KR20220013146A - a footboard apparatus for railway vehicles - Google Patents

Abstract

The present invention relates to a foothold apparatus for railroad vehicles and, more specifically, to a foothold apparatus for railroad vehicles, capable of helping passengers to safely get on and off a railroad vehicle and enabling running for a route in which both a low floor platform and a high floor platform coexist, by forming a high floor foothold and a low floor foothold to be controllable on the floor of the railroad vehicle. The foothold apparatus for railroad vehicles includes: a high floor foothold comprising a sliding foothold installed in a lower part of the floor of a railroad vehicle to be slid from a lower part of a door in a horizontal direction with respect to a platform such that passengers using a high floor platform can easily get on and off the railroad vehicle, a guide part supporting the sliding motion of the sliding foothold, and a driving part moving the guide part forward and backward; and a low floor foothold installed apart from a lower part of the high floor foothold, and comprising upper and lower footholds slid in a horizontal direction such that passengers using a low floor platform can easily get on and off the railroad vehicle, a guide part supporting the sliding motion of the upper and lower footholds, and a driving part moving the guide part forward and backward.

Description

A footboard apparatus for railway vehicles}

The present invention relates to a scaffolding device for a railroad vehicle, and in particular, by forming a high-floor scaffold and a low-top scaffolding on the floor of a railroad vehicle so as to be controllable, it is possible to operate on both routes where a low-floor platform and a high-rise platform coexist, and to ensure safe boarding and disembarkation of passengers It relates to a scaffolding device for a railroad vehicle to achieve this.

In general, the door of the railroad car is formed to have a certain height from the ground, and a platform corresponding to the height of the door of the railroad car is installed at the station where the railroad car stops for passengers to get on and off through this door, and the passengers move from the platform to the railroad car. You can get on or off the vehicle through the door.

As such, there are two types of platforms installed at stations where railroad cars stop: a high platform with a relatively high height and a low platform with a relatively low height.

Accordingly, a separate movable scaffolding device is installed in the railroad vehicle so that passengers can easily get on and off the platform depending on the high-floor platform or the low-floor platform.

However, since the conventional scaffolding device for railroad vehicles has a structure that is simply fixed to the vehicle body, it is inconvenient to use the high-rise platform and the low-rise platform, and there is a problem in that it poses a risk to the boarding and alighting operations of the elderly and weak.

In addition, the conventional scaffolding device for a railroad vehicle moves vertically with respect to the vehicle body in order to eliminate a gap between the low-floor platform and the high-rise platform and the railroad vehicle, and at the same time moves horizontally against the platform. There is a problem that frequent malfunctions occur during control due to the complexity of the system.

Also, in the prior art, when a standing passenger stands inside the yellow line displayed on the front or rear of the high-floor scaffold, the scaffold does not operate, and the opening and closing of the elevator door linked to the scaffold is impossible, so that the smooth operation of the railroad vehicle is not made. There was no problem.

Publication No. 10-2013-0136285

Accordingly, the present invention has been devised to solve the above problems, and an object of the present invention is to quickly and easily control the high-rise platform and the low-floor scaffold for smooth operation on a high-speed rail vehicle route where a high-rise platform and a low-floor platform coexist. It is to provide a scaffolding device for railroad vehicles that helps passengers get on and off safely and diversifies railroad vehicle operation routes by forming the

In order to achieve the above object, the present invention is a scaffolding device for a railroad car, installed at the bottom of the railroad car so that passengers can easily get on and off the platform when using the elevated platform. a solid footrest comprising a sliding footrest for sliding operation, a guide unit for supporting the sliding operation of the sliding footrest, and a driving unit for moving the guide unit forward and backward; The upper and lower scaffolds are installed at intervals on the lower part of the high-rise platform and slide in the horizontal direction so that passengers can easily get on and off when using the low-rise platform, and a guide supporting the sliding operation of the upper and lower scaffolds. a low-floor footrest comprising a driving unit for forward and backward movement of the unit and the guide unit; It is characterized in that it includes.

According to the present invention, in the scaffolding device for a railroad vehicle, the sliding scaffold is formed of aluminum for rapid sliding operation and weight reduction, and an anti-slip part is formed on the upper surface.

