatably connected to the axis of the support plate, the extension plate engaging with the support unit and the buffer chain, and a buffer unit for releasing the buffer chain.

In any of the above door structures described as conventional prior art, no windows are provided in the opening and closing doors to allow a view of the exterior of the vehicle.

As a conventional prior art device having a window provided in an emergency escape door, for example, Patent Document 3 proposes a door structure described below. The door structure has a window having an upper end connected to the front center of the railroad car so as to be able to rotate using an upper end of an opening portion serving as an axis, and also having a window having a lower end which rotates upwards and forwards to be opened. It includes one door. In the door structure, the base ends of a pair of laterally arranged frames are rotatably connected to both bottom ends at the opening, and the frames can be folded at an intermediate position in the longitudinal direction so that the frames are folded inwardly on each other. And a plurality of footboard members each having a constant width are arranged continuously between the frames along the frame, forming a footboard face with the frames extending straight. With the frames folded twice, the individual scaffold members move to the side with the hinge portion and are stacked. With the lower end of the door rotating to the lower end of the opening and the opening closed by the door, the stacking position of the scaffold members is located on the housing above the window of the door and because it does not interfere with the window, You can see the scenery.

Japanese Patent Application Publication No. 04-59187 Japanese Patent Application Publication No. 07-25304 European Patent Application No. 076808

However, in the door structure described in Patent Document 3, there are the following problems to be solved.

Since the slopes with the door rotating upward and upward to be open and a pair of frames constituting the scaffold in case of an emergency escape and fold in two through the hinge are configured as separate independent units, the structure is thus complicated. .

In the state where the door is rotated upward and open forward, the twice folded slope is located in the opening in an upright position, which can prevent a smooth escape in an emergency.

With the door open, in the mode where the two vehicles face to each other closely and the movement from one vehicle to the other is performed, the door rotates upwards and upwards since it extends almost horizontally and forwardly above the front of the vehicle. Open doors may interfere with each other.

In the case of an emergency escape, it is necessary to perform two acts, one of which is to open the door by rotating it upwards and upwards, and the other of which is to open the scaffold members continuously with the folded frames extending straight. To form.

The present invention has been made in view of the above, and the present invention also provides a door structure for a railway vehicle which can be used as an entrance and exit in an emergency and which can smoothly form an escape slope in a door having a window.

In order to achieve the above object, the railway vehicle door structure according to the present invention is a railway vehicle door structure provided in the opening of the end panel of the railway vehicle, the door frame having a hinge on one side portion, and the hanji function as an axis While opening and closing rotatably in the lateral direction of the railway vehicle, while opening and closing rotatably in the forward direction of the railway vehicle, while the lower end of the door frame functions as an axis, and the windows and doors forward A door body having a first footrest covering the window in a fully open state, and folded to be accommodated on a vehicle inner surface of the door body in a closed state, and in a closed state of the door; A window opening positioned on the inner side and covering the window opening with the door fully open forward 1 scaffolding is characterized in that it comprises a footrest extension portion (extension portion footboard) having portions.

According to the railway vehicle door structure of the present invention having the above-described configuration, since the door is configured by integrating the door body, the door frame and the extension footrest together, the structure is simpler than in the prior art having a window in the door. Further, when the door is opened, the escape slope portion is opened as the door together with the door, so that the escape slope portion is not located in the passage. In addition, since the doors open in the forward and lateral directions at the tip end face of the vehicle, the doors of the two vehicles do not interfere with each other in a state where the tip ends of the railway vehicles face each other closely, and thus, FIGS. 13 and 14 As shown, relatively short passage scaffolds can be arranged to connect between vehicles to move passengers between the vehicles. In addition, the window opening of the main body of the door and the window opening of the extended scaffolding part are the closed state of the door (normal state and the state of the door body closed), and the door is fully opened forward (emergency escape state and shaft). The door body is opened forward using the bottom end of the functioning door frame, and the folded extension footrest is opened in front of the open door body without any interference (in connection mechanism and in this embodiment) By the action of gravity) the first scaffolding part covers the window and the second scaffolding part covers the opening for the window to form an escape scaffold (slope), so that it can escape smoothly regardless of the presence or absence of the window.

As described above, the railway vehicle door structure of the present invention can be used as an entrance and exit in an emergency, and the escape slope can be smoothly formed in the door having a window.

