JP7641128B2 - Manual door release devices, railway vehicle door devices - Google Patents

Description

The present invention relates to a manual door release device and a railway vehicle door device.

A railway vehicle door device is equipped with a door body and a locking mechanism that locks the door body in a closed position. While the vehicle body is moving, the door body controls the locking mechanism to lock the door device so that it will not open unexpectedly, ensuring the safety of passengers. However, since it may be necessary to open the door body in an emergency, there are manual unlocking devices that manually unlock a locked locking mechanism. Such manual unlocking devices are sometimes called EVAC (emergency evacuation).

When a passenger presses a button or the like located near the door body, a request signal requesting unlocking of the door body is sent to the door device. When the door device confirms that the vehicle speed is below a certain speed, it drives an actuator that had locked the operation of a lever located near the door body, allowing the lever to be operated. Passengers use the lever to manually operate the locking mechanism to mechanically unlock the door. In this way, EVAC is designed so that passengers can only use the manual unlocking device when it is safe to open the door.

Japanese Patent Application Publication No. 07-096834

With the above technology, if a desperate passenger in an emergency were to use excessive force to operate the lever, the actuator that locks the lever could be damaged, and in some cases, the door itself could be unlocked while the vehicle is moving.

The present invention aims to achieve the objective of solving the above problems.

(1) A manual door release device according to one aspect of the present invention comprises:
a locking mechanism that locks a door leaf that moves to open and close a boarding/alighting door of a railroad vehicle by a driving force from a driving source when the door leaf is in a fully closed position;
An operation unit that is manually operated;
a force accumulation unit that accumulates a predetermined amount of the operating force generated by the manual operation;
an unlocking unit that transmits the predetermined amount of force stored in the force storage unit to unlock the lock mechanism;
Equipped with
The force storage unit includes a restricting unit that restricts the transmission of the predetermined amount of force to the unlocking unit, and when a release signal is received, the restricting unit is driven to release the restriction, allowing the predetermined amount of force to be transmitted to the unlocking unit, thereby unlocking the locking mechanism;
The operation unit includes:
An inside operation unit that can be operated from inside the vehicle;
An exterior operation unit that can be operated from outside the vehicle;
Including,
The force storage unit is
an interior force storing unit that stores a force generated when the interior operation unit is operated;
an exterior force storing unit that stores a force generated when the exterior operation unit is operated;
Including,
the unlocking unit includes a cylinder and a piston, and the piston is connected to receive an output from the vehicle interior force storage unit and an output from the vehicle exterior force storage unit;
a detection unit is provided that detects that a force is accumulated in the force accumulation unit by the operation of the operation unit,
The detection unit issues a signal to request unlocking based on a detection result that force has been stored in the force storage unit of one or both of the independently operable interior operation unit or exterior operation unit.
A manual door release device according to one aspect of the present invention includes a locking mechanism that locks a door leaf that moves to open and close a boarding/alighting door of a railway vehicle by a driving force from a driving source when the door leaf is in a fully closed position;
An operation unit that is manually operated;
a force accumulation unit that accumulates a predetermined amount of the operating force generated by the manual operation;
an unlocking unit that transmits the predetermined amount of force stored in the force storage unit to unlock the lock mechanism;
Equipped with.

According to one aspect of the manual door release device of the present invention, the force can be absorbed by the force storage unit, so the unlocking unit will not break even if the operating unit is operated with a strong force.

The above- described manual door release device is
The force storage unit includes a restricting unit that restricts the transmission of the predetermined amount of force to the unlocking unit, and when a release signal is received, the restricting unit is driven to release the restriction, allowing the predetermined amount of force to be transmitted to the unlocking unit, thereby unlocking the locking mechanism.
It is possible.

The above- described manual door release device is
The operation unit includes:
An inside operation unit that can be operated from inside the vehicle;
An exterior operation unit that can be operated from outside the vehicle;
Including,
The force storage unit is
an interior force storing unit that stores a force generated when the interior operation unit is operated;
an exterior force storing unit that stores a force generated when the exterior operation unit is operated;
Including,
It is possible.

The above- described manual door release device is
the unlocking unit includes a cylinder and a piston, and the piston is connected to receive the output of the vehicle interior force storage unit and the output of the vehicle exterior force storage unit.
It is possible.

( 2 ) The manual door release device described in ( 1 ) above,
the unlocking unit has a synchronization mechanism that synchronizes a movement of the piston caused by the transmitted output of the vehicle interior force storage unit with a movement of the piston caused by the transmitted output of the vehicle exterior force storage unit.
It is possible.

( 3 ) The manual door release device described in ( 1) above,
The force storing unit is capable of storing force by a biasing force of a spring.
It is possible.

( 4 ) The manual door release device described in ( 3 ) above,
The unlocking unit includes a cylinder and a piston, and a spring is provided to return the position of the piston and the position of the spring of the force storing unit to positions before force storage.
It is possible.

( 5 ) The manual door release device according to ( 1 ) above,
The regulating portion is
a latch lever that restricts the transmission of the force stored in the force storage unit to the unlocking unit;
an actuator that drives the latch lever to release the restriction on transmission to the unlocking unit;
Including,
It is possible.

( 6 ) The manual door release device according to ( 5 ) above,
The unlocking unit includes a piston to which the output of the force storing unit is transmitted, and a cylinder into which the piston is inserted so as to be capable of reciprocating motion.
The piston is provided with a hook portion,
A hook portion capable of being hooked onto the hooked portion is formed on one end of the latch lever.
It is possible.

( 7 ) The manual door release device according to ( 5 ) above,
A roller is provided at the other end of the latch lever, and the actuator in contact with the roller rotates the roller to release the restriction on the transmission of the force stored in the force storage unit to the unlocking unit.
It is possible.

( 8 ) The manual door release device according to ( 7 ) above,
The unlocking unit includes a piston to which the output of the force storing unit is transmitted, and a cylinder into which the piston is inserted so as to be capable of reciprocating motion.
The piston has a first hook portion and a second hook portion,
the latch lever is provided as a pair so as to be hooked to the first hook portion and the second hook portion so as to sandwich the piston,
The rollers are provided at the other ends of the pair of latch levers so as to be in contact with the actuator so as to sandwich the actuator therebetween.
It is possible.

(9) The manual door release device according to (1) above,
The force storage unit includes a cylinder and a rod.
The cylinder of the unlocking unit and the cylinder of the force storing unit are positioned in parallel.
It is possible.
( 10 ) The manual door release device according to any one of (1) to ( 9 ) above,
A detection unit is provided that detects that a force is stored in the force storage unit by the operation of the operation unit.
It is possible.

a door leaf that moves to open and close a boarding/alighting door of a railroad car by a driving force from a driving source;
a locking mechanism that locks the door leaf when the door leaf is in a fully closed position;
An operation unit that is manually operated;
a force accumulation unit that accumulates a predetermined amount of the operating force generated by the manual operation;
an unlocking unit that transmits the predetermined amount of force stored in the force storage unit to unlock the locking mechanism;
Equipped with
Railway vehicle door equipment.

In a railway vehicle door device according to one aspect of the present invention, the force can be absorbed by the force storage unit, so the unlocking unit will not break even if the operating unit is operated with a strong force.

According to the present invention, the force stored in the force storage unit through an emergency operation activates the unlocking unit, which releases the locking mechanism, and the door can be unlocked. Therefore, even if the operating unit is pulled with a strong force, the force can be absorbed by the force storage unit, and the unlocking unit will not break.