In the scaffolding device for a railroad vehicle, the present invention is characterized in that the guide part is composed of a pair of guide rods and a guide frame connected to the other end of the guide rod.

The present invention relates to a scaffolding device for a railroad vehicle, wherein the driving unit of the high scaffolding and the low scaffolding includes a frame, a gear motor fixed through the frame to provide power, and a drive shaft formed to interlock with the rotational operation of the gear motor; , It is characterized in that it comprises a drive belt gear and a drive belt connecting the drive belt gear and a plurality of drive belt gear formed at a distance from each other so as to interlock with the drive shaft.

The present invention is a scaffolding device for a railway vehicle, characterized in that the upper scaffold and the lower scaffold are formed to form an integral body with each other through a bracket.

The present invention is characterized in that in the scaffolding device for a railway vehicle, the guide part of the low-floor scaffold is composed of a pair of guide rails and a pair of connecting frames.

The present invention is characterized in that in the scaffolding device for a railway vehicle, the guide frame is formed in a “C” shape to achieve a sliding operation without interference with other parts.

The present invention relates to a scaffolding device for a railroad vehicle, wherein, on one side of the gearmotor, it is possible to manually operate the high scaffolding and the low scaffolding in case of failure, and at the same time, there is a manual operation device that blocks the movement of the high scaffolding and the low scaffolding characterized in that it is formed.

In addition, the present invention can further provide a railroad vehicle having the scaffolding device.

The present invention as described above has the effect of reducing the time and cost due to the improved structural strength and easily minimized maintenance.

In addition, the present invention has the effect of preventing or minimizing malfunctions with a simple structure and shortening the boarding and disembarking time by allowing movement only in the horizontal direction between the low-floor platform and the high-rise platform and the railroad car, respectively.

In addition, the present invention can achieve the effect of preventing the delay of railroad vehicles due to the scaffolding by providing a scaffold that can operate smoothly even when standing passengers are standing on either the front or rear side of the high scaffolding.

1 is an exploded view of the main part of a solid scaffold according to a preferred embodiment of the present invention.
Figure 2 is a view schematically showing the state of use of the manual operation device of the solid platform according to the present invention.
Figure 3 is a view showing the coupled state of Figure 1;
FIG. 4 is a plan view of FIG. 3 .
5 is a plan view schematically showing a state in which the solid scaffold according to the present invention is withdrawn.
6 is an exploded view of the main part of a low-floor scaffold according to a preferred embodiment of the present invention.
7 is a view schematically showing a state of using the manual operation device of the solid footrest according to the present invention.
8 is a view showing the coupled state of FIG.
9 is a plan view schematically showing a state in which the low-floor scaffold according to the present invention is withdrawn.
FIG. 10 is a plan view of FIG. 8 .
11 is a sectional view of a main part of FIG. 10 .
12 is a plan view of FIG. 9 .
13 is a sectional view of a main part of FIG. 12 .
14 is a view schematically showing a state in which the scaffolding device according to the present invention is installed in a railway vehicle.
15 is a cross-sectional view taken along line AA of FIG. 14 .
16 is a cross-sectional view of a main part taken along line BB of FIG. 14 .
17 is a cross-sectional view taken along line CC of FIG. 15 .
18 is a view showing the use of the scaffolding device for a railroad vehicle in which the solid scaffolding is drawn out according to a preferred embodiment of the present invention.
19 is a view showing a state of use in which the low-floor scaffolding of the scaffolding device for a railroad vehicle according to a preferred embodiment of the present invention is withdrawn.

Hereinafter, a preferred embodiment according to the present invention will be described in more detail based on the accompanying drawings.

Here, in all the drawings below, components having the same function are omitted by using the same reference numerals, and repeated descriptions are omitted, and the terms to be described below are defined in consideration of the functions in the present invention, which have their own and commonly used meanings. should be interpreted as

1 to 17 , the scaffolding device 1000 for a railroad vehicle according to the present invention is largely divided into a high scaffolding 100 and a low scaffolding 200 .

The high-rise scaffolding 100 is installed at the bottom of the railroad car 2000 and sliding in the horizontal direction with respect to the platform based on the lower part of the door so that passengers can easily get on and off when using the high-rise platform. ) and a guide part 120 for supporting the sliding operation of the sliding footrest 110 and a driving part 130 for moving the guide part 120 forward and backward.