1 is a front view illustrating an end panel on a front end side of a railway vehicle including a door structure according to an embodiment of the present invention.
Figure 2 is a cross-sectional view taken along line AA of Figure 1;
3 is a cross-sectional view taken along the line BB of FIG.
4 is a front view of the peripheral area of the door at the center of the front end face of the railway vehicle as viewed from the inside of the vehicle;
5 is a cross-sectional view taken along the line CC of FIG. 4.
6 (a) to 6 (c) illustrate the locking mechanism of the door main body 7, FIG. 6 (a) is a cross-sectional view illustrating a locking state taken along the line FF of FIG. 4, and FIG. 6 (b) ) Is a cross-sectional view taken along the line JJ in FIG. 6 (a), and FIG. 6 (c) is a cross-sectional view illustrating the unlocked state taken along the line GG.
6 (d) to 6 (e) illustrate the locking mechanism of the door 5, and FIG. 6 (d) is a cross-sectional view illustrating a locking state taken along the line HH of FIG. 4, and FIG. 6 (e). Is a cross-sectional view taken along the line KK in Fig. 6 (d).
Fig. 7 is a side view illustrating a state in which the door is completely opened forward, in which the extension step 8 on the vehicle inner side rotates after the door body 7 of the door 5 is tilted forward.
8 (a) is a view along arrow line AA of FIG.
(B) is sectional drawing taken along the line BB of FIG. 8 (a).
9 to 12 are perspective views illustrating stepwise rotation states of the door body 7 when viewed in the front side direction.
10 is a perspective view illustrating a state in which the extension scaffolding portion 8 is rotated upward by approximately 90 degrees.
FIG. 11 is a perspective view for explaining a state in which the extended footrest portion 8 is rotated almost 60 ° further in the state shown in FIG. 10.
FIG. 12 is a perspective view for explaining a state in which the extended footrest portion 8 is rotated almost 30 degrees further forward in the state shown in FIG. 11.
13 is a state in which the front end faces of the railroad cars face close to each other with the door 5 open, and the passage footrest 52 is arranged to connect the front end portions 3 and 3 of the two vehicles. Top view explaining the.
Fig. 14 is a side view of Fig. 13; Fig.
15 is a cross-sectional view taken along the line DD of FIG. 4.
16 is a cross-sectional view taken along the line EE of FIG. 4.
FIG. 17 includes views for explaining the state in which the door 5 is closed. FIG. 17 (a) is a cross-sectional view of the door 5, and FIG. 17 (b) shows the door 5 when viewed from the inside of the vehicle. 17 (c) is a front view illustrating the positional relationship between the door stopper 61 and the window cover side stopper 71 in the locking mechanism 60 of the first scaffold 12b. 17 to 20 are front views sequentially illustrating the operation mode of the failure mechanism 60 from the open state of the door body 7 and the extension footrest 8, and from the closed state to the open state.
FIG. 18 is a view for explaining a state in which the door main body 7 is opened at the first end, and FIG. 18 (a) is a cross-sectional view of the door main body 7 and the extension step 8, and FIG. 18 (b) A plan view of the door body 7 as viewed from above, and FIG. 18C is a plan view illustrating the positional relationship between the door side stopper 61 and the window cover side stopper 71 in the fixing mechanism of the first scaffold 12b. .
FIG. 19 is a view for explaining a state in which the extension footrest 8 is opened at the second end, and FIG. 19A is a cross-sectional view of the door body 7 and the extension footrest 8, and FIG. 19B. Is a plan view of the door body 7 and the extended footrest 8 as viewed from above, and FIG. 19 (c) shows the door side stopper 61 and the window cover side stopper in the fixing mechanism of the first footrest 12b. 71) A plan view illustrating the positional relationship and engagement between the two.
FIG. 20 is a view for explaining a state in which the extension footrest 8 is opened at the second end and the first footrest 12b moves almost backward, and FIG. 20 (a) extends with the door body 7. 20 is a cross-sectional view of the footrest portion 8, and FIG. 20B is a plan view of the door body 7 and the extended footrest portion 8 when viewed from above, and FIG. 20C shows a fixing mechanism of the first footrest portion 12b. Plan view illustrating the positional relationship between the door side stopper 61 and the window cover side stopper 71 and the engagement state.
In FIG. 21, FIG. 21 (a) is a plan view of the entire fixing mechanism 60 explaining the state where the door side stopper 61 and the window cover side stopper 71 are coupled to each other, and FIG. Right side view.
In FIG. 22, FIG. 22A is a plan view illustrating the door side stopper 61, FIG. 22B is a cross-sectional view taken along the line AA of FIG. 22A, and FIG. 22C is FIG. 22. Sectional view taken along line BB of (a).
In FIG. 23, FIG. 23A is a plan view illustrating the window cover side stopper 71, FIG. 23B is a right side view thereof, and FIG. 23C is along a line AA of FIG. 23A. Taken section.

EMBODIMENT OF THE INVENTION Hereinafter, the Example of the door structure for railroad cars which concerns on this invention is described based on drawing.

1 is a front view illustrating an end panel on a front end side of a railway vehicle including a door structure according to an embodiment of the present invention. 2 is a cross-sectional view taken along line A-A of FIG. 1, and FIG. 3 is a cross-sectional view taken along line B-B of FIG. 1. 4 is a front view of the peripheral area of the door at the center of the front end surface of the railway vehicle, Figure 5 is a cross-sectional view taken along the line C-C of FIG. 6 (a) to 6 (c) illustrate the locking mechanism of the door body 7, and FIGS. 6 (d) to 6 (e) illustrate the locking mechanism of the door 5. FIG. 7 is a side view illustrating a state in which the door is completely opened (emergency escape state) in which the extension step 8 on the vehicle inner side rotates after the door body 7 of the door 5 is tilted forward. . FIG. 8A is a view along arrow line A-A in FIG. 7, and FIG. 8B is a cross-sectional view taken along line B-B in FIG. 8A. 9 to 12 are perspective views illustrating stepwise rotation states of the door body 7 when viewed in the front side direction. 13 is a state in which the front end faces of the railroad cars face close to each other with the door 5 open, and the passage footrest 52 is arranged to connect the front end portions 3 and 3 of the two vehicles. It is a top view explaining.