1 is a schematic diagram showing a door on which a manual door release device according to a first embodiment of the present invention is arranged, as viewed in the vehicle width direction; 1 is a top view showing a first embodiment of a manual door release device according to the present invention; FIG. 1 is a top cross-sectional view showing a first embodiment of a manual door release device according to the present invention; FIG. 4 is a perspective view showing a cross section taken along the line IV-IV in FIG. 2. 3 is a perspective view showing a cross section taken along the line VV in FIG. 2. FIG. 4 is an axial cross-sectional view showing a second embodiment of a manual door release device according to the present invention. FIG. 7 is a view showing FIG. 6 as viewed in the axial direction. FIG. 4 is an axial cross-sectional view showing a second embodiment of a manual door release device according to the present invention. FIG. 4 is an axial cross-sectional view showing a second embodiment of a manual door release device according to the present invention. FIG. 10 is a view showing FIG. 9 as viewed in the axial direction.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A first embodiment of a manual door release device according to the present invention will be described below with reference to the drawings.
Fig. 1 is a schematic diagram of the vicinity of the boarding/alighting door of a railway vehicle where a manual door release device of this embodiment is arranged, viewed in the vehicle width direction. Fig. 2 is a top view showing the manual door release device of this embodiment. Fig. 3 is a top sectional view showing the manual door release device in a plane parallel to Fig. 2 at a position deeper in the paper than Fig. 2. Fig. 4 is a perspective view showing the manual door release device of this embodiment, showing a cross section taken along the arrows IV-IV in Fig. 2. Fig. 4 is a perspective view showing the manual door release device of this embodiment, showing a cross section taken along the arrows V-V in Fig. 2. In the figures, reference numeral 100 denotes a manual door release device.

In the following embodiment, an example of a railway door device equipped with a pair of doors that open and close the boarding and alighting entrance of a railway car (vehicle) will be described. Note that in the following description, expressions indicating relative or absolute arrangements, such as "parallel," "orthogonal," "center," and "coaxial," do not only mean such arrangements strictly, but also include a state in which there is a relative displacement with a tolerance or an angle or distance that provides the same function. Note that in the drawings used in the following description, the scale of each component has been appropriately changed to make each component large enough to be recognized.

The manual door release device 100 according to this embodiment is disposed above the entrance/exit 105 as shown in FIG.
As shown in Figure 1, the manual door release device 100 of this embodiment has a door leaf 10 that moves to open and close the boarding and alighting entrance 105 of a railway vehicle by a driving force from a driving source not shown, a locking mechanism 110 that locks the door leaf 10 when the door leaf 10 is in the fully closed position, and an operating unit 120 that enables the lock by the locking mechanism 110 to be released by manual operation.

In the following explanation, an X, Y, Z Cartesian coordinate system will be used as necessary. The Y direction coincides with the width direction of the vehicle. The X direction coincides with the front-rear direction of the vehicle. The Z direction indicates the height direction of the vehicle (direction of gravity) that is perpendicular to the Y and X directions. In the following explanation, the Y, X, and Z directions will be explained with the arrows in the figures as the plus (+) side and the opposite side to the arrows as the minus (-) side. The +Y side corresponds to the inside in the vehicle width direction, and the -Y side corresponds to the outside in the vehicle width direction. The +Z side corresponds to the upper side in the direction of gravity, and the -Z side corresponds to the lower side in the direction of gravity.

1, the manual door release device 100 includes an operation unit 120 for manually releasing the lock of the lock mechanism 110. The operation unit 120 includes an interior operation unit 121 that can be operated from inside the vehicle, and an exterior operation unit 122 that can be operated from outside the vehicle. The interior operation unit 121 and the exterior operation unit 122 are operating handles that can be manually operated, and the operating force can be transmitted by wires 123 and 124, respectively.
The locations of the inside-car operation unit 121 and the outside-car operation unit 122 are not particularly limited as long as they are located in a position that allows operability to be maintained in possible situations, such as by passengers, crew members, and station staff in an emergency.

As shown in FIGS. 2 to 5, the manual door release device 100 includes a force accumulation unit 130 and an unlocking unit 150.
The force accumulation unit 130 includes an interior force accumulation unit 131 that accumulates force produced by operating the interior operation unit 121, an exterior force accumulation unit 132 that accumulates force produced by operating the exterior operation unit 122, and a restriction unit 140. The interior force accumulation unit 131 accumulates a predetermined amount of force produced by manual operation within a range in which a spring 68 (described later) can accumulate force. The exterior force accumulation unit 132 accumulates a predetermined amount of force produced by manual operation within a range in which a spring 78 (described later) can accumulate force.
2 to 5 show a state in which the door leaf 10 is closed and the lock mechanism 110 locks the door leaf 10. FIG.

As shown in Figures 2 to 5, the manual door release device 100 has a link 1, a block 2, a rod 3, a rod 4, a base 5, a cylinder 6, a cylinder 7, an actuator 14, latch levers 11 and 12, and switches 161 to 164.
The link 1 is disposed such that its axial direction coincides with the X direction. One end of the link 1 is connected to an unlocking lever of the lock mechanism 110. The other end 1b of the link 1 is connected to the block 2.
The link 1 moves together with the block 2 in the −X direction to unlock the lock mechanism 110 .

The block 2 is disposed in a position in the +X direction with respect to the base 5 .
The block 2 has a central portion 21 extending in the X direction, and arm portions 22 and 23 each extending in the Y direction from the +X direction end of the central portion 21. The block 2 has a T-shape when viewed in the Z direction.

The block 2 is capable of reciprocating in the X direction relative to the base 5 at a central portion 21 which is the central position in the Y direction.
The block 2 is in contact with the rod 3 at its end position in the +Y direction at the arm portion 22 so as to be able to move back and forth in the X direction. The end of the arm portion 22 in the +Y direction is connected to the base 5 via links 62a and 62b as a synchronization mechanism that synchronizes the movement in the X direction. The links 62a and 62b are rotatably connected to each other, the arm portion 22, and the base 5 by rotation shafts each having a rotation axis along the Y direction.

The block 2 is in contact with the rod 4 at the arm portion 23, which is the end position in the -Y direction, so as to be able to move back and forth in the X direction. The -Y direction end of the arm portion 23 is connected to the base 5 via links 72a and 72b, which serve as a synchronization mechanism that synchronizes movement in the X direction. The links 72a and 72b are rotatably connected to each other, the arm portion 23, and the base 5 by rotation shafts each having a rotation axis along the Y direction.
The base 5 is provided with detection units (switches) 161-164 that detect when force is accumulated in the force accumulation unit 130 by operation of the operation unit 120. The switches 161-164 are fixed to the base 5, and are turned ON by the cylinder ends 65, 75 and wire fixing units 66, 76.

The axial direction of the rod 3 coincides with the X direction, and the rod 3 is capable of reciprocating in the X direction relative to each of the block 2 and the base 5. The rod 3 is disposed such that its axial direction is parallel to the X direction in which the central portion 21 extends.
The end of the rod 3 in the +X direction passes through a through hole formed in the arm portion 22 of the block 2. The end of the rod 3 in the +X direction has a stopper 3a that is enlarged in diameter so as to prevent the rod 3 from coming out of the through hole of the arm portion 22.
The −X direction end of the rod 3 is inserted into the cylinder 6. The −X direction end of the rod 3 is connected to a spring 68 as described later.

The axial direction of the cylinder 6 coincides with the X direction, and the cylinder 6 is supported by the base 5 so as to be capable of reciprocating in the X direction. The cylinder 6 is disposed in the base 5 so as to be movable in the axial direction within an X-direction through hole formed in a portion 5a located in the +Y direction.
A spring 68 is housed inside the cylinder 6 so that the axial directions of the spring 68 and the spring 68 coincide with each other.
A cylinder end 65 is fixed to the −X end of the cylinder 6, closing the axial end. A wire fixing portion 66 is provided on the cylinder end 65 at a position further toward the −X direction in the axial direction of the cylinder 6.