The sliding footrest 110 is driven in and out by the driving unit 130, and the maximum withdrawal length is adjustable with a parameter from 100 to 150 mm.

In addition, the sliding footrest 110 is formed of aluminum to reduce the weight and a quick sliding operation, and an anti-slip part 111 is formed on the upper surface.

Here, it is preferable to form the anti-slip part 111 to form an embossing or uneven shape using a rubber material.

Accordingly, it is possible to effectively prevent the passenger from slipping when boarding and alighting using the high-floor footrest 100 .

The guide part 120 includes a pair of guide rods 121 having one end connected to the sliding footrest 110 and a guide frame 122 connected to the other end of the guide rod 121 .

In addition, the guide rod 121 is preferably formed in a rod shape to improve strength, but is not limited thereto and may be formed in various shapes.

In addition, the guide frame 122 is preferably formed in a “C” shape to achieve a sliding operation without interference with other components inside the frame of the driving unit 130 .

Here, both ends of the guide frame 122 are coupled to the drive belt 135 of the drive unit 130 to be described below and move forward and backward in conjunction with the movement of the drive belt 135 .

The driving unit 130 includes a frame 131 for accommodating and supporting driving parts to slide the sliding footrest 110 and the guide unit 120, and is fixed through the frame 131 to provide power. A gear motor 132, a drive shaft 133 formed to interlock with the rotational operation of the gear motor 132, and a plurality of drive belt gears 134 formed at a distance from each other to interlock with the drive shaft 133, and and a drive belt 135 connecting the drive belt gear 134 .

The frame 131 is formed in a rectangular frame shape, and a sleeve bearing 131a having a structure capable of maintaining airtightness is formed on both sides of the front side.

Here, the sleeve bearing (131a) serves to support the sliding operation of the guide rod (121).

That is, the guide rod 121 is inserted into the sleeve bearing 131a and coupled to slide.

The gear motor (referring to a hydraulic motor of a type in which two or more gears are combined in a casing and the gears are rotated by hydraulic fluid) 132 detects the state of the electronic interlocking device and based on these input signals Encoder (not shown), which is a device that forms a telegram with the ) is connected using

In addition, the gear motor 132 can control the length of the sliding footrest 110 withdrawn by the encoder, and when the sliding footrest 110 is drawn out, it can be detected by the load of the motor without an additional device such as an obstacle detection sensor. It is possible.

For example, when the sliding footrest 110 is pulled out, if the load of the motor is set in advance, it is determined that an obstacle is preventing the sliding footrest 110 from being pulled out, so that a follow-up action can be taken.

A driving shaft coupling 133a is formed in the middle portion of the driving shaft 133 to interlock with the rotational operation of the gear motor 132 .

Here, the drive shaft coupling 133a serves to transmit the rotational power of the gear motor 132, which is a driving shaft, to the drive shaft 133, which is a driven shaft, and this drive shaft coupling 133a is a hydraulic coupling. ) or a fluid coupling, and the like, so a detailed description thereof will be omitted.

The drive belt gear 134 is formed at both ends of the drive shaft 133 and inside the front end portion of the frame 131 facing the drive shaft 133 at a distance from each other.

In addition, the drive belt 135 is formed to connect both ends of the drive shaft 133 and the drive belt gear 134 formed inside the front end of the frame 131 .

In addition, on one side of the gearmotor 132, a manual operation device 140 that allows manual operation in case of a failure of the solid platform 100 and blocks the movement of the solid platform 100 at the same time is connected and formed. .

The operation unit of the manual operation device 140 is formed on one side of the interior of the railway vehicle 2000 so as to control the gear motor 132 of the solid platform 100 when necessary.

The low-floor scaffold 200 is installed at an interval in the lower part of the high-rise scaffold 100, and when using the low platform, the upper scaffold 210 and the lower scaffold slide in the horizontal direction so that passengers can easily get on and off the platform. 220 and a guide part 230 for supporting the sliding operation of the upper footrest 210 and the lower footrest 220, and a driving unit 240 for moving the guide unit 230 forward and backward.

Here, the upper footrest 210 and the lower footrest 220 are formed to form an integral body with each other through a separate bracket (B), so that there is no shaking even when the passenger enters and exits the load.