As shown in FIG. 1, in an end panel (front surface) 2 at the front end of the body of the lead vehicle 1 (including the first rear vehicle), an opening 3 which is perpendicular to the center of the end panel is long. Is provided, and the opening frame 4 is fitted in the opening 3. The hinge 6 (see Fig. 5) to be opened to the opening frame 4 in the front and side directions (when viewed from the inside of the vehicle 1, in the front direction to the side direction (left direction or right direction)). Using the door (hinge door) 5 is attached. The door 5 has a window 5c on its top and also includes a door frame 5a at the periphery of the door body so as to be detachable from the door body (slope door) 7 and to each other, and the door body 7 ) Is connected to the lower edge 5b of the door frame 5a via a hinge or spindle 9 so that the door body 7 is opened inclined forward and downward. With the door body 7 integrated with the door frame 5a and the extended footrest 8 described later, the door body 7 is opened as a door (hinge door) 5 about the axis of the hinge 6. And closed. In particular, as shown in FIG. 3, in a state in which the door body 7 is integrated with the door frame 5a and the extension footrest 8, the door body 7 is opened through the hinge 6. The opening 3 is opened by rotating in the forward and lateral directions with respect to. In addition, guide rollers 5d are attached to both sides of the bottom surface of the door frame 5a, and the door 5 returns to its original position with the door frame 5a through the hinge 6 to open the opening portion 3. ), The guide roller 5d is in contact with the under face in the opening frame 4 to support the entire door 5. As shown in FIG. 7, the footrest cover 53 is attached to extend from the passage of the lead vehicle 1 to the lower end of the door body 7 to cover the shaft 9.

An extended scaffold which forms a stepping surface (escape stairway) on the back side (inside of the vehicle) of the door main body 7 as a door at the first stage together with the surface of the door main body 7 on the inside of the vehicle in an emergency escape state. The part 8 is connected to the door body 7 so as to be folded about the shaft 10. In particular, the extension footrest 8 is slightly narrower in width and slightly shorter in length than the door body 7, and one end (base) of the extension footrest 8 is hinged or rotated about 180 ° about the axis. It is connected to the upper end of the door body 7 via (10). The door body 7 has a window 5c at a point slightly above the intermediate position in the longitudinal (vertical) direction. The window 5c has a transparent pane 11a.

As shown in FIG. 7, the surface of the door body 7 has a longitudinal section that curves forward (downward) and convexly curved over its length. On the inside of the vehicle, on the surface of the door body 7, the portion below the window 5c protrudes rearward (upward) from the lower end to the upper portion slightly upward, and the lower end of the door body 7 from the end of the protrusion. Both side frame walls 11b are formed at both edges 7a in a manner that intersects the lower end. In addition, the scaffolding surface 12 is formed so as to connect between the two frame walls 11b to cover the space protion. The footrest surface 12 is composed of a portion 12b (herein referred to as the first footrest portion) covering the window 5c, and a lower portion 12a. In this embodiment, the first scaffold portion 12b is attached between the guide frames 11c provided to protrude on the side frame walls 11b so as to be slidable above the bottom 12a and the window 5c. do. When the door main body 7 rises, the first footrest portion 12b is inclined by its own weight, and the first footrest portion 12b is placed on the bottom portion 12a in a state where the first footrest portion 12b is integrally fitted into the door frame 5a. To be placed. In other words, the window 5c is opened. The first footrest portion 12b in a state in which the door body 7 is rotated forward about the axis 9 and rotated downward by about 100 ° to 110 ° with respect to the door frame 5a. Is moved by its own weight along the guide frame 11c to the position above the window 5c by its own weight to cover the window 5c. Note that an anti-slip sheet is attached to the scaffold 12 (surface).

However, the first scaffold 12b is slidable on the bottom 12a and the window 5c along the guide frame 11c. In the state where the door body 7 rotates forward and downward about the shaft 9 and is inclined forward, as described above, the first scaffolding portion 12b is moved above the window 5c by its own weight so that the window ( Cover 5c). On the other hand, in a state where the door main body 7 is raised and integrally fitted to the door frame 5a, the first footrest portion 12b is placed above the bottom portion 12a by its own weight, and the window 5c ) Is opened. Thus, in the present embodiment, when the first footrest portion 12b moves to the position above the window 5c, a fixing mechanism 60 is provided for fixing the portion covering the window.

An embodiment of the fixing mechanism 60 will be described below based on FIGS. 17 to 21. 17 to 20 are explanatory views for sequentially explaining the open states of the door body 7 and the extended footrest 8, and the operation mode of the fixing mechanism 60 from the closed state to the open state. (a) is a right side cross-sectional view of the door body 7 and the extended footrest 8, (b) is a plan view, and (c) is an explanatory view of the operation modes of the fixing mechanism. FIG. 21 includes a plan view and a side view respectively illustrating the entire fixing mechanism, FIG. 22 includes a plan view, a cross section taken along line AA and a cross section taken along line BB, each of which illustrates a door side stopper. 23 includes a top view and a cross-sectional view taken along line AA, each of which illustrates a window cover side stopper.

As shown in FIG. 21, the fixing mechanism 60 is constituted by a combination of the door side stopper 61 and the window cover side stopper 71. As shown in FIG. 22, the door side stopper 61 is provided in the door body 7. On the other hand, as shown in FIG. 23, the window cover side stopper 71 is provided in the 1st footrest part 12b.

