KR102695843B1 - Door locking device for railway vehicle - Google Patents

Abstract

A door locking device for a railway vehicle according to the present invention comprises: a door panel of the railway vehicle; a transfer nut for moving the door panel together with the door panel; a lock catcher attached to the transfer nut; a rotary cam having a concave portion and a protrusion portion formed therein; an actuator capable of moving the actuator protrusion portion; and a switch box connected to the actuator protrusion portion. When the rotary cam rotates and the protrusion portion of the rotary cam is inserted into a hole of the lock catcher and fixed, the lock catcher becomes unable to move. When the actuator protrusion portion is inserted into the concave portion of the rotary cam, the rotary cam becomes unable to rotate. The inside of the switch box is sealed and a plurality of switches exist. The contact state of the contact points of the plurality of switches inside the switch box changes according to the movement of the actuator protrusion portion.

Description

DOOR LOCKING DEVICE FOR RAILWAY VEHICLE

The present invention relates to a railway vehicle door locking device, and more specifically, to a railway vehicle door locking device having a plurality of switches installed for checking whether the door is open/closed and locked.

Since there are several advantages to using an electric motor over a hydraulic one in opening and closing and locking a railway vehicle door, an opening and locking device using an electric motor was developed.

Patent documents 1 and 2 are examples of opening/closing and locking devices for such railway vehicle doors.

Railway vehicle door locking devices that electrically operate and control the opening, closing, and locking of doors have already been in use.

Fig. 1 is a perspective view of a conventional railway vehicle door locking device, and Fig. 2 is a cross-sectional view of a conventional railway vehicle door locking device. Fig. 2 (A) is a cross-sectional view of a conventional railway vehicle door locking device in an open state, and Fig. 2 (B) is a cross-sectional view of a conventional railway vehicle door locking device in a door closed/locked state. Fig. 3 is a circuit diagram of a conventional railway vehicle door locking device in a door open state, and Fig. 4 is a circuit diagram of a conventional railway vehicle door locking device in a door closed/locked state.

In the above railway vehicle door, when the electric motor rotates, the screw connected to the motor shaft rotates and the nut engaged with the screw moves linearly. When the nut moves linearly, the door panel connected to the nut moves left and right, opening and closing the door.

When the door panel moves left and right, the DCS Trigger moves and presses the protrusion of the DCS (DCS1 or DCS2), the contact state of the contacts inside the DCS changes, so that it can determine whether the door is open or closed. After the DLS Trigger moves to a position where it can press the protrusion of the DLS (DLS1 or DLS2), when the DLS Trigger rotates and presses the protrusion of the DLS (DLS1 or DLS2), it can determine whether the door lock is locked.

DCU can compare four Monitoring Output signals and four Monitoring Input signals to determine whether four contacts (DCS1, DCS2, DLS1, DLS2) are connected or not.

However, in the case of the railway vehicle door locking devices of Figs. 1 to 4, locking failure may occur due to foreign substances.

Additionally, due to the separate installation of the switch and trigger, there is the problem of difficulty in installation and adjustment.

For this reason, the frequency of failures is high and safety issues may arise.

Korean Patent Publication No. 10-2010-0127711 (Published on: 2010.12.06.) Korean Patent Publication No. 10-2010-0106939 (Publication Date: 2010.10.04.)

The present invention has been made to solve the above-mentioned problems, and an object of the present invention is to provide a railway vehicle door locking device with low failure rate and high safety.

In order to solve these problems, the railway vehicle door locking device according to the present invention comprises: a door panel of a railway vehicle; a transfer nut for moving the door panel together with the door panel; a lock catcher attached to the transfer nut; a rotary cam having a concave portion and a protrusion portion formed therein; an actuator capable of moving the actuator protrusion portion; and a switch box connected to the actuator protrusion portion; wherein when the rotary cam rotates and the protrusion portion of the rotary cam is inserted into a hole of the lock catcher and fixed, the lock catcher becomes unable to move, and when the actuator protrusion portion is inserted into the concave portion of the rotary cam, the rotary cam becomes unable to rotate, and the inside of the switch box is sealed and has a plurality of switches, and the contact state of the contact points of the plurality of switches inside the switch box changes according to the movement of the actuator protrusion portion.