In addition, the upper footrest 210 and the lower footrest 220 are formed of aluminum to reduce weight while performing a quick sliding operation, and anti-slip parts 211 and 221 are coated on the upper surface.

Here, it is preferable to form the anti-slip parts 211 and 221 to form an embossing or concave-convex shape using a rubber material.

Accordingly, it is possible to effectively prevent the passenger from slipping when getting on and off using the low-floor footrest 200 .

In addition, it is preferable that the upper footrest 210 and the lower footrest 220 are formed to have different pull-out lengths for safe and smooth boarding and alighting of passengers.

For example, the upper scaffold 210 has a length of about 200 mm to about 220 mm, and the length of the lower scaffold 220 with a length of about 495 mm to about 505 mm can form a step shape.

In addition, the extension length of the upper footrest 210 and the lower footrest 220 is controllable by the driving unit 240 .

That is, it is possible to control by an encoder (not shown) mounted on the gear motor 241 of the driving unit 240 to be described later, and it is possible to detect the load by the load of the motor without an additional device such as an obstacle detection sensor when withdrawing. do.

For example, the failure is sensed with a separate pressure switch (not shown) formed on the lower scaffold 220 until the upper scaffold 210 of the upper scaffold 210 and the lower scaffold 220 comes out, and the upper scaffold ( 210) is protruded, the failure is detected with the pressure switch + motor load.

Accordingly, when the operation of the upper footrest 210 and the lower footrest 220 is interrupted by a passenger or the like, an obstacle sensing function is activated to prevent injury to the passenger.

The guide part 230 includes a pair of left and right guide rails 231 connected to the lower footrest 220, and one side of the separate bracket B for connecting the upper footrest 210 and the lower footrest 220 ) and the tile side is composed of a pair of left and right connecting frames 232 that are coupled and interlock with the drive belt 244 of the drive unit 240 to be described later.

Here, both ends of the connection frame 232 are coupled to the drive belt 244 of the drive unit 240 to be described later and move forward and backward in conjunction with the movement of the drive belt 244, and in conjunction with this, the low-floor use The footrest 200 is moved in or out.

And the guide rail 231 is slidably coupled to the body of the railway vehicle.

The driving unit 240 includes a gear motor 241 providing power to slide the upper footrest 210 and the lower footrest 220, and a drive shaft formed to interlock with the rotational operation of the gearmotor 241 ( 242 , and a plurality of drive belt gears 243 formed at a distance from each other so as to interlock with the drive shaft 242 , and a drive belt 244 connecting the drive belt gear 243 .

The gear motor 241 detects the state of the electronic interlocking device, forms a telegram based on these input signals, and transmits it to a balise or a communication medium. ) (not shown) is mounted and connected using a planetary gear reducer (not shown) and various connecting devices (not shown).

In addition, the gear motor 241 can control the length of drawing out of the upper footrest 210 and the lower footrest 220 by an encoder, and an obstacle detection sensor when the upper footrest 210 and the lower footrest 220 are drawn out. It is possible to detect the load amount of the motor without additional devices such as.

A driving shaft coupling 242a is formed in an intermediate portion of the driving shaft 242 to interlock with the rotational operation of the gear motor 241 .

The drive belt gear 243 is formed at both ends of the drive shaft 242 .

The drive belt 244 is formed to connect the drive belt gears 243 formed at both ends of the drive shaft 243 .

In addition, on one side of the gear motor 241, it is possible to manually operate when the low-floor scaffold 200 fails and at the same time block the movement of the low-floor scaffold 200. The same as that formed in the high scaffold 100 A manual operation device 250 of configuration and function is connected and formed.

The manual operation device 250 may be formed on one side of the interior of the railway vehicle 2000 or one side of the frame of the low-floor scaffold 200 .

Accordingly, in the event of a failure of the low-floor scaffold 200, it is possible to manually close and then block the scaffold in the manual mode when the scaffold is opened using the manual handling and blocking selection device using the manual operation device 250.

In addition, guide rails (reference numerals not shown) for maintenance may be formed on both outer surfaces of the low-floor scaffold 200 .

Accordingly, during the maintenance work of the low-floor scaffold 200, it can be easily separated from the body of the railway vehicle through the maintenance guide rail.