A through hole is provided at the +X end of the cylinder 6, and the rod 3 passes through this through hole. The rod 3 is inserted into the cylinder 6 from the through hole in the -X direction. The cylinder 6 and rod 3 are capable of reciprocating in the X direction so that their axial directions are aligned. The +X end of the rod 3 protrudes axially from the inside of the cylinder 6 to the outside, passing through the block 2. A spring 68 is connected inside the +X end of the cylinder 6.

The arm portion 22 of the block 2, the rod 3, the cylinder 6, the spring 68, the cylinder end portion 65, and the wire fixing portion 66 constitute an interior force storing portion 131 which receives the operating force from the interior operating portion 121 and stores it.
In the force accumulating section 130 , the vehicle interior force accumulating section 131 is capable of accumulating force by the biasing force of the spring 68 .

The rod 4 has an axial direction that coincides with the X direction, and is capable of reciprocating in the X direction relative to each of the block 2 and the base 5. The rod 4 is disposed such that its axial direction is parallel to the X direction in which the central portion 21 extends.
The end of the rod 4 in the +X direction passes through a through hole formed in the arm portion 23 of the block 2. The end of the rod 4 in the +X direction has a stopper 4a that is enlarged in diameter to prevent the rod 4 from coming out of the through hole of the arm portion 23.
The −X direction end of the rod 4 is inserted into the cylinder 7. The −X direction end of the rod 4 is connected to a spring 78 as described later.

The cylinder 7 has an axial direction that coincides with the X direction, and is supported by the base 5 so as to be capable of reciprocating in the X direction. The cylinder 7 is disposed so as to be movable in the axial direction within an X-direction through-hole formed in a portion 5b of the base 5 that is located in the -Y direction.
A spring 78 is housed inside the cylinder 7 so that their axial directions coincide with each other.
A cylinder end 75 is fixed to the −X end of the cylinder 7, closing the axial end. A wire fixing portion 76 is provided on the cylinder end 75 at a position further toward the −X direction in the axial direction of the cylinder 7.

A through hole is provided at the +X end of the cylinder 7, and the rod 4 passes through this through hole. The rod 4 is inserted into the cylinder 7 from the through hole in the -X direction. The cylinder 7 and rod 4 are capable of reciprocating in the X direction so that their axial directions are aligned. The +X end of the rod 4 protrudes axially from the inside of the cylinder 7 to the outside, and passes through the block 2. A spring 78 is connected inside the +X end of the cylinder 7.

The arm portion 23 of the block 2, the rod 4, the cylinder 7, the spring 78, the cylinder end portion 75, and the wire fixing portion 76 constitute an exterior force storing portion 132 which receives the operating force from the exterior operating portion 122 and stores it.
In the force accumulation section 130 , the vehicle exterior force accumulation section 132 is capable of accumulating force by the biasing force of the spring 78 .

When the force storage unit 130 receives a release signal, which may be a signal sent from a higher-level device or a conductor, etc., or which includes a state during a power outage, it drives the restricting unit 140 to release the restriction, allowing a predetermined amount of force to be transmitted to the unlocking unit 150, thereby unlocking the locking mechanism 110.

The restricting unit 140 includes latch levers 11 and 12 that restrict the transmission of the force stored in the force storing unit 130 to the unlocking unit 150, and an actuator 14 that drives the latch levers 11 and 12 to release the restriction on transmission to the unlocking unit 150.

The unlocking unit 150 transmits a predetermined amount of force stored in the force storage unit 130 to release the lock of the lock mechanism 110 .
The unlocking section 150 includes a rod 3, a rod 4, a block 2, and a link 1.
The unlocking unit 150 also includes a cylinder 151, a piston 152, and a spring 153. In the unlocking unit 150, the cylinder 151 and the piston 152 are provided coaxially. The piston 152 is capable of reciprocating in the X direction relative to the cylinder 151. The reciprocating movement of the piston 152 in the X direction relative to the cylinder 151 enables the block 2 to reciprocate in the X direction relative to the base 5.

The cylinder 151 is formed in the base 5. The cylinder 151 is formed in a central position in the Y direction of the base 5. A spring 153 is housed inside the cylinder 151. A piston 152 is coaxially inserted into the cylinder 151.
Cylinder 151 is provided in parallel to cylinders 6 and 7. Cylinder 6 is positioned parallel to cylinder 151 in close proximity to it in the +Y direction. Cylinder 7 is positioned parallel to cylinder 151 in close proximity to it in the -Y direction. Cylinder 6 and cylinder 7 are each independently movable in the X direction relative to cylinder 151.

The piston 152 is formed in the block 2. The piston 152 connects the vehicle interior force storing portion 131 and the vehicle exterior force storing portion 132 so that force can be transmitted to the link 1.
The piston 152 is disposed such that its axis direction is parallel to the X direction in which the central portion 21 of the block 2 extends.
A spring 153 is in contact with the end of the piston 152 in the −X direction.
The unlocking section 150 has link sections 62 , 72 as a synchronization mechanism that synchronizes the movement of the piston 152 due to the transmitted output of the interior force accumulator 131 and the movement of the piston 152 due to the transmitted output of the exterior force accumulator 132 .

The piston 152 has a first hooked portion 152a and a second hooked portion 152b. The piston 152 has grooves 152a and 152b as hooked portions formed on the outer periphery thereof.
The grooves 152a and 152b are symmetrically disposed at positions above and below in the Z direction on the outer periphery of the piston 152. The grooves 152a and 152b extend in the circumferential direction of the piston 152. In other words, the grooves 152a and 152b are formed on the outer periphery of the piston 152 in such a manner that recessed ridges are intermittently formed in the circumferential direction.
The grooves 152a and 152b have a smoothly inclined slope shape so that the claws 11b and 12b of the latch levers 11 and 12 are pushed up by the movement of the piston 152 in the X direction, as will be described later.

The latch levers 11, 12 are provided above and below the cylinder 151 on the base 5 in the Z direction. The latch lever 11 is provided along the X direction at an upper position in the Z direction of the cylinder 151 on the base 5. The latch lever 12 is provided along the X direction at a lower position in the Z direction of the cylinder 151 on the base 5.
The latch lever 11 and the latch lever 12 have the same shape and are disposed at positions symmetrical to each other in the Z direction with respect to the axis of the cylinder 151 .

The latch levers 11, 12 are installed on the base 5 so as to be rotatable by the rotation shafts 11a, 12a. The rotation shafts 11a, 12a are both disposed in positions slightly in the -X direction from the center positions of the latch levers 11, 12 in the X direction. The rotation shafts 11a, 12a extend in the Y direction and are disposed parallel to each other. The rotation shafts 11a, 12a are perpendicular to the axis of the cylinder 151 when viewed in the Z direction. The rotation shafts 11a, 12a are disposed so as to overlap when viewed in the Z direction.
The latch lever 11 and the latch lever 12 are capable of rotating symmetrically about rotation axes 11a and 12a.

The latch levers 11 and 12 are provided as a pair such that a first hooking portion (claw) 11b and a second hooking portion (claw) 12b can be hooked onto a first hooked portion (groove) 152a and a second hooked portion (groove) 152b so as to sandwich the piston 152.
At the end (one end) in the +X direction of the latch levers 11, 12, claws 11b, 12b are formed as hooking portions to be hooked into the grooves 152a, 152b as hooked portions.