In the above railway vehicle door lock device, the switches inside the switch box are four switches indicated as DCS0, DLS0, DCS1, and DLS1, and when the actuator protrusion is inserted into the concave portion of the rotary cam, the contacts of DCS0 and DLS0 of the four switches are connected, and the contacts of DCS1 and DLS1 are unconnected, and when the actuator protrusion is not inserted into the concave portion of the rotary cam, the contacts of DCS0 and DLS0 of the four switches are unconnected, and the contacts of DCS1 and DLS1 are connected, and DCS0 and DLS0 are connected in series, and a safety-in signal line and a safety-out signal line of the DCU are connected to both ends of the series connection, and both ends of DCS1 and DLS1 may be individually connected to a monitoring input signal line and a monitoring output signal line of the DCU.

The railway vehicle door locking device according to the present invention has less failures and higher safety compared to existing railway vehicle door locking devices.

Figure 1 is a perspective view of an existing railway vehicle door locking device.
Figure 2 is a cross-sectional view of an existing railway vehicle door locking device.
Figure 3 is a circuit diagram of an existing railway vehicle door lock device in the open state.
Figure 4 is a circuit diagram of an existing railway vehicle door lock device in the closed/locked state.
Figure 5 is a configuration diagram of a railway vehicle door control device according to the present invention.
Figure 6 is a cross-sectional view of a railway vehicle door locking device according to the present invention in an open state.
Figure 7 is a cross-sectional view of a railway vehicle door locking device according to the present invention in a closed/locked state.
Figure 8 is a circuit diagram of a railway vehicle door locking device according to the present invention in an open state.
Figure 9 is a circuit diagram of a railway vehicle door locking device according to the present invention in a closed/locked state.

Hereinafter, preferred embodiments of the present invention will be described in more detail with reference to the attached drawings. The same reference numerals are used for the same components in the drawings, and duplicate descriptions of the same components are omitted. In addition, the present invention can be implemented in many different forms, and is not limited to the described embodiments.

Figure 5 is a configuration diagram of a railway vehicle door control device according to the present invention, Figure 6 is a cross-sectional view of a railway vehicle door locking device according to the present invention in an open state, and Figure 7 is a cross-sectional view of a railway vehicle door locking device according to the present invention in a closed/locked state.

In Fig. 5, the door panel of the railway vehicle is attached to a transfer nut (1). Screw threads are formed on the rotation shaft of the motor, and screw threads of a corresponding shape are formed inside the transfer nut (1), so that the transfer nut (1) moves left and right as the rotation shaft connected to the motor rotates. As the transfer nut (1) moves left and right, the door panel can also move left and right, and accordingly, the door can open and close.

A lock catcher (2) is attached to the transfer nut (1). Therefore, when the transfer nut (1) moves, the lock catcher (2) also moves.

As can be seen in Fig. 6, a hole (2a) of the lock catcher is formed in the lock catcher (2), and a protrusion (4a) is formed in the rotary cam (4). The protrusion (4a) of the rotary cam (4) is a part that appears to protrude when both sides of the protrusion (4a) of the circular rotary cam (4) are cut off.

As shown in Fig. 7, the protrusion (4a) of the rotating cam (4) can be inserted into the hole (2a) of the lock catcher.

When the lock catcher (2) moves in the direction of the rotating cam (4), and the rotating cam rotates so that the protrusion of the rotating cam is inserted into the hole of the lock catcher and fixed, the lock catcher becomes unable to move.

The actuator (3) can control the position of the actuator protrusion (3b). When power is not supplied to the actuator, the actuator protrusion (3b) is pushed toward the rotation cam (4) by the compression spring (3a) inside the actuator (3).

As in Fig. 7, when the projection (4a) of the rotary cam is inserted into the hole (2a) of the lock catcher, the actuator projection (3b) can be inserted into the concave portion (4b) of the rotary cam. When the actuator projection (3b) is inserted into the concave portion (4b) of the rotary cam, the rotary cam (4) cannot rotate, and thus is locked.

If power is supplied to the actuator, a magnetic force is generated by the actuator electromagnet (3c), and the actuator protrusion (3b) is pushed in the opposite direction to the direction of the rotating cam (4). Then, the rotating cam (4) becomes capable of rotating, and thus enters the unlocked state.