In the door side stopper 61, the L-shaped stopper member 63 is openable and closeably connected on the attachment frame 62 to be rotatable using the shaft 64. The stopper member 63 is biased in the open direction using the shaft 65 through the spring 66. A latch 67 is disposed above the top of the shaft 65 so as to project upward from the top of the attachment frame 62, and the bottom surface of the latch 67 is connected to the top surface of the shaft 65. . The window cover side stopper 71 has a long L-shaped stopper member 73 on an attachment frame 72 smaller than the attachment frame 62, and a nail portion 63a of the stopper member 63 at its tip. And a nail portion 73a that is engageable and detachable from the nail portion, and the lower end portion of the stopper member 73 is connected to be rotatable laterally using the shaft 74. The upper portion of the stopper member 73 protrudes upward from the attachment frame 72 and is biased in the engagement direction with respect to the stopper member 63 using the spring 75. The spring 75 is guided by two guide members 76.

As shown in FIG. 21, the door side stopper 61 is attached to the door body 7 using four bolts (and nuts) 68 so that its position can be adjusted. The window cover side stopper 71 is attached to the first footrest portion 12b using four bolts 77 so that its vertical position can be adjusted. With this configuration, by adjusting the respective vertical positions, the window cover side stopper 71 securely engages with the door side stopper 61. As shown in Figs. 21 to 23, near the axis 64 of the stopper member 63 of the door side stopper 61, a protrusion 69 is provided to protrude in a direction opposite to the direction of the nail portion 63a. do. In addition, locking members 65a and 65b are integrally formed at positions above and below the middle portion of the shaft 65. By moving the shaft 65 vertically, the locking member 65a or 65c engages with the protrusion 69, whereby the stopper member 63 rotates clockwise or counterclockwise about the axis 64. The configuration to be adopted is adopted.

Here, a description is given of the sequential operating modes of the fixing mechanism 60 from the open state of the door body 7 and the extension footrest 8 and from the closed state of the door 5 to the fully forward open state of the door.

17 to 20, 1) in a state in which the door 5 is closed, the window 5c of the door body 7 and the window openings 13 of the extension scaffold 8 are opened, and the door body ( The first scaffold 12b of 7) is placed on the top of the bottom 12a, and the door side stopper 61 and the window cover side stopper 71 are spaced apart from each other (Fig. 17).

2) With the door body 7 inclined forward downward as the first end of the door 5, the extension footrest 8 as the second end is in an upright position at the tip of the door body 7. . At the same time, the first scaffolding portion 12b moves by its own weight along the guide frames 11c to a position above the window 5c between the guide frames to cover the window 5c. In this state, the window cover side stopper 71 moves toward the tip side with respect to the door side stopper 61, and they are in the engageable state (Fig. 18).

3) With respect to the door main body 7, the extended footrest 8 is opened in the extending direction of the door main body 7 as the second end, whereby the latch 67 of the door side stopper 62 is spring 66. ), And the stopper member 63 rotates clockwise to engage the window cover side stopper 71. In addition, as will be described later, the window opening 13 on the side having the extended footrest 8 is also covered with the second footrest 14b via a link 15 in synchronization with the opening operation. This will be.

4) In the state shown in FIG. 19, even if the first scaffolding portion 12b tries to move toward the rear side, the stopper member 73 of the window cover side stopper 71 is biased by the spring 75 in the engagement direction. Therefore, the engagement with the stopper member 63 of the door side stopper 61 is maintained, and the first scaffolding portion 12b does not move (Fig. 20).

The extension footrest part 8 has the extension footrest part 8 in a state in which the extension footrest part 8 does not rotate in the closed state of the door (normal state) (that is, the extension footrest part 8 is folded and placed on the inside of the vehicle body of the door body 7. A state of being stacked) A window opening 13 is provided at a position coinciding with the opening of the window 5c of the door body 7. On the surface of the extended footrest 8, U-shaped frames 13b and 13c are provided to protrude into the top and bottom of the window opening 13, and the extended footrest 8 is in a steady state in a rotational state. U-shaped frames 13b and 13c are used when restoring to. In addition, a footrest surface 14 is formed on the surface (surface facing upward in the rotational state) of the extended footrest portion 8 on the inside of the vehicle, and the footrest surface 14 is the bottom of the window opening 13. 14a and the second scaffolding portion 14b. The bottom portion 14a is fixed to the position of the bottom portion of the surface of the extended footrest portion 8 on the vehicle inner side, but the second footrest portion 14b is a guide frame 13a and 13a arranged in a pair of lateral directions. Along the guide frame so as to be slidable between the bottom 14a and the positions on the window opening 13. In addition, at both upper end portions of the second footrest portion 14b, one end of the link 15 is rotatably connected through a bracket 15c using a pivoting pin 15d, and the link 15 The other end of () is rotatably connected to a position close to the upper end on both sides of the door body 7 using the pivot pin (15b) through the bracket (15a).

In this configuration, when the extended footrest 8 is rotated upward and forward by approximately 180 ° from the state in which the extended footrest 8 is folded and stacked on the vehicle inner side of the door body 7, the second footrest The portion 14b moves from the position on the bottom 14a to the position on the window opening 13 in such a way that it is pulled by the links 15 and 15 on both sides, thereby moving the opening 13 for the window. Cover. Conversely, if the extended footrest is placed on the top of the face of the door body 7 on the inside of the vehicle while the extended footrest 8 is folded to return to its original state from the rotational state, the second footrest portion 14b is The window 15 is opened by moving to a position on the bottom 14a in such a way that it is pushed from the position on the window opening 13 by the links 15 and 15 on both sides. On the footrest surface 14 (surface), an anti-slip sheet is attached.