Rollers 13a and 13b are provided at the -X direction ends (other ends) of the latch levers 11 and 12. In the latch lever 11, the claw 11b and roller 13a are provided at the ends opposite each other with respect to the rotating shaft 11a. In the latch lever 12, the claw 12b and roller 13b are provided at the ends opposite each other with respect to the rotating shaft 12a.

The rollers 13a, 13b are provided at the ends (other ends) of the pair of latch levers 11, 12 in the -X direction so as to be in contact with the actuator rod 14a and sandwich the actuator rod 14a therebetween.
The rollers 13a and 13b have the same shape and are disposed at positions symmetrical in the Z direction with respect to the axis of the cylinder 151. The rollers 13a and 13b face each other. The rollers 13a and 13b are spaced apart from each other by a distance that allows the actuator rod 14a of the actuator 14 to be inserted therebetween.

The actuator 14 can move the actuator rod 14a back and forth in the X direction, which is the axial direction. The actuator 14 is, for example, an electric solenoid. When the actuator 14 moves the actuator rod 14a in the +X direction, it comes into contact with the rollers 13a and 13b. When the actuator 14 moves the actuator rod 14a in the -X direction, it moves away from the rollers 13a and 13b. When the actuator rod 14a moves in the X direction, the rollers 13a and 13b rotate in opposite directions.

The actuator 14 extends and lengthens the actuator rod 14a so that it moves in the +X direction.
The actuator rod 14a is positioned between the rollers 13a and 13b and in contact with them. At this time, the angles of the latch levers 11 and 12 around the rotation axes 11a and 12a are determined so that the rollers 13a and 13b are spaced apart from each other. Then, the claws 11b and 12b approach each other.

As a result, claw 11b enters and comes into contact with groove 152a. Claw 11b is hooked into groove 152a. Similarly, claw 12b enters and comes into contact with groove 152b. Claw 12b is hooked into groove 152b. In this state, piston 152 is pressed down from both sides in the Z direction by claws 11b and 12b, and neither claw 11b nor claw 12b can come out of grooves 152a, 152b.
Therefore, the movement of the piston 152 in the X direction is restricted, and therefore the movement of the block 2 integrated with the piston 152 in the X direction is also restricted.

The actuator 14 retracts and retracts the actuator rod 14a so as to move in the -X direction.
As a result, actuator rod 14a, which has moved in the -X direction, shifts in the -X direction from the position between rollers 13a and 13b and is no longer in contact with them.
The rollers 13a and 13b are no longer restricted by the actuator rod 14a, and the latch levers 11 and 12 rotate about the rotation shafts 11a and 12a so as to approach each other. Then, the claws 11b and 12b move away from each other.

As a result, pawl 11b moves outward from groove 152a in the +Z direction and is released from contact. Similarly, pawl 12b moves outward from groove 152b in the -Z direction and is released from contact. In this state, pawl 11b and pawl 12b are both out of grooves 152a and 152b. Also, piston 152 is separated from pawl 11b and pawl 12b.
Therefore, the movement of the piston 152 in the X direction is not restricted, and the movement of the block 2 integrated with the piston 152 in the X direction is also not restricted.

In this way, the actuator 14 rotates the roller with the actuator rod 14a, thereby releasing the restriction on the transmission of the force stored in the force storage unit 130 to the unlocking unit 150.

In the manual door release device 100 of this embodiment, the link 1, whose tip is connected to the unlocking lever of the lock mechanism 110, is pulled in the -X direction to unlock the door leaf 10. Here, the movement of the link 1 is linked to the movement of the EVAC block 2 to which the other end 1b is connected. The rods 3 and 4 that pass through the block 2 are subjected to the spring forces of springs 68 and 78 inside cylinders 6 and 7 that are guided by a base 5.

Cylinder ends 65, 75 are fixed to the cylinders 6, 7, and are moved by being pulled in the -X direction by wires (wire cables) 123, 124 connected to the inside operation unit 121 or the outside operation unit 122, which are connected to the wire fixing parts 66, 76, respectively.

The vehicle interior force storage unit 131 moves by pulling the cylinder 6 in the -X direction via a wire (wire cable) 123 when the vehicle interior operation unit 121 is operated. The vehicle exterior force storage unit 132 moves by pulling the cylinder 7 in the -X direction via a wire (wire cable) 124 when the vehicle exterior operation unit 122 is operated. The vehicle interior force storage unit 131 and the vehicle exterior force storage unit 132 can operate independently.

In the restricting section 140, the latch levers 11, 12 located in the center of the base 5 rotate on the rotating shafts 11a, 12a, and can switch between a restricted state and a non-restricted state depending on the degree to which the claws 11b, 12b engage with the grooves 152a, 152b. This switching is possible depending on whether the actuator rod 14a, which is moved forward and backward by the electric actuator 14, abuts against the rollers 13a, 13b.

<Normal state>
In a normal state, such as when the vehicle is running, the locking mechanism 110 locks the door leaf 10. At the same time, the electric actuator 14 cannot be unlocked, and the actuator rod 14a is in the extended position as shown in Fig. 5. The claws 11b and 12b are engaged with the grooves 152a and 152b. The block 2 and the link 1 are in a restricted state in which they cannot move relative to the base 5.

<Unlocking operation>
For example, in an emergency, when the vehicle interior operation unit 121, which is a handle or the like, is operated, the manual door release device 100 is pulled in the -X direction as a unit via the wire cable 123, i.e., the wire fixing unit 66, the cylinder end portion 65, and the cylinder 6, as shown in FIG. 3.

When the inboard operating unit 121 cannot be unlocked (when the vehicle is moving or passengers cannot get on or off at the door opposite the platform), the actuator rod 14a is in the extended position and comes into contact with the rollers 13a and 13b, restricting the movement of the latch levers 11 and 12. The claws 11b and 12b at the ends of the latch levers 11 and 12 engage with the grooves 152a and 152b of the piston 152, restricting the movement of the block 2 that is integral with the piston 152. Therefore, the block 2 maintains the same position relative to the base 5 as it was before the operating unit 120 was operated.

The rod 3, which is caught on the block 2 by the retainer 3a, does not move with the cylinder 6 and its stroke is restricted, so it maintains its position in the X direction. Therefore, as shown in FIG. 3, the stroke of the cylinder 6 compresses the spring 68. This stroke of the cylinder 6 stores an operating force in the spring 68. During emergency unlocking, first, the handle of the interior operating unit 121 is held in the pulled position, and the spring force of the spring 68 is stored in the interior force storage unit 131.

At this time, as shown in FIG. 3, the wire fixing unit 66 presses the switches 161 and 163, which then issue a signal requesting unlocking. The signal is transmitted to a higher level vehicle control unit, such as the driver or the operation control center, and requests a decision on whether or not to unlock the vehicle. Two switches, 161 and 163, are provided in each case in order to send signals to separate higher-level controls and to ensure operational reliability.

At this time, the vehicle exterior operation unit 122 is not being operated, so as shown in FIG. 3, the vehicle exterior force storage unit 132 does not change from its normal state. In other words, the vehicle interior force storage unit 131 can store force independently of the vehicle exterior force storage unit 132.

When the higher level (vehicle, ATC) determines that the door can be unlocked (vehicle stopped, platform side boarding/alighting gate 105), the actuator 14 is demagnetized by an unlocking signal issued from the higher level command, and the actuator rod 14a moves in the -X direction to the retracted position. Note that, considering the need for emergency escape in the event of an emergency, the actuator 14 is also demagnetized in the event of a power outage.