Here, the guide rail for maintenance has a drawer-type structure with guide rollers, so that it can be easily pulled forward during maintenance of the low-floor scaffold 200 to be pulled out from the vehicle body.

In addition, the railway vehicle to which the high-floor scaffold 100 and low-floor scaffold 200 of the above configuration are applied may be flexibly operated regardless of the platform height (high/low platform).

In addition, in the present invention, an openable and openable cover is formed on the front side of the high-floor scaffold 100 and the low-floor scaffold 200 .

The cover is configured to open and close in conjunction with the withdrawal and retraction operations of the high-floor scaffold 100 and the low-floor scaffold 200 .

Since such a cover is applied in various forms, a detailed description thereof will be omitted.

The scaffolding device 1000 according to the present invention having such a configuration is installed for each elevator door of the railway vehicle 2000, and when an elevator door opening signal according to the high-floor platform or low-floor platform is applied, the high-rise scaffold 100 or the low-floor scaffold 200 is withdrawn, and when a signal to close the elevator door is applied, the high-floor scaffold 100 or the low-floor scaffold 200 operates as a system in which it is drawn in.

As shown in FIGS. 2 and 7 , the manual manipulation devices 140 and 250 include manipulation protrusions 141 and 251 having a rectangular shape at one end, and the manipulation protrusions 141 and 251 and It is composed of switches 142 and 252 and Bowden cables 143 and 253 that are formed integrally.

And the manipulation protrusions 141 and 251 and the switches 142 and 252 are configured to operate in three modes.

For example, in the case where the switches 142 and 252 are positioned at the top by turning the manipulation protrusions 141 and 251, the normal operation is in mode 1, and the switches 142 and 252 ) is positioned in the middle, as mode 2, the sliding footrest 110, the upper footrest 210, and the lower footrest 220 can be manually slid, and the switches 142 and 252 are set to the lowermost If it is located in the mode 3, after manually closing the sliding footrest 110, the upper footrest 210, and the lower footrest 220, it is in a state that can block the movement.

At this time, the switches 142 and 252 are configured to interlock according to the operation state of the operation protrusions 141 and 251 .

Here, the switches 142 and 252 are connected by Bowden cables 143 and 253, and are operated by turning the operation projections 141 and 251 with a separate operation key (not shown). it is preferable

The manual operation device 140, 250 having such a configuration is when the failure of the high-floor scaffold 100 or the low-floor scaffold 200 occurs, the sliding scaffold 110, the upper scaffold 210 and the lower scaffold ( 220) is opened or blocked.

Therefore, when the switches 142 and 252 are placed in mode 2, that is, in the middle, the sliding scaffold 110, the upper scaffold 210, and the lower scaffold 220 can be manually closed and then blocked.

At this time, when the sliding scaffold 110, the upper scaffold 210, and the lower scaffold 220 are closed, the switches 141 and 251 come into contact with the sliding scaffold 110, the upper scaffold 210 and the lower scaffold. The open or closed state of 220 can be checked.

And after confirming that the sliding footrest 110, the upper footrest 210, and the lower footrest 220 are completely closed, when the switches 142 and 252 are placed in mode 3, that is, at the bottom, the sliding footrest 110 ), it is possible to block the movement of the upper footrest 210 and the lower footrest 220 .

On the other hand, the present invention may further provide a railway vehicle 2000 having the scaffolding device 1000 .

The operating state of the present invention configured as described above will be described with reference to FIGS. 18 and 19 as follows.

First, when the railway vehicle 2000 installed with the scaffolding device 1000 according to the present invention is stopped at the platform of the station, as shown in FIG. 18 , the station platform information is transmitted from the railway vehicle 2000 to the high-rise scaffolding (100) and the low-floor scaffold 200 are drawn out.

For example, when the railroad car 2000 arrives at the station, if the platform corresponding to the elevator door is a high-rise, the controller (not shown) of the railroad car 2000 transmits a signal to withdraw the high-floor scaffold 100 .

At this time, the gear motor 132 constituting the driving unit 130 of the solid scaffold 100 is rotated and connected to the driving shaft 133, the driving belt gear 134, and the driving belt gear 134 in connection therewith. The drive belt 135 is rotated

At the same time, the guide frame 122 coupled to the driving belt 135 moves forward, and the guide rod 121 connected to the guide frame 122 in conjunction with this moves forward while the guide rod 121 is moved forward. The sliding scaffold 110 of the high scaffolding 100 connected to the is drawn out from the lower part of the elevator door of the railway vehicle to achieve smooth and stable entry and exit of the passengers.

