Note: Descriptions are shown in the official language in which they were submitted.
11~7319
This invention relates to a new or improved entrance
way structure to provide access to a passenger rail car at
two different levels. Such an arrangement is desirable to
accommodate different levels of station boarding platforms which
maybe encountered in service.
Previous attempts have been made to provide such two
level access, but most such arrangements have not found
practical application, since they are generally complex and
expensive. Examples of prior proposals of multilevel
access arrangements are described in United States Patent
3,795,205 and Canadian Patent 937,812.
The present invention provides a vehicle passenger car
comprising: a passenger compartment having a floor; an
entranceway to said compartment; a door carried on said car and
movable between a closed position wherein it seals said entrance-
way and an open open position; access means providing passenger
access to said compartment from outside selectively at either of
two levels, a first said level corresponding to the level of
said floor, and the second level being lower than said floor;
said access means comprising: a pivoting step assembly formed
by a substantially rigid structure which carries at least one
flat step tread and a sectional floor surface parallel to said
step tread, said sectional floor surface and said step tread
being positioned on opposite sides of said step assembly; pivot
mounting means forming a pivotal attachment between said step
assembly and said car at the lower end of said entranceway on
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a pivot axis parallel to the width of said entranceway, said
pivot axis being located at a predetermined height below the
level of said floor and being parallel to said step tread, the
latter being spaced from said axis by a first distance
corresponding to the height of a step riser, said sectional
floor surface being spaced from said axis by a second distance
which is greater than said first distance but not greater than
said predetermined height; actuator means coupled to said step
assembly and selectively operable to swing said step assembly
about said axis between a first position wherein said step
tread is substantially horizontally oriented at a level below
the pivot axis and is thus deployed to facilitate passenger
entrance from said second level, and a second position wherein
said sectional floor surface is substantially horizontally
oriented at a level above said pivot axis and is thus deployed
to facilitate passenger entrance from said first level.
The pivoting step assembly may conviently incorporate
two steps, the sectional floor surface when in said second
position being substantially flush with the floor surface of
the passenger compartment. The first or deployed position
these two steps are extended outwardly and downwardly and register
with two fixed steps in the entranceway below the floor level
to form a short flight of four steps providing access between
the car and a low level boarding platform.
Preferably an electrical control system is provided
to effect movement of the pivoting step assembly between its
two positions, and the control system will include various limit
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switches, interlocks etc. to ensure proper operation of the
system. Preferably there will also be included means to
permit emergency manual operation of the system in the event of
failure of the electrical system,
The invention will further be described, by way of
example only, with reference to the accompanying drawings
wherein:
Figure 1 is a fragmentary perspective view of a
passenger rail car entranceway including a pivoting step 70;
Figure 2 is a cross sectional view of the lower portion
of the entranceway showing the pivoting step assembly in full
lines in its deployed or extended position;
Figure 3 is a sectional view taken on the line III-III
in Figure 2;
Figure 4 is a fragmentary sectional view taken on
the line IV-IV in Figure 3;
Figure 5 is a fragmentary view taken on the line V-V
in Figure 3;
Figure 6 is a schematic illustration of the control
circuitry.
Referring to the drawings, and initially to Figure 1,
a passenger rail car 10 has an access doorway 11 which may be
closed by a sliding door 12. Figure 1 shows the doorway open
with the door 12 retracted in a recess within the shell 13 of
the car. The lower edge 14 of the door is at the same level as
the floor 15 of the passenger compartment of the car.
At the lower sides of the doorway 11 and below the
level of the floor 15, the car carries two fixed steps 16 and 17.
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A pivoting step assembly is pivotally mounted in the car on an
axis near the front edge of the tread of the step 17, and as
best seen in Figure 1 carries two auxiliary steps 19 and 20.
The structure and mounting of the pivoting step assembly
18 is best shown in Figures 2 and 3. The assembly 18
comprises a rigid hollow box like structure, suitably formed as
a sheet metal fabrication, and included in addition to the
auxiliary steps 19 and 20, corresponding risers l9a and 20a, a
sectional floor surface 21, an outer shell surface 22, and
parallel end walls 23 which close the opposite ends of the assembly
18 and lie in planes at right angles to the planes of the steps
19 and 20 and the surfaces 21 and 22.