The actuator rod 14a, which has moved in the -X direction to its retracted position, is not in contact with the rollers 13a, 13b, and the movement of the latch levers 11, 12 is not restricted. The claws 11b, 12b at the ends of the latch levers 11, 12 can be separated from the grooves 152a, 152b of the piston 152, and the movement of the block 2 integrated with the piston 152 is not restricted and is not restricted. Therefore, the piston 152 can move relative to the base 5 from the position it was in before the operation of the operating unit 120. In other words, the block 2 can move in the -X direction relative to the base 5.

Then, the rod 3 moves in the -X direction due to the spring force stored in the compressed spring 68. The block 2 moves in the -X direction together with the rod 3. The block 2 moves in the -X direction relative to the base 5 as a piston 152.
When the block 2 moves in the -X direction due to the spring force of the spring 68, the claws 11b, 12b of the latch levers 11, 12 and the slope-shaped grooves 152a, 152b are pushed up and disengaged by the movement of the piston 152 in the -X direction.

When block 2 moves in the +X direction, its posture is controlled by piston 152. At the same time, block 2's movement in the X direction is synchronized with base 5 via links 62a and 62b as a synchronization mechanism in arm portion 22, and links 72a and 72b as a synchronization mechanism in arm portion 23.

As a result, the link 1 connected to the block 2 moves in the +X direction, and the locking of the door leaf 10 by the locking mechanism 110 is released.
Furthermore, the unlocking operation causes the spring 153 to contract and a spring force is stored in the spring 153. At this time, a spring force that balances the spring force of the spring 153 is stored in the spring 68.

Unlocking is normally performed from either the vehicle interior operation unit 121 or the vehicle exterior operation unit 122, which can cause the block 2 to be pulled by one of the cylinders 6, 7, creating a moment that can lead to malfunction. However, in this embodiment, the links 62a, 62b, 72a, 72b mechanically synchronize the movement of both ends of the block 2 in the Y direction, allowing for a smooth unlocking operation.

In this unlocking operation, a method of unlocking using the inside operation unit 121 has been described, but the same operation is performed when unlocking using the outside operation unit 122. In this case, the inside operation unit 121, wire cable 123, wire fixing unit 66, cylinder end 65, cylinder 6, spring 68, switches 162, 164, rod 3, arm portion 22, and links 62a, 62b should be read as the outside operation unit 122, wire cable 124, wire fixing unit 76, cylinder end 75, cylinder 7, spring 78, switches 161, 163, rod 4, arm portion 23, and links 72a, 72b, respectively.

In addition, even if both the inside-side operating unit 121 and the outside-side operating unit 122 are operated before the unlocking signal reaches the actuator 14, the inside-side force storage unit 131 and the outside-side force storage unit 132 can operate independently, so unlocking can be performed smoothly.
Furthermore, in the event of a power outage, the actuator 14 is demagnetized in the same manner as when the unlocking signal arrives, so that unlocking can be performed without waiting for the arrival of the unlocking signal.

<Return operation>
When the door is to be closed, for example when the vehicle starts to travel, a reset operation is performed in the manual door release device 100 .
Furthermore, the unlocking operation causes the spring 153 to contract and a spring force is stored in the spring 153. At this time, a spring force that balances the spring force of the spring 153 is stored in the spring 68.

In the return operation, first, the unlocked state of the latch on the handle of the operating unit 120 is released. Then, the wire cable 123 returns to its original position. With this operation, the spring force stored in the spring 153 by the unlocking operation moves the block 2 in the +X direction. Similarly, the spring force of the spring 68 moves the cylinder 6 in the -X direction, and returns to its original position together with the wire cable 123.

Furthermore, when the actuator 14 is excited by a higher-level command, the actuator rod 14a extends in the +X direction and contacts the rollers 13a and 13b. As the rollers 13a and 13b rotate, the latch levers 11 and 12 rotate so that the rollers 13a and 13b move apart in the Z direction. Then, the claws 11b and 12b of the latch levers 11 and 12 engage with the grooves 152a and 152b of the block 2, and the EVAC returns to its initial state.

In this way, the return operation can be performed by simply returning the handle of the operating unit 120 to its original position and energizing the actuator 14, so the door can be quickly returned to its original position even if it is released from an emergency.

The manual door release device 100 of this embodiment can unlock the door by operating the unlocking unit 150, which releases the lock mechanism 110, using the force stored in the force storage unit 130 through emergency operation. Therefore, even if the operating unit 120 is pulled with a strong force, the force can be absorbed by the force storage unit 130, and the unlocking unit 150 will not break.
In addition, when the actuator 14 is unlocked, the unlocking unit 150 operates to unlock the door using the force stored in the force storage unit 130, so the operator does not need to perform any additional operations other than operating the handle (lever) of the operating unit 120.
In addition, after the passenger or the like operates the operation unit 120, the upper regulating unit 140 can determine whether or not to unlock the doors, so that the door opening for unlocking can be selected after the decision of whether or not to unlock the doors is made by the crew, station staff, train control unit, etc. These features can improve safety.

In reality, it is ordinary passengers who manually perform the unlocking operation on the door leaf 10, and such unlocking operation is performed in an emergency. For this reason, it is desirable that the unlocking operation of the door leaf 10 is simple and has a small number of steps so that passengers can intuitively understand it. The manual door unlocking device 100 of this embodiment does not require the two-stage operation of signal transmission and unlocking that was necessary in the conventional technology. The manual door unlocking device 100 of this embodiment can solve the problem that with the conventional configuration, it may take a long time for the door leaf to open. Furthermore, the manual door unlocking device 100 of this embodiment can solve the problem that the door may not be able to be opened unless the second stage operation is performed.

In addition, the manual door release device 100 of this embodiment solves the problem that, in the conventional configuration, the lever is locked by an actuator so that it cannot be operated while the vehicle is moving, and therefore, there is a possibility that a signal to notify the driver in the event of an emergency escape cannot be output.
Furthermore, the manual door release device 100 of this embodiment solves the requirement that unlocking operation must be possible from both inside and outside the vehicle, and furthermore, that it must be possible to reliably operate independently from both inside and outside the vehicle.
Since the two-step operation of signal transmission and unlocking is not required, the time required to open the door can be shortened, and the effect of improving reliability and safety can be achieved.

In the manual door release device 100 of this embodiment, the force accumulation unit 130 includes a restricting unit 140 that restricts the transmission of a predetermined amount of force to the unlocking unit 150, and when a release signal is received, the restricting unit 140 is driven to release the restriction, allowing the predetermined amount of force to be transmitted to the unlocking unit 150, and unlocking the locking mechanism 110. This makes it possible to determine whether or not to unlock the door. Therefore, safety can be improved.

The operation unit 120 includes an inside operation unit 121 that can be operated from inside the vehicle and an outside operation unit 122 that can be operated from outside the vehicle, and the force storage unit 130 includes an inside force storage unit 131 that stores the force generated when the inside operation unit 121 is operated and an outside force storage unit 132 that stores the force generated when the outside operation unit 122 is operated, making it possible to independently operate the unlocking of the door leaf 10 from either inside or outside the vehicle.

The unlocking unit 150 is equipped with a cylinder 151 and a piston 152. The piston 151 is connected so that the output of the vehicle interior force storage unit 131 and the vehicle exterior force storage unit 132 can be transmitted to the piston 151, allowing independent force storage for operations outside the vehicle and outside the vehicle, and allowing the lock to be released without interfering with each other.

The unlocking unit 150 has link sections 62, 72 as a synchronization mechanism that synchronizes the movement of the piston 151 caused by the output of the inside force storage unit 131 and the movement of the piston 151 caused by the output of the outside force storage unit 132. This prevents operations inside and outside the vehicle from interfering with each other, improving the operational reliability of the manual door release device 100 in an emergency and improving safety.