In addition, when the railroad car 2000 arrives at the low-floor platform of the station, the control unit transmits a signal to withdraw the low-floor scaffold 200 .

At this time, the gear motor 241 constituting the driving unit 240 of the low-floor scaffold 200 is rotated and interlocked with the driving shaft 242, the driving belt gear 243, and the driving belt gear 243. The connecting drive belt 244 is rotated

At the same time, the connecting frame 232 coupled to the driving belt 244 moves forward, and in conjunction with this, the low-floor footrest 200 integrally coupled with the bracket B connected to the connecting frame 232. As shown in FIG. 19 , the upper footrest 210 and the lower footrest 220 are drawn out from the lower part of the elevator door of the railroad car to achieve smooth and stable getting on and off the passengers.

Therefore, according to the present invention, it is possible to flexibly operate a railway vehicle regardless of the height of the platform (high/low-floor platform) through such an action.

The present invention described above is not limited by the above-described embodiments and the accompanying drawings, and various substitutions, modifications, and changes to other equivalent embodiments are possible without departing from the technical spirit of the present invention. It will be apparent to those of ordinary skill in the art to which the present invention pertains.

1000: scaffolding device for railroad vehicles 100: high scaffolding
110: sliding footboard 111: non-slip part
120: guide part 121: guide rod
122: guide frame 130: driving unit
131: frame 131a: sleeve bearing
132: gear motor 133: drive shaft
133a: drive shaft coupling 134: drive belt gear
135: drive belt 140, 250: manual operation device
141, 251: operation key 142, 252: switch
143, 253: Bowden cable 200: low-floor scaffold
210: upper footrest 220: lower footrest
230: guide part 231: guide rail
232: connection frame 240: drive unit
241: gear motor 242: drive shaft
242a: drive shaft coupling 243: drive belt gear
244: drive belt 2000: railway vehicle

Claims (9)

In the scaffolding device for a railway vehicle,
A sliding footrest installed at the bottom of the railroad car and sliding in the horizontal direction with respect to the platform based on the lower part of the door so that passengers can easily get on and off when using the elevated platform, and a guide part that supports the sliding operation of the sliding footboard And a solid footrest comprising a driving unit for moving the guide unit forward and backward;
The upper and lower scaffolds are installed at intervals on the lower part of the high-rise platform and slide in the horizontal direction so that passengers can easily get on and off when using the low-rise platform, and a guide supporting the sliding operation of the upper and lower scaffolds. a low-floor footrest comprising a driving unit for forward and backward movement of the unit and the guide unit; A scaffolding device for a railroad vehicle comprising a. The method of claim 1,
The sliding scaffold is formed of aluminum for quick sliding operation and weight reduction, and an anti-slip part is formed on the upper surface. The method of claim 1,
The guide unit comprises a pair of guide rods and a guide frame connected to the other end of the guide rod. The method of claim 1,
The driving unit of the high-floor scaffold and the low-floor scaffold includes a frame, a gear motor fixed through the frame to provide power, a drive shaft formed to interlock with the rotational operation of the gear motor, and spaced apart from each other to interlock with the drive shaft A scaffolding device for a railroad vehicle, comprising: a plurality of drive belt gears formed therein; and a drive belt connecting the drive belt gears. The method of claim 1,
The scaffolding device for a railroad vehicle, characterized in that the upper scaffold and the lower scaffold are formed to form an integral body with each other through a bracket. The method of claim 1,
The guide part of the low-floor scaffolding device for a railroad vehicle, characterized in that it consists of a pair of guide rails and a pair of connecting frames. 4. The method of claim 3,
The guide frame is a scaffolding device for a rolling stock, characterized in that it is formed in a “C” shape to achieve a sliding operation without interference with other parts. 5. The method of claim 4,
On one side of the gearmotor, a manual operation device for blocking the movement of the high-floor scaffold and the low-floor scaffold while allowing manual operation in case of failure of the high-floor scaffold and the low-top scaffold is formed. . A railroad vehicle provided with the scaffolding device according to any one of claims 1 to 6.

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