As shown in FIGS. 7 and 8, the brackets 18 are fixed vertically near each upper end of both edges 7a of the door body 7, and at one end of the supporting link 17. The part is fixed to the bracket 18 using a pivot pin 17a disposed laterally orthogonal to both sides of the support link 17 so as to be rotatable about the axis of the pivot pin 17a. The other end of the support link 17 is connected to the upper end in the door frame 5a via a traction chain 19. At the same time, the upper end of the towing chain 19 is fixed to the upper end of the door frame 5a or the ceilings in the head vehicle 1. In addition, at intermediate positions in the longitudinal direction (vertical direction) on both side edge portions 7a of the door body 7, one end of the auxiliary link 21 is rotatable about the axis of the pivot pin 21a. It is fixed using a pivot pin (21a) disposed in the lateral direction orthogonal to the side of the auxiliary link 21 through the (22). In addition, the other end of the auxiliary link 21 is almost midway in the longitudinal direction of the support link 17 by using a pivot pin 17b which is arranged in a lateral direction orthogonal to the support link so as to be rotatable about an axis of the pivot pin. The elongagted hole 21c is fixed in positions and slidably elongated about the pivot pin 17b over the length defined in the longitudinal direction from the other end of the auxiliary link 21. It should be noted that an elongated groove or grooved slider can be used in place of an elongated hole 21c.

In the upright state of the door body 7 (with the door body 7 integrally fitted to the door frame 5a), the corresponding support links 17 and the auxiliary links 21 are placed on top of each other. So as to be parallel to each other. In addition, one ends of the L-shaped brackets 20 are fixed so as to protrude horizontally in portions close to the tips on both sides of the extension footrest 8. In the vertical (upright) parts of the L-shaped bracket 20, one end of the second support link 23 is horizontal in the direction perpendicular to both sides of the upright parts such that they are rotatable about the axes of the pivot pin. It is fixed using a pivot pin (20a) arranged in. In addition, the other ends of the second support links 23 are connected to the other ends of the support links 17 via the second towing chain 24. In addition, handrail chains 25 are arranged to connect between positions near the bottom ends of the towing chains 19 and positions slightly below the intermediate positions in the vertical direction in the door frame 5a. .

As shown in Figs. 4 and 5, at a position near the upper end portion in the opening frame 4 of the railway vehicle 1, one end close to the closing operation traction chain 26 of the door body 7 is fixed. As shown in FIG. 7, the roller 28 is arrange | positioned so that the roller 28 may protrude horizontally in the intermediate position of the upper end of the one side wall of the door main body 7, and the longitudinal direction of the one side surface of the extended footrest part 8. As shown in FIG. The other end of the closed actuation traction chain 26 is fixed to an eyebolt 27, and also a roller 28 attached to the left side of the ceiling of the railroad car, a chain winding shock absorption apparatus 29 And a closed action traction chain winding 32 which is attached to the right side of the ceiling of the railroad car so as to be surrounded by two pulleys 30 and 31. The shock absorber 29 incorporates a control device for maintaining the conveying speed of the towing chain 26 under a value defined by spring force and friction, and as a shock absorber 29, the speed of Shobo Kagaku Kenkyojo Co., Ltd. A speed governor (SLOWDOWN 125®) of a slowdown elevator can be used. 4 and 5, in the traction chain winding device 32, the upper engaging portion 33a of the rotary operation member 33 engages with the engaging portion 32a of the traction chain winding device 32, Then, the rotary operation member 33 is manually rotated to wind the opening / closing operation traction chain 26. Thus, in the rotational state, the extended footrest 8 is first folded about the shaft 10 and then lies on top of the face of the door body 7 on the rear vehicle interior. In this state, by continuing the winding operation of the closing operation traction chain 26, the door body 7 is rotated backwards and upwards to be fitted to the door frame 5a, and they are integrated together.

In this state, as shown in FIG. 4, the locking nail of the locking mechanism 41 provided at intermediate positions in the vertical direction of the door frame 5a on both sides of the door body 7. The nail 42 is provided with a locking groove 44a of a lock 44 which is provided on the lower side and the upper side on both sides of the door body 7 by a biasing force of a spring (not shown). And thereby the door body 7 is integrated with the door frame 5a. On the other hand, in Figs. 6 (a) to 6 (c), when the integration of the door body 7 and the door frame 5a is disassembled to cope with the emergency escape condition, intermediate positions on both sides of the door frame 5a are released. The unlocking lever 43 provided in Fig. 6 rotates toward the outer side (door frame 5a) as shown in Fig. 6 (b), so that the locking groove 44a (see Fig. 10) of the door body 7 is rotated. The combined locking nail 42 is pulled toward the side with the door frame 5a against the spring as shown in Fig. 6 (a), and unlocked as shown in Fig. 6 (c). .