Because the force storage unit 130 is capable of storing force using the biasing force of the springs 68 and 78, the amount of stored force can be set by adjusting the biasing force of the springs 68 and 78, and a drive power source, etc., is not required.

The unlocking unit 150 is equipped with a cylinder 151 and a piston 152, and a spring 153 is provided to return the position of the piston 151 and the position of the springs 68, 78 of the force storage unit 130 to the positions before force storage, enabling a quick return operation.

The restricting unit 140 includes latch levers 11 and 12 that restrict the transmission of the force stored in the force storing unit 130 to the unlocking unit 150, and an actuator 140 that drives the latch levers 11 and 12 to release the restriction on transmission to the unlocking unit 150, thereby enabling easy unlocking and locking.

The unlocking section 150 comprises a cylinder 151 and a piston 152. The piston 152 is formed with hooking sections (grooves) 152a, 152b, and one end of the latch levers 11, 12 is formed with hooking sections (claws) 11b, 12b that can be hooked onto the hooking sections (grooves) 152a, 152b, thereby improving the reliability of preventing malfunction.

Rollers 13a, 13b are provided at the other ends of the latch levers 11, 12, and the actuator rod 14a of the actuator 14 in contact with the rollers 13a, 13b rotates the rollers 13a, 13b, thereby releasing the restriction on the transmission of the force stored in the force storage unit 130 to the unlocking unit 150. This improves the ease of operation when the actuator rod 14a of the actuator 140 comes into contact with the rollers 11, 12, and allows the actuator 140 to be made more compact.

The piston 152 has a first hooked portion (groove) 152a and a second hooked portion (groove) 152b. At one end of each of the pair of latch levers 11 and 12, a pair of first hooked portion (claw) 11b and second hooked portion (claw) 12b are provided so as to sandwich the piston 152 and to be hooked onto the first hooked portion (groove) 152a and the second hooked portion (groove) 152b. At the other end of each of the pair of latch levers, rollers 11 and 12 are provided so as to be in contact with the actuator rod 14a of the actuator 140 and to sandwich the actuator rod 14a. This makes it possible to smooth the movement of the latch levers 11 and 12, improve the ease of operation when the actuator rod 14a of the actuator 140 contacts the rollers 11 and 12, and smooth the transmission of operation to the unlocking unit 150.

Detection units 161-164 are provided to detect when force is stored in the force storage unit 130 by operating the operation unit 120. This allows the higher-level regulation unit 140 to determine whether or not to unlock the door based on the detection results of the detection units 161-164, so that crew members, station staff, train control, etc. can determine whether or not to unlock the door.

Hereinafter, a second embodiment of a manual door release device according to the present invention will be described with reference to the drawings.
Fig. 6 is a schematic diagram showing the manual door release device in this embodiment. Fig. 7 is a view in the axial direction of Fig. 6. This embodiment differs from the first embodiment described above in terms of the number of force accumulation units. Other configurations corresponding to those in the first embodiment described above are denoted by the same reference numerals and description thereof will be omitted.
In the following description, configurations that "correspond" to the configuration of the first embodiment refer to the corresponding operations, such as unlocking operations, and the shapes, etc. may differ between the first and second embodiments.

In this embodiment, the force accumulating section 130 has only one force accumulating section 230 corresponding to the vehicle interior force accumulating section 131, and for example, the vehicle exterior force accumulating section 132 is not provided.
As shown in FIG. 7, in the manual door release device 200 of this embodiment, a spring 268 corresponding to the spring 68 of the vehicle interior force accumulator 131 and a spring 253 corresponding to the spring 153 performing the return operation are arranged in a straight line.

The block 2 corresponds to the cylindrical cylinder 202, which is coaxially housed in a cylindrical cylinder 251 formed in the base 205 as a configuration corresponding to the base 5. The rod 203 corresponding to the rod 3 is coaxially located inside the cylinder 202. The rod 203 further extends in the -X direction and is coaxially located inside the cylindrical cylinder 251 of the base 205.

The +X end of the cylinder 202 is connected to end 201b, which corresponds to end 1b of link 1. End 201b is formed with protrusion 211b, which corresponds to claw 11b, which is the hooking portion of regulating portion 140. Protrusion 211b is hooked onto latch 252a, which corresponds to groove 152a, which is the hooked portion. Latch 252a is driven to disengage from protrusion 211b by actuator 214, which corresponds to actuator 14 of regulating portion 140.

Furthermore, the rod 203 is positioned coaxially in the cylinder 251 formed in the base 205, and the rod 203 extends in the -X direction to form rod 265 corresponding to the cylinder end 65. A wire fixing part 266 corresponding to the wire fixing part 66 is connected to the -X direction end of the rod 265 and extends in the -X direction. The wire fixing part 266 is connected to the operation part 120 via a wire (wire cable) 123.

Inside cylinder 251 formed in base 205, cylinder 202 is arranged coaxially so as to be movable in the X direction. Rod 203 penetrates the -X direction end of cylinder 202. An enlarged diameter portion 252 corresponding to piston 152 is formed in a portion of rod 203 that can contact the -X direction end of cylinder 202 in the +X direction position. A spring 268 corresponding to spring 68 is arranged coaxially inside cylinder 202, which is located in the +X direction from the -X direction end of cylinder 202.

The +X end of the rod 203 is connected to an expanded end 206 corresponding to the cylinder 6. The expanded end 206 reciprocates in the X direction inside the cylinder 202. The +X end of the spring 268 is in contact with the -X side of the expanded end 206. A spring 253 is disposed in the -X direction of the expanded portion 252, and is in contact with the -X end of the cylinder 251. The springs 253 and 268 are in contact with the expanded portion 252 such that the pressing force is in the opposite direction. Here, the spring 268 has a stronger restoring force than the spring 253. Specifically, it is preferable that the spring 268 has a larger winding diameter or wire diameter and a larger elastic force than the spring 253.

In the restricting portion 140, the actuator 214 is arranged to move the actuator rod 214a in the Y direction. As shown in FIG. 7, the actuator rod 214a drives the latch 252a via links 214b and 214c. The actuator rod 214a is locked in the retracted position and is unlocked when driven in the extending direction.

<Normal state>
In the manual door release device 200 of this embodiment, the lock mechanism 110 also locks the door leaf 10 in a normal state, such as when the vehicle is moving. At the same time, the electric actuator 214 is not allowed to be unlocked, and the actuator rod 214a is in the extended/retracted position as shown in Figures 6 and 7. The protrusion 211b is hooked on the latch 252a. The cylinder 202 and the link 1 are in a restricted state in which they are allowed to move relative to the base 205.

<Unlocking operation>
8 and 9 are schematic diagrams showing the manual door release device in this embodiment, and Fig. 10 is a view of Fig. 9 as viewed in the axial direction.
In the manual door release device 200 of this embodiment, for example, in an emergency, the operating unit 120, which is a handle or the like, is operated. Then, in the manual door release device 200, the wire fixing portion 266, the rod 265, the enlarged diameter portion 252, the rod 203, and the enlarged diameter end portion 206 are pulled together in the -X direction via the wire cable 123 as shown in FIG.

Here, when the operating unit 120 cannot be unlocked (the vehicle is moving or passengers cannot get on or off at the door on the opposite side of the platform), the actuator rod 214a is in a retracted position and restricts the movement of the protrusion 211b. The protrusion 211b is hooked onto the latch 252a and restricts the movement of the cylinder 202 that is integral with the end 201b. Therefore, the cylinder 202 maintains the same position relative to the base 205 as it was before the operating unit 120 was operated.