The assembly 18 is mounted in the lower end of the access
doorway 11 to pivot about an axis 24 from the deployed position
shown in full lines in Figure 2 to the retracted position
indicated in broken lines. The range of pivotal movement is 180,
and as will be evident from Figures 1 and 2, in the deployed
condition, the auxiliary steps 19 and 20 together with the
fixed steps 16 and 17 form a short flight leading downwards from
the floor level 15 to a lower access level suitable for a low-
level boarding platform.
In the retracted position the assembly 18 has been
pivoted through 180 so that the steps 19 and 20 are inverted
and lie above the steps 17 and 16 respectively, and the
sectional floor surface 21 is flush with the floor 15 of the
car. In this position, the shell surface 22 is substantially
flush with the shell 13 of the car extending downwardly below
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the level of the floor 15. To accommodate the pivotal movement
of the assembly 18, a section of the car shell surface below
the access doorway 11 is removed and is replaced by a flexible
diaphragm 25 which extends the full width of the doorway and is
fixed along one edge 26 to the shell 13, and along the other
edge 27 to the lower end of the shell surface of the
assembly 18. When the assembly 18 is deployed, the diaphragm 25
sags and is folded in the position shown in full lines in
Figure 2, whereas the assembly 18 is retracted, the diaphragm
25 is stretched to the position shown in broken lines in
Figure 2 and forms a continuation of the shell 13 of the car.
The pivot axis 24 is provided by a horizontal shaft
28 which extends between bearing means (not shown) supported in
the lower regions of the sidewalls 30 and 31 of the doorway.
The shaft 28 is rigidly attached to the step assembly 18, and
carries at each end within a casing 32 (Figure 1) spaced outwardly
from the corresponding sidewall 30, 31, a sprocket 33. The
sprockets 33 are rigidly attached to the shaft 28 and are
engaged by respective chains 34 (Figure 4).
A second shaft 35 parallel to and spaced inboard of
the shaft 28 is likewise mounted in bearing means 36 in the
sidewalls 30 and 31 respectively. As shown in Figure 2, this
shaft 35 is mounted behind the fixed steps 16, 17. As shown in
Figures 3 and 4, the shaft 35 has fixed to the opposite ends
thereof a pair of sprockets 37, each of which is entrained by
a respective one of the chains 34. Thus the chain 34 together
with the sprockets 33 and 37 forms a driving connection between
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the shafts 28 and 35.
As shown in Figure 3, the shaft 35 carries a series
of lugs 38 projecting radially therefrom, these lugs forming a
mounting connection for a corresponding series of countersprings
39 the opposite ends of which are anchored in a mounting means
40 fixed to the structure of the car.
The shaft 35 also carries adjacent the lugs 38 a
further pair of spaced lugs 41 which form a pivotal attachment
42 for one end of a telescopic hydraulic damper 43 the other
end of which has pivotal connection 44 to a fixed mounting 45
in the car.
As shown in Figure 3, a section of the shaft 35 is
enclosed within a closely fitting tubular sleeve 50. The sleeve
50 includes three radial lugs 51 which form pivotal mountings
52 for respective ends of a pair of hydraulic cylinder assemblies
53. As shown in Figure 2, the opposite ends of the cylinder
assemblies 53 are pivoted to fixed mountings 54 in the car.
As seen in Figure 3 each cylinder assembly 54 has associated there-
with an electrically driven hydraulic pump unit 55. As will be
apparent, extension or retraction of the cylinders 53 will
effect rotation of the sleeve 50 abouts its axis. Such rotary
movements are transmitted to the shaft 35 through a retractable
coupling assembly 56 shown in Figure 3. The coupling assembly
56 comprises a pair of spaced brackets 57, 58 fixed on the shaft
35, and supporting between them a slidable pin 59 which is
urged to an extended position wherein it projects beyond
(in Figure 3 to the right) the bracket 58 by a coiled spring 60.
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A bracket 61 on the sleeve 50 carries a socket 62 which can be
registered with the pin 59. As will be evident, when the pin
59 is received within the socket 62 it forms a driving connection
between the shaft 35 and the sleeve 50. When this pin and
socket connection is established, rotary movements applied to
the sleeve 50 by the cylinders 52 will be transmitted to the
shaft 35. On the other hand, when the coupling assembly 56
is nonactivated, the shaft 35 and sleeve 50 are independently
rotatable. The slidable pin 59 is attached to one end of a
bowden cable 63 the opposite end of which is attached to one
end of a manually operated lever 64 pivotally supported on a
mounting 65 beneath the floor 15. Access to the lever 64 is
affored by a cover plate 66 hingedly mounted in the floor 15.