In addition, as indicated by reference numeral 48 in Figs. 6 (d) and 6 (e), the locking mechanism 45 of the door 5 is provided on the upper side and the lower side on both sides of the door frame 5a. As shown in Fig. 6 (e), the locking operation handle 46 in the opening frame 4 (not shown) is rotated by rotating the locking operation handle 46 from the downward locking position to the horizontal positions on the side having the door body 7. The locking nails 47 fitted in the door move out of the door frame 5a as shown in Fig. 6 (d), whereby the locked state is released. Here, when one side of the door 5 (the opposite side of the hinge 6) is pressed forward, the door 5 is opened to the door frame 5a with respect to the opening frame 4 via the hinge 6 about its axis. With which the opening 3 is opened. It is arranged in the storage of the door frame 5a of the locking mechanism 45 and the individual storage parts are usually closed with an open / close lid 48.

Next, Figures 13 and 14 illustrate another mode of emergency escape which allows passengers to move to another vehicle without having to leave the railroad car and get off the track. In particular, the openings 3 of the front end faces 2 of the head vehicle 1 and 1 ′ are located close together so that the doors 5 face each other with the door 5 fully open in the forward and lateral directions, A footrest 52 is arranged to connect between the footrest covers of the tip opening 3 of the lead vehicles 1 and 1 ', and the handrail chain 54 between the intermediate positions of the opening frames 4 and 4'. Connect it. Thus, passengers of the vehicle can move across the passage scaffold 52 to another vehicle 1 '.

In view of the above, the following effects can be achieved according to the present invention.

The railway vehicle door 5 structure provided in the opening part 3 in the end panel 2 of the railway vehicle has the door frame 5a which has the hinge 6 on one side, and the hinge 6 as an axis. It is possible to open and close axially in the lateral direction of the railway vehicle while serving, and to open and close axially in the front direction of the railway vehicle while the lower end 5b of the door frame 5a serves as an axis. And a door body 7 having a window 5c and a first footrest portion 12b covering the window 5c in the front fully open state of the door, and the door body 7 in the closed state of the door. A window opening 13 which is foldably foldable on the vehicle interior side of the door and is located on the vehicle interior side of the window 5c in the closed state of the door, and the window opening in the front fully open state of the door Extension having a second footrest portion 14b covering the portion 13 Characterized in that it comprises a plate (8).

According to the door structure for the railway vehicle of the present invention having the above-described configuration, since the door 5 is configured by integrating the door body 7, the door frame 5a, and the extension footrest 8 together, Its structure is simple compared to the prior art with a window in the door, and when the door is opened, the escape slopes open together as a door so that the escape slopes are not located in the passageway. In addition, since the door body 7 is openable in the forward and lateral directions, the doors of the two vehicles do not interfere with each other while the front ends of the two vehicles face each other closely, and thus are shown in FIGS. 13 and 14. As such, a relatively short passage scaffold can be arranged to bridge the vehicles to transport passengers between the vehicles. In addition, the window 5c of the door body 7 and the window openings 13 of the extension footrest 8 are opened in the closed state of the door, and the window 5c and the window openings 13 are also opened. It is covered by the first scaffolding portion 12b and the second scaffolding portion 14b, respectively, and constitutes an escape footing surface (slope) in the fully open state of the door, so that it can escape smoothly regardless of the presence or absence of a window. It becomes possible.

In particular, the door structure having the configuration described above has the following excellent effects.

The structure is simple compared to a conventional door structure having a window in the door, and since the escape slope portion is opened together with the door when the door is opened, the escape slope portion is not in the passage.

Because the doors open in the forward and lateral directions of the vehicle's tip surface, with the tips of the two vehicles facing close together, the doors of the two vehicles do not interfere with each other, and also transport passengers from one vehicle to another. A relatively short passage scaffold can be arranged to connect the vehicles.

Under normal conditions, the window opening of the door body and the window opening of the extended scaffold are completely open, so that the exterior view of the vehicle can be seen. On the other hand, in the emergency escape state, the window is covered by the first scaffolding part and the window opening part is covered by the second scaffolding part to constitute an escape passage, so that the window and the window opening part are smoothly present or not. You can escape.

During normal use, the opening, which is an entrance and exit, can be used as an entrance for emergency use, and in the event of an emergency, the escape slope can be smoothly formed manually without using power such as an engine or a motor.

Preferably, the present invention further has the following configuration.

(1) The first scaffolding portion 12b slides on the door body 7 by its own weight to cover the window 5c in the closed state of the door from the front fully open state of the door.

With this configuration, the doors of the first footrest portion 12b provided on the surface of the door body 7 on the inside of the vehicle between the window 5c and the lower part of the window do not have to use a moving mechanism such as a link mechanism in particular. It can move in synchronism with the rotation operation of the main body 7, and the structure is simple.

(2) Links 15 are further provided having one ends rotatably connected to the second scaffold 14b and the other ends rotatably connected to the door body 7, and the second scaffold 14b Is slidable by the link 15 on the extension scaffold 8 from the front fully open state to the closed state of the door.

With this configuration, the second footrest portion 14b provided on the surface of the extension footrest portion 8 on the inside of the vehicle is extended by the link 15 between the window opening portion 13 and the lower portion thereof, thereby extending the footrest portion. Since it moves in synchronization with the rotation operation of (8), the second footrest portion 14b can be reliably moved to the prescribed position.

(3) a pair of support links 17 having one ends rotatably connected to the door body 7 and the other ends connected to the door frame 5a by the towing means 19, and of the door body 7 A pair of auxiliary links 21 having one end portions rotatably connected to the ends in the width direction and the other ends provided with guide grooves 21c for guiding the support link 17 by sliding the support link 17. And a second pair of support links 23 having one end rotatably connected to the extension footrest 8 and the other end connected to the pair of support links 17 by a second towing means 24. .