The -X direction end of the cylinder 202 does not move together with the cylinder 202, and therefore maintains its position in the X direction. Therefore, as shown in Fig. 8, the stroke of the enlarged diameter end 206 causes the spring 268 to contract. This stroke of the enlarged diameter end 206 causes the operating force to be stored in the spring 268. During emergency unlocking, first, the handle of the operating unit 120 is held in the pulled position, and the spring force of the spring 268 is held in the force storage unit 230 (130) in a stored state.
At this time, the wire fixing unit 266 pushes a switch (not shown) to issue a signal requesting unlocking. The signal is transmitted to a higher level vehicle control unit, such as a driver or a traffic control center, to request a decision on whether or not to unlock the vehicle.

When the higher level (vehicle, ATC) determines that the door can be unlocked (vehicle stopped, platform side boarding/alighting gate 105), an unlocking signal is sent from the higher level command, and the actuator 214 of the restricting unit 140 is demagnetized, and the actuator rod 214a moves in the +Y direction to the extended position. Considering the need for emergency escape in the event of an emergency, the actuator 214 is also demagnetized in the event of a power outage.

The actuator rod 214a, which has moved in the +Y direction to the extended position, drives the latch 252a, disengaging the protrusion 211b. This allows the protrusion 211b to separate from the latch 252a, and the movement of the cylinder 202, which is integral with the end 201b, is unrestricted. Therefore, the cylinder 202 can move relative to the base 205 from the position it was in before the operation of the operating unit 120. In other words, the cylinder 202 can move in the X direction relative to the base 205.

9 and 10, the spring force stored in the compressed spring 268 causes the cylinder 202 to move in the -X direction. At this time, the rod 203 does not move relative to the base 5.
When the cylinder 202 moves in the -X direction due to the spring force of the spring 268, the link 1 also moves in the -X direction.
As a result, the movement of the link 1 releases the locking of the door leaf 10 by the locking mechanism 110 .
Furthermore, the unlocking operation causes the spring 253 to contract and a spring force is stored in the spring 253. At this time, a spring force that balances the spring force of the spring 253 is stored in the spring 268.

<Return operation>
When the door is to be closed, for example when the vehicle is to be driven, a reset operation is performed in the manual door release device 200 .

In the return operation, first, the unlocked state of the latch on the handle of the operation unit 120 is released. Then, the wire cable 123 returns to its original position. In association with this operation, the spring force stored in the spring 253 by the unlocking operation moves the enlarged diameter portion 252 in the +X direction.
At this time, the wire fixing part 266, the rod 265, the rod 203, and the enlarged diameter end part 206 move integrally from the -X direction to the +X direction. At the same time, the cylinder 202 is also moved in the +X direction by being pressed by the enlarged diameter part 252 and the enlarged diameter end part 206. The wire fixing part 266 and the rod 265 also move in the X direction by the spring force of the spring 253, and return to their original positions together with the wire cable 123.
The protrusion 211b moves in the +X direction together with the cylinder 202, and returns to its original position together with the latch 252a.

At the same time, the actuator 214 is excited by a higher-level command, the actuator rod 214a retracts in the -X direction, the latch 252a engages with the protrusion 211b, and the EVAC returns to its initial state.

This embodiment can achieve the same effects as the above-mentioned embodiment.

The manual door release device 200 of this embodiment can absorb force using the force storage unit 230, so the unlocking unit 140 will not break even if the operating unit 110 is operated with a strong force.

The force storage unit 230 includes a restricting unit 140 that restricts the transmission of a predetermined amount of force to the unlocking unit 150. When a release signal is received, the restricting unit 140 is driven to release the restriction, allowing the predetermined amount of force to be transmitted to the unlocking unit 150 and unlocking the locking mechanism 110, thereby enabling a stage at which a decision can be made as to whether or not to unlock the door, thereby improving safety.

The unlocking unit 150 is equipped with a cylinder 251 and an expanding diameter unit 252. The expanding diameter unit 252 is connected to transmit the output of the power storage unit 230, allowing power to be stored in an emergency and the lock to be released.

Since the energy storage unit 230 can store energy using the biasing force of the spring 268, it is possible to set the amount of stored energy and eliminate the need for a drive power source, etc.

The unlocking section 150 is equipped with a cylinder 251 and an enlarged diameter section 252, and is provided with a spring 253 that returns the position of the enlarged diameter section 252 and the position of the spring 268 of the force storage section 230 to the position before force storage, enabling a quick return operation.

The restricting unit 140 includes an actuator 214 that releases the restriction on the transmission of the force stored in the force storing unit 230 to the unlocking unit 150, making it possible to easily unlock and lock the door.

The unlocking unit can be operated by the force stored in the force storage unit through emergency operations, so the operator does not need to perform a two-step operation. At the same time, the higher-level regulating unit can decide whether to unlock or not, so the door can be opened after a crew member, station staff member, train control unit, etc. has decided whether to release the lock. This improves safety. Even if the operating unit is pulled with great force, the force can be absorbed by the force storage unit, so the unlocking unit will not break.

The force storage unit includes a regulating unit that regulates the transmission of the specified amount of force to the unlocking unit, and when an unlocking signal is received, the regulation is released by driving the regulating unit, allowing the specified amount of force to be transmitted to the unlocking unit, thereby unlocking the locking mechanism.
This allows a stage to be set up for determining whether or not the door can be unlocked, improving safety.

The operating unit includes an interior operating unit that can be operated from inside the vehicle and an exterior operating unit that can be operated from outside the vehicle, and the force storage unit includes an interior force storage unit that stores force produced when the interior operating unit is operated, and an exterior force storage unit that stores force produced when the exterior operating unit is operated.
This makes it possible to independently operate the door lock release from either inside or outside the vehicle.

The unlocking section includes a cylinder and a piston, and is connected to the piston so that the output of the vehicle interior force accumulator and the output of the vehicle exterior force accumulator are transmitted to the piston.
This allows the outside and inside of the vehicle to store power independently, allowing unlocking without interfering with each other.

The unlocking section has a synchronization mechanism that synchronizes the movement of the piston caused by the transmitted output of the vehicle interior force accumulator with the movement of the piston caused by the output of the vehicle exterior force accumulator.
This prevents operations inside and outside the vehicle from interfering with each other, improving operational reliability in an emergency and improving safety.

The force accumulating section is capable of accumulating force by the biasing force of a spring.
This makes it possible to set the amount of stored energy and eliminates the need for a drive power source or the like.

The unlocking section includes a cylinder and a piston, and is provided with a spring that returns the position of the piston and the position of the spring in the force accumulation section to their positions before force accumulation.
This enables a quick return operation.

The restriction portion includes a latch lever that restricts the transmission of the force stored in the force storage portion to the unlocking portion, and an actuator that drives the latch lever to release the restriction on the transmission to the unlocking portion.
This makes it possible to easily lock and unlock the door.

The unlocking section includes a cylinder and a piston, the piston is formed with a hook portion, and one end of the latch lever is formed with a hook portion that can be hooked onto the hook portion. This makes it possible to improve the reliability of preventing malfunction.

A roller is provided at the other end of the latch lever, and the actuator in contact with the roller rotates the roller, releasing the restriction on the transmission of the force stored in the force storage unit to the unlocking unit. This improves the ease of operation when the actuator and roller come into contact, and allows the actuator to be made smaller.

The piston has a first hook portion and a second hook portion,
the latch lever is provided in pair so as to be hooked to the first hook portion and the second hook portion so as to sandwich the piston,
The rollers are provided at the other ends of the pair of latch levers so as to be in contact with the actuator so as to sandwich the actuator, thereby smoothing the movement of the latch levers, improving ease of operation in contact between the actuator and the rollers, and enabling smooth transmission of operation to the unlocking section.