Movement of the lever 64 from the position shown in full lines
in Figure 2 to the position shown in broken lines is transmitted
through the bowden cable to effect retraction of the pin 59
disengaging it from the socket 62.
A second bowden cable 67 is also attached at one end
to the lever 64, the opposite end of this cable being coupled
to an interlock mechanism generally illustrated in Figure 5.
The interlock mechanism comprises a bracket 69 mounted beneath
the forward edge of the floor 15 and supporting a slidable pin
70 which is guided for movement between a retracted position
as shown in full lines in Figure 5 and an extended position as
indicated in dotted lines. With the step assembly retracted as
indicated in broken lines in Figure 2, when the pin 70 is
extended it projects into an apperture 71 in the toe 72 of the
step assembly, as best seen in Figures 2 and 5, such as to prevent
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` 1157319
pivotal movement of the step assembly 18 from the retracted
position to the extended position. The pin 70 can be actuated
to a retracted position by means of anair piston 73 carried on the
bracket 69. Alternatively, the pin 70 can be actuated to the
retracted position through the lever 64. The bowden cable 67
has one end connected to one limb of a cranked lever 74, the
second limb of which projects into a longitudinal slot 75 in
the pin 70. It will be evident from Figure 5 that when the pin
is in its projected position, actuation of the lever 64 will
operate through the bowden cable 67 to pivot the cranked lever
74 (clockwise as seen in Figure 5) so that the second limb will
interact with the rear end of the slot 75 to withdraw the pin 70,
freeing the step assembly 18 for pivotal movement to the deployed
position. The lever 76 is urged to rotate in the counterclock-
wise direction by a spring 76.
The sleeve 50 carries thereon a profiled cam plate
80 near its right hand end as seen in Figure 3. The cam plate
80 rotates with the sleeve, and as shown in Figure 2, when
the step assembly 18 is in the deployed position, the cam plate
80 contacts a limit switch LS6. A limit switch LS5 is mounted
in the path of the cam plate to be actuated as the sleeve 50
is pivoted to move the step assembly 18 to the retracted
position as shown in broken lines in Figure 2.
: A control panel 81 for actuation of the step assembly 18
is located in the wall 30 (Figure 1), and the circuitry through
i which movement of the step assembly is controlled is shown in
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1 ~5731g
Figure 6. In Figure 6, the solid line positions of the various
relay and switch contacts represent the condition where the step
assembly 18 is in the retracted position shown in broken lines
in Figure 2. A control switch LS located in the panel 81 is
open, as is switch TR3 and relay contacts 25a, 29a of relay R0. In
this condition no power is applied to the relays RO and RTO and
since the contacts 13a, 14a of relay RTO are open no power is applied
to the relay RM from + battery. To move the step assembly
18 to the open or deployed condition, the switch LS is closed,
and a supply voltage, e.g. 60 volts, is applied to the line lb.
This energizes the solenoid 82, to pressurize the piston 73 to
retract the pin 70, and by the same time close the limit switch LS9.
This causes current to flow via the switch LS9, diode Dl, resistor
Rl, and through the relay RO. The relay RO accordingly switches
its three sets of contacts to the positions shown in dotted lines
in Figure 6, that is the contacts 12a, 4a and 2a, lOa are opened
and the contacts 8a, 12a and 6a, lOa are closed. RO contacts
25a, 29a are closed.
At the same time current flows from the line lb through
the switch LS9, diode Dl, diode D2, and resistor R2 to charge
capacitor Cl. After a lapse of about 50 ms, the capacitor Cl is
charged sufficiently to energize the relay RTO. When energized,
relay RTO switches its contacts from the solid line positions shown
in Figure 6 to the dotted line positions shown. Current can now
flow from + battery through closed switch contacts ES3 (which
open if the door is opened manually) through lines 2b and
3b, closed RTO contacts 13a, 14a, resistor R3 and relay coil
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RM. This energization of relay coil RM results in it switching
its contacts from the solid line positions 15a-19a, 16a-20a
shown in Figure 6 to the dotted line positions 17a-19a, 18a-
20a so that the motors 55 may be energized in a direction
to=effect opening of the steps.