With this configuration, in the front fully open state of the door, the door body 7 and the extension footrest 8 are made by using the support link 17 and the traction means 19 with the door body 7 tilted forward. And the extension footrest 8 rotates to the extension position of the door body 7, so that the support of the door body 7 and the extension footrest 8 in the rotating state can be ensured. In addition, when the passengers escape, the support link 17 and the towing means 19 serve as handrails to prevent the passengers from falling to the side, so that the passengers can escape safely, and also with the door body 7 The strength of the extended footrest 8 can be lowered to reduce the weight. In addition, when the door body 7 is inclined toward the front of the vehicle, and the extension footrest 8 rotates to the extended position of the door body 7, the support link 17 and the towing means 19 are connected to the door body. The rotational movements of the 7 and the extension footrest 8 are smoothly guided to the maximum opening position and the maximum rotational position to prevent sudden rotation of the door body 7 and the extension footrest 8, thereby making the door body 7 And the extended footrest portion 8 can be reliably guided to the maximum open position and the maximum rotational position.

It has an end fixed to the door body 7 and is provided at the central position in the longitudinal direction of the opening / closing operation traction means 26 for extending and opening the door body 7 forwardly, and the extension footrest 8. There is further provided a roller 28 for guiding the open / closed operation traction means 26, and a winding device 32 which is provided on the inside of the railway vehicle and which can wind the open / closed operation traction means 26. .

With this configuration, the door body 7 is inclined toward the front of the vehicle, and in the front fully open state of the door in which the extension footrest 8 rotates to the extended position of the door body, it is closed using the winding device 32. By winding only the operation traction chain 26, the extended footrest portion 8 in the rotated state is folded and placed continuously on the top of the surface of the door body 7 on the vehicle inner side, and the door body 7 Upside down, it is rotated upward to rise, it can be integrated into the door frame (5a) to be integrated together.

The footrest surface of the door main body 7 and the footrest surface of the extended footrest part 8 are anti-slip process.

With this configuration, the footing surfaces of the door body 7 and the extension footrest 8, through which passengers move, become less slippery, allowing passengers to escape safely.

(5) The door body 7 has a door side stopper 61, the first footrest portion 12b has a window cover side stopper 71, and the door side stopper 61 has a window cover side stopper. In combination with 71, the first footrest portion 12b is fixed at the position above the window 5c in the front fully open state of the door.

With this configuration, in the state where the first footrest portion 12b moves to the position on the window opening portion 13, the window cover side stopper 71 engages with the door side stopper 61, whereby the first Footrest 12b is supported at position 13 above the window.

(6) In the above-described configuration (5), the window cover side stopper 71 has a second stopper member 73 and a second spring 75 supporting the second stopper member 73, and the door side. The stopper 61 includes a first stopper member 63, a latch 67 for rotating the first stopper member 63 in a direction in which the first stopper member 63 engages with the second stopper member, and a first stopper member 63. And a first spring 66 biasing the first stopper member 63 to rotate the first stopper member 63 in a direction in which the stopper member 63 is spaced apart from the second stopper member 73. (67) rotates the first stopper member (63) so that the first stopper member (63) engages with the second stopper member (73) when the extension footrest (8) is positioned forward of the door body (7). And the extension footrest 8 is not located in front of the door body 7, the latch 67 does not operate but the first spring 66 is operated by the first and second stopper members 63 and. 73) The first stopper member 63 so that the sum is released to rotate the first stopper member 63 in a direction away from the second stopper member 73.

With this configuration, when the extended footrest portion 8 is located in front of the door body 7, the first stopper member 63 automatically engages with the second stopper member 73, and the first footrest portion 12b. ) Can be easily maintained in the position above the window 5c. In addition, when the state is restored to the closed state of the door from the front fully open state of the door, when the extended footrest portion 8 moves forward out of the position of the door body 7, the first and second stopper members ( The engagement between 63 and 73 is automatically released, so that the restoration operation can be easily performed from the front fully open state of the door to the closed state of the door backwards.

In the above, a description has been given of an embodiment of a railway vehicle door structure according to the present invention, and the railway vehicle door structure according to the present invention can be implemented in the following manner.

(1) In the embodiment described above, with the opening frame 4 fitted to the opening 3 of the end panel 2, the door 5 uses the hinge 6 to open the opening frame 4. Is openly attached thereto. However, the door can be directly attached to the opening 3 together with the door frame 5a.

(2) In the embodiment described above, even if the first scaffolding portion 12b of the door body 7 automatically moves by its own weight between the lower portions of the window opening and the lower portion thereof, the link mechanism 15 Alternatively, a similar one can be used to move the first scaffold 12b to the second scaffold 14b of the extended scaffold 8.

(3) Elongated grooves or slider grooves that can guide the pivot pin 17b may be used in place of the elongated holes 21c of the auxiliary link 21.

(4) The position of the window 5c provided in the door 5 is not particularly limited as long as the position is above the intermediate position in the vertical direction of the door 5.