The switch box is sealed and contains a number of switches. Since the switch box is sealed, the possibility of foreign substances entering the switches is reduced, and the possibility of failure is also reduced. In addition, since a number of switches are integrated inside the switch box, maintenance is convenient.

In Fig. 7, there are four switches inside the switch box, indicated as DCS0, DLS0, DCS1, and DLS1. In Fig. 7, the contact states of the contacts of the four switches inside the switch box change as the actuator protrusion moves.

FIG. 8 is a circuit diagram of a railway vehicle door locking device according to the present invention in an open state, and FIG. 9 is a circuit diagram of a railway vehicle door locking device according to the present invention in a closed/locked state.

When the actuator protrusion is inserted into the recess of the rotary cam, the contacts of DCS0 and DLS0 among the four switches become connected, and the contacts of DCS1 and DLS1 become unconnected.

When the actuator protrusion is not inserted into the recess of the rotary cam, the contacts of DCS0 and DLS0 among the four switches are in a non-connected state, and the contacts of DCS1 and DLS1 are in a connected state.

DCS0 and DLS0 are connected in series, and the Safety In signal line and Safety Out signal line of the DCU are connected to both ends of the series connection, and the both ends of DCS1 and DLS1 are individually connected to the Monitoring Input signal line and Monitoring Output signal line of the DCU (Door Control Unit).

Even if there is no ingress of foreign substances, there is a possibility of failure if the switch is used repeatedly many times.

In FIGS. 8 and 9, DCS0 and DLS0 are connected in series, and the safety-in signal line and safety-out signal line of the DCU are connected to both ends of the series connection. Therefore, even if only one of DCS0 and DLS0 fails, the values of the safety-in signal line and the safety-out signal line change, so that it is possible to more accurately determine whether the device is broken.

When the value of the safety-in signal line is 'high', if the value of the safety-out signal line is also 'high', both DCS0 and DLS0 are closed, so it is confirmed that the corresponding door is locked.

By connecting the safety-in signal line and the safety-out signal line continuously to the safety-in signal line and the safety-out signal line of other doors, the locked status of multiple doors can be checked with a single signal. In other words, if the value of the safety-out signal line of the last door is 'high', all doors can be determined to be locked.

In addition, since both ends of DCS1 and DLS1 are individually connected to the Monitoring Input signal line and Monitoring Output signal line of the DCU, the DCU can detect the status of the sensor (switching box) and check whether the sensor (switching box) is operating normally by outputting a signal to the Monitoring Output signal line and receiving a signal to the Monitoring Input signal line.

1: Transfer nut
2: Rock Catcher
2a: Hole in the rock catcher
3: Actuator
3a: Compression spring
3b: Actuator protrusion
3c: Actuator electromagnet
4: Rotating Cam
4a: Protrusion of the rotating cam
4b: Recess of the rotating cam
5: Switch Box

Claims (2)

Railroad vehicle door panel;
A transfer nut that moves the door panel along with the movement;
A lock catcher attached to a transfer nut;
A rotating cam having recesses and projections formed;
An actuator capable of moving the actuator protrusion;
Switch box connected to the actuator protrusion;
Including,
When the rotating cam rotates and the protrusion of the rotating cam is inserted into the hole of the lock catcher and fixed, the lock catcher becomes unable to move.
When the actuator protrusion is inserted into the recess of the rotary cam, the rotary cam becomes unable to rotate.
Inside the switch box, there are a number of switches in a sealed state.
A railway vehicle door lock device characterized in that the contact state of a plurality of switches inside a switch box changes according to the movement of an actuator protrusion.
In claim 1,
There are four switches inside the switch box, labeled DCS0, DLS0, DCS1, and DLS1.
When the actuator protrusion is inserted into the recess of the rotary cam, the contacts of DCS0 and DLS0 among the four switches are connected, and the contacts of DCS1 and DLS1 are not connected.
When the actuator protrusion is not inserted into the recess of the rotary cam, the contacts of DCS0 and DLS0 among the four switches are in a non-connected state, and the contacts of DCS1 and DLS1 are in a connected state.
DCS0 and DLS0 are connected in series, and the safety in signal line and safety out signal line of the DCU are connected to both ends of the series connection.
A railway vehicle door lock device, characterized in that both ends of DCS1 and DLS1 are individually connected to the monitoring input signal line and monitoring output signal line of the DCU.