A detection unit is provided that detects when force is stored in the force storage unit by operating the operation unit. This allows the higher-level regulating unit to determine whether or not to unlock the door based on the detection result from the detection unit, so that crew members, station staff, train control, etc. can determine whether or not to release the lock.

The manual door release device of the present invention can be applied by appropriately selecting and combining the individual configurations in the above-described embodiments.
Furthermore, the individual configurations in the above-described embodiments can be modified as appropriate.
For example, the force accumulation unit 130 may accumulate force using an elastic member other than the springs 68, 78. For example, air may be used as the elastic member. In this case, a configuration may be considered in which the cylinders 6, 7 of the force accumulation unit 130 have high airtightness, and the -Y direction ends of the rods 3, 4 act as pistons. Alternatively, a configuration may be considered in which the elastic member is made of rubber or the like having high elasticity.

For example, the operation unit 120 may be rigidly connected to the force accumulation unit 130 without using the wires 123 and 124 to the wire fixing units 66 and 76. Here, when the wires 123 and 124 are used, the degree of freedom in arranging the operation unit 120 relative to the force accumulation unit 130 can be increased.

Alternatively, a configuration is also possible in which when the force stored in the force storage unit 130 reaches a certain level, it is transmitted to the unlocking unit 150, allowing the lock to be released. In this case, a configuration without the restriction unit 140 can be adopted.

Furthermore, it is possible that the operation unit 120 does not have both the inside operation unit 121 and the outside operation unit 122. In this case, only one of the inside operation unit 121 and the outside operation unit 122 can be provided.

In addition, the manual door release device 200 in the second embodiment can be provided on both the inside and outside of the vehicle.

Alternatively, the actuator 14 of the unlocking unit 140 may be configured so that the actuator rod 14a can be extended and retracted in a direction other than the -X direction. In this case, it is preferable to change the rotation axis of the rollers 13a and 13b according to the extension and retraction direction of the actuator rod 14a.

Furthermore, in the manual door release device 200 of the second embodiment, as in the unlocking unit 140 of the first embodiment, a first hooked portion (groove) 152a and a second hooked portion (groove) 152b are provided on the cylinder 202, a pair of latch levers 11, 12 having a first hooked portion (claw) 11b and a second hooked portion (claw) 12b hooked thereon are installed on the base 5 so as to be rotatable by the rotation shafts 11a, 12a, and rollers 13a, 13b are provided on the ends (other ends) of the latch levers 11, 12 in the -X direction, and the rollers 13a, 13b can contact the actuator rod 14a so as to sandwich it. In this case, the actuator 214 can reciprocate the actuator rod 14a in the X direction.
The manual door release device may be rotated at any angle around the X-axis. As long as the direction of the rod 1 connected to the lock mechanism 110 coincides with the direction required for driving the lock mechanism 110, the direction of the arrangement is not particularly limited.

100, 200... Manual door release device 2... Blocks 2a, 2b... Grooves 3, 4... Rods 5... Bases 6, 7... Cylinders 10... Door leaves 11, 12... Latch levers 11a, 12a... Rotating shafts 11b, 12b... Claws (hooks)
13a, 13b... Roller 14... Actuator 14a... Actuator rod 21... Central portion 22, 23... Arm portion 62, 72... Link portion 62a, 62b, 72a, 72b... Link 65, 75... Cylinder end portion 66, 76... Wire fixing portion 68, 78... Spring 105... Boarding/alighting door 110... Lock mechanism 120... Operation portion 121... Inner-vehicle operation portion 122... Outer-vehicle operation portion 123, 124... Wire (wire cable)
130: Force accumulating section 131: Vehicle interior force accumulating section 132: Vehicle exterior force accumulating section 140: Restricting section 150: Unlocking section 151: Cylinder 152: Pistons 152a, 152b: Groove (hooked section)
153: Spring 161 to 164: Detection unit (switch)
201b... end 202... cylinder 203... rod 205... base 206... enlarged diameter end 211b... protrusion 214... actuator 214a... actuator rod 214b, 214c... link 230... force storage section 251... cylinder 252... enlarged diameter section 252a... latch 253... spring 265... rod 266... wire fixing section 268... spring

Claims (10)

a locking mechanism that locks a door leaf that moves to open and close a boarding/alighting door of a railroad vehicle by a driving force from a driving source when the door leaf is in a fully closed position;
An operation unit that is manually operated;
a force accumulation unit that accumulates a predetermined amount of the operating force generated by the manual operation;
an unlocking unit that transmits the predetermined amount of force stored in the force storage unit to unlock the lock mechanism;
Equipped with
The force storage unit includes a restricting unit that restricts the transmission of the predetermined amount of force to the unlocking unit, and when a release signal is received, the restricting unit is driven to release the restriction, allowing the predetermined amount of force to be transmitted to the unlocking unit, thereby unlocking the locking mechanism;
The operation unit includes:
An inside operation unit that can be operated from inside the vehicle;
An exterior operation unit that can be operated from outside the vehicle;
Including,
The force storage unit is
an interior force storing unit that stores a force generated when the interior operation unit is operated;
an exterior force storing unit that stores a force generated when the exterior operation unit is operated;
Including,
the unlocking unit includes a cylinder and a piston, and the piston is connected to receive an output from the vehicle interior force storage unit and an output from the vehicle exterior force storage unit;
a detection unit is provided that detects that a force is accumulated in the force accumulation unit by the operation of the operation unit,
The detection unit issues a signal to request unlocking based on a detection result that a force is stored in the force storage unit of one or both of the vehicle interior operation unit and the vehicle exterior operation unit, which are independently operable.
Manual door release device. the unlocking unit has a synchronization mechanism that synchronizes a movement of the piston caused by the transmitted output of the vehicle interior force storage unit with a movement of the piston caused by the transmitted output of the vehicle exterior force storage unit.
2. The manual door release device of claim 1 . The force storing unit is capable of storing force by a biasing force of a spring.
2. The manual door release device of claim 1 . The unlocking unit includes a cylinder and a piston, and a spring is provided to return the position of the piston and the position of the spring of the force storing unit to positions before force storage.
4. The manual door release device of claim 3 . The regulating portion is
a latch lever that restricts the transmission of the force stored in the force storage unit to the unlocking unit;
An actuator that drives the latch lever to release the transmission restriction to the unlocking unit.
2. The manual door release device of claim 1 . The unlocking unit includes a piston to which the output of the force storing unit is transmitted, and a cylinder into which the piston is inserted so as to be capable of reciprocating motion.
The piston is provided with a hook portion,
A hook portion capable of being hooked onto the hooked portion is formed on one end of the latch lever.
6. The manual door release device of claim 5 . A roller is provided at the other end of the latch lever, and the actuator in contact with the roller rotates the roller to release the restriction on the transmission of the force stored in the force storage unit to the unlocking unit.
6. The manual door release device of claim 5 . The unlocking unit includes a piston to which the output of the force storing unit is transmitted, and a cylinder into which the piston is inserted so as to be capable of reciprocating motion.
The piston has a first hook portion and a second hook portion,
the latch lever is provided in pair so as to be hooked to the first hook portion and the second hook portion so as to sandwich the piston,
The rollers are provided at the other ends of the pair of latch levers so as to be in contact with the actuator so as to sandwich the actuator therebetween.
8. The manual door release device of claim 7 . The force accumulation unit includes a cylinder and a rod.
The cylinder of the unlocking unit and the cylinder of the force storing unit are positioned in parallel.
2. The manual door release device of claim 1. A manual door release device according to any one of claims 1 to 9,
The door leaf;
Equipped with
Railway vehicle door equipment.

Images