1 lead vehicle (railway vehicle)
2 End panel of vehicle tip
3 openings
4 opening frame
5 door (hinge door)
5a door frame
Bottom edge of 5b door frame (5a)
5c windows
5d guide roller
6 hinge
7-door body (slope door)
7a Both edges of the door body (7)
8 extension footrest
9 axes
10 axis
11 panes
11b bilateral frame wall
12 scaffolding
12a bottom
12b first footrest
13 Openings for windows
13b, 13c U-shaped frame
14 scaffolding
14a bottom
14b second footrest
15 links
15a bracket
15b pivot pin
15c bracket
15d pivot pin
17 support link
17a pivot pin
17b pivot pin
18 bracket
19 towing chain
20 L-shaped bracket
20a pivot pin
21 Secondary Link
21a pivot pin
21c washed hole
22 bracket
23 2nd support link
24 second towing chain
25 railing chain
26 open / closed action towing chain
27 eye bolts
28 roller
29 Shock Absorber
30, 31 pulley
32 Tow chain winding
33 rotary motion member
41 locking mechanism
42 lock nail
44 rock
44a locking groove
45 locking mechanism
46 Locking Handle
47 lock nail
48 open / closed leads
51 coupler
52 aisle scaffold
53 footstool cover
54 railing chain
60 fixed mechanism
61 Door Stopper
62 Attachment Frame
63 L-type stopper member
Nail portion of the 63a stopper member 63
64 axes
65 shafts
65a, 65c locking member
66 spring
67 latch
68 bolt (nut)
69 protrusion
71 Window Cover Side Stopper
72 small attachment frame
73 I-type stopper member
73a Nail portion of the stopper member 73
74 axes
75 springs
76 guide member
77 volts (nut)

Claims (7)

  1. In the railway vehicle door structure provided in the opening in the end panel of the railway vehicle,
    A door frame having a hinge on one side;
    Pivotally open and closeable in the lateral direction of the railway vehicle while the hinge serves as an axis, openable in the axial rotation in the forward direction of the railway vehicle while the lower end of the door frame serves as an axis and A door body provided to be closed, comprising: a door body including a window and a first scaffold that slides on the door body to cover the window in a fully open state of the door;
    An extended scaffolding portion provided to be folded and stored on a vehicle inner side of the door body in a closed state of the door, wherein the window opening portion is located on the vehicle inner side of the window in a closed state of the door, and on the extended scaffolding portion. An extended scaffold having a second scaffold to cover the opening for the window in the front fully open state of the door;
    And the window is covered with the first scaffold in the front fully open state of the door, and the slope is formed by the window opening being covered with the second scaffold.
  2. The method according to claim 1,
    And the first scaffolding part slides on the door body by the weight of the first scaffolding part to cover the window from the closed state of the door to the front fully open state of the door.
  3. The method according to claim 1,
    And a link having one end rotatably connected to the second scaffold and the other end rotatably connected to the door body,
    And said second scaffold portion slides over the extended scaffold portion from the closed state of the door by the link to the front fully open state of the door.
  4. The method according to claim 1,
    A pair of support links each having one end rotatably connected to the door body and the other end connected to the door frame by the towing means;
    A pair of auxiliary links each having one end rotatably connected to an end in the width direction of the door body and the other end having a guide groove for guiding one of the pairs of support links by allowing the support link to slide;
    A railroad vehicle door structure further comprising a pair of second support links each having one end rotatably connected to the extended scaffold and the other end connected to one of the pair of support links by a second towing means. .
  5. The method according to claim 1,
    Opening / closing operation traction means for opening and closing the door body in a forward direction, having one end fixed to the door body;
    A roller provided at a central position in the longitudinal direction of the extended scaffold and for guiding the opening / closing operation traction means;
    The railway vehicle door structure further provided on the inside of the railway vehicle, and further comprising a winding device for winding an opening / closing operation towing means.
  6. The method according to claim 1,
    The footrest surface of the door body and the footrest surface of the extended footrest portion is a door structure for a railway vehicle, characterized in that the anti-slip treatment.
  7. The method according to claim 1,
    The door body has a door side stopper,
    The first footrest portion has a window cover side stopper,
    The door side stopper is coupled to the window cover side stopper to secure the first scaffold in the position above the window in the front fully open state of the door, characterized in that the railway vehicle door structure.
KR1020127002052A 2009-07-28 2010-07-28 Door structure for railway vehicle KR101379067B1 (en)

Priority Applications (3)

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JPJP-P-2009-174896 2009-07-28
JP2009174896A JP5495652B2 (en) 2009-07-28 2009-07-28 Rail vehicle door structure
PCT/JP2010/063140 WO2011013847A2 (en) 2009-07-28 2010-07-28 Door structure for railway vehicle

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KR20120123010A KR20120123010A (en) 2012-11-07
KR101379067B1 true KR101379067B1 (en) 2014-03-28

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EP (1) EP2459428B1 (en)
JP (1) JP5495652B2 (en)
KR (1) KR101379067B1 (en)
CN (1) CN102548826B (en)
TW (1) TWI402193B (en)
WO (1) WO2011013847A2 (en)

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KR20120123010A (en) 2012-11-07
TW201111208A (en) 2011-04-01
JP2011025852A (en) 2011-02-10
EP2459428B1 (en) 2019-09-18
CN102548826A (en) 2012-07-04
WO2011013847A3 (en) 2011-03-31
CN102548826B (en) 2015-01-28
EP2459428A2 (en) 2012-06-06
TWI402193B (en) 2013-07-21
JP5495652B2 (en) 2014-05-21
WO2011013847A2 (en) 2011-02-03

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