All three relays now having been operated, current flows
from + battery through closed switch ES3, line 2b, line 3b,
line 4b, resistor R4, line 5b, RTO contacts 9a-5a, line 6b, closed
switch LS6, line 7b, RO contacts 6a-lOa, line 8b, resistor R5 and
zener diode D3 to the base of transistor Ql which is rendered
c~nductive and, in turn, makes transistor Q2 conductive. Current
can then flow from line 2b via thermistor R6, line 9b, RM
contacts 18a-20a, line lOb, motors 55, line llb, RM contacts
17a-19a, line 12b and transistors Ql and Q2 to ground.
Capacitor C2 discharges through RO contacts 8a-12a and
resistor R8. Capacitor C3 is charged via resistor R4 and RTO
contacts 9a-5a about 50 ms after relay RTO is operated. This
results in transistors Ql and Q2 being made fully conductive so
that the motors operate at high speed to deploy the step assembly
18. When the step assembly 18 reaches the fully deployed
position, the cam plate 80 opens the switch LS 6 which removes
current from the base of transistor Ql so that transistors Ql
and Q2 turn off, de-energizing the motors 55.
To retract the step assembly 18, voltage is removed
from line 16 by opening the switch LS, resulting in relay
RO being deenergized with the result that its contacts move
to the solid line positions shown in Figure 6. After a
lapse of about 40 ms, capacitor Cl has discharged sufficiently
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to release relay RTO and its contacts also move to the solid
line positions shown in Figure 6. This means that RTO
contacts 13a, 14a are opened, removing power from relay RM
so that it too is deenergized and its contacts move to the
solid line positions shown in Figure 6. At this time,
switch LS 5 is in its closed condition and current flows
from + battery via lines 2b, 3b and 4b, resistor R4, line
5b, RTO contacts 9a - la, lines 14b, and 15b, switch LS5,
line 16b, RO contacts 2a - lOa, line 8b, resistor R5, and zener
diode D3 to the base of transistor Ql which is made conductive
and, in turn, makes Q2 conductive so that power is supplied to
the motors 55. Charging current also flows to capacitor C2.
Power flows from ~ battery through switch ES3, line 2b,
thermistor R6, RM contacts 15a-19a, line llb, motors 55,
line lOb, RM contacts 20a-16a and transistors Ql and Q2 to ground.
The current through the motors is thus in the reverse direction
from previously, i.e when opening the steps, so that they operate
to move the step assembly 18 towards the retracted position.
About 40 ms after closure of the RTO contacts, capacitor C2
is fully charged and saturates the transistors Ql and Q2.
The resulting high current through motors 55 results in a high
speed closing force being applied to steps 18.
When the step assembly reaches the fully retracted
position, the cam plate 80 opens the switch LS5 removing
power from the transistors Ql and Q2 so that the motors
stop.
Various safety features may be incorporated in the
system. For example, there may be a sensing switch on a mat on
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the sectional floor surfaces 21 so that if someone is standing
on a mat, a switch is opened to prevent power being applied to
the motors 55.
There may also be sensing switches in mats on the
steps 16, 17, 19, 20 to prevent retraction of the step assembly
if a person is standing on the steps. In this case, a
positive battery signal will be given on line lb. Only when
such sensing mat signals disappear can the step assembly be
pivoted in the manner described above.
A sensing switch TR3 may also be provided in a mat on
the floor 15 lobby so that the signal from TR3 will apply battery
voltage through line 20b, exciting relay RO which sustains
itself until the end of the opening cycle. Relay RO being
excited, the operation will be the same as discussed previously.
Preferably, the step assembly 18 will also be interlocked
with the access door 12 so that the step assembly 18 cannot be
deployed until the access door is open, and conversely, the
door cannot be closed until the step assembly is retracted.
The step assembly is furnished with an electropneumatic
locking mechanism, and can only be deployed when the mechanism
is unlocked. Switch LS 9 will be closed when the mechanism is
unlocked, thus enabling the signal "open boarding step" to feed
current from line 1 to the relay RO, with the results described
previously.
The motors, 55, may be of the permanent-magnet type.
Reversal of the sense of rotation is realized by reversing the
feed voltage at the motor terminals under control of the two sets
- of reversing contacts of the relay RM, as described above.
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In case of motor jamming, the resistance of thermistor
R6 (there may actually be several thermistors) increases in
value, thus causing SCR 5 (transistor Q3 being conducting)
to connect the base of transistor Ql to ground, thus cutting
it off. Q2 then also cuts off, interrupting current flow to
the motors M.
To rearm the system, the current has to be shut
off and then restored, after which the step assembly 18 will
be retracted.
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