SAFETY GAP FILLER FOR RAILWAY PLATFORMS

Abstract

The present invention provides a safety gap filler which is provided on an edge of a railway platform which is adjacent to tracks so as to minimize a gap between the platform and a train. The safety gap filler of the present invention includes a fastening base body, which is attached to the edge of the platform in a direction parallel to the tracks, and support bars, which protrude predetermined lengths from the surface of the fastening base body towards the tracks at positions spaced apart from each other at regular intervals. Each support bar is inclined at a predetermined angle with respect to the fastening base body in a direction in which the train travels, so that the support bars are elastically brought into sliding contact with the sidewall of the train.

Description

TECHNICAL FIELD

The present invention relates, in general, to safety gap fillers which are attached to track-side edges of platforms of railway stations, including subway stations, to reduce gaps between the platforms and trains and, more particularly, to a safety gap filler for railway platforms which is constructed such that several support bars, which are provided at positions spaced apart from each other in a horizontal direction at regular intervals, are inclined at a predetermined angle in the direction in which a train travels, thus effectively preventing the feet of passengers or the wheel of a cart or the like from becoming caught between the support bars when the passengers get on or off the train, and reducing frictional force with respect to the train.

BACKGROUND ART

As well known to those skilled in the art, in stations for subways or trains that travel along tracks, platforms are provided around the tracks such that passengers can get on or off the trains. In particular, in the case of subways or electric railways, which are used by many persons, the platforms are typically constructed at predetermined heights corresponding to the bottoms of doors of the trains to ensure convenience when passengers get on or off the trains.

Meanwhile, trains move in a lateral direction due to various causes while traveling. Particularly, in curved sections, ranges within which the trains move in a lateral direction are increased. Thus, in a platform, an appropriate safety margin is defined between a train and an edge of the platform which is adjacent to the tracks so as to prevent the train from rubbing against the platform.

Therefore, when the train stops so that passengers can enter and exit, a gap is un-avoidably defined between each door and the edge of the platform. In the case of a platform having a curved section, the gap therebetween is further increased. Due to this gap, there is the possibility of a safety hazard, for example, the foot of a passenger (particularly, a child) becoming caught in the gap when getting on or off the train.

Accordingly, in order to ensure the safety of passengers, it is preferable that the platform be constructed such that the gap between the train and the edge of the platform be as narrow as possible, but, in consideration of various factors including the characteristics of the trains, a gap having a predetermined width unavoidably exists therebetween. To solve this problem, that is, to minimize the gap between the train and the edge of the platform, a method in which a device called a “safety gap filler” is attached to the edge of the platform has been proposed.

Recently, various types of safety gap fillers have been proposed. Representative examples of such safety gap fillers were disclosed in Korean Patent Laid-open Publication No. 10-2002-0033331 and No. 10-2005-0098693 and Korean Utility Model Registration No. 20-0346389.

In such conventional safety gap fillers, to minimize the gap between a train and an edge of a platform while ensuring lateral movement of the train, a fastening plate, which has a band shape, is fastened to the edge of the platform which is adjacent to the tracks. Several gap prevention members, which are made of soft material, are perpendicularly coupled to one surface of the fastening plate at positions spaced apart from each other at regular intervals, thus forming an approximate fork shape. However, the conventional safety gap fillers have the following problems.

First, as shown in FIG. 1, to eliminate the gap between the train and the platform, the length to which the gap prevention members 3 protrude from the fastening plate 2 must be equal to or slightly greater than the gap therebetween. In this case, because the gap prevention members 3 are perpendicular to the train T, when the train T approaches or leaves the platform, the ends of the gap prevention members 3 are bent a lot when they come into sliding contact with the train T even though the backward displacement D, within which the ends of the gap prevention members 3 are moved in the direction away from the train, is relatively small. Therefore, the frictional force between the train and the safety gap filler is greatly increased.

In other words, in the conventional safety gap filler 1, when the gap prevention members 3 are bent by coming into sliding contact with the train T, the bending displacement S with respect to the backward displacement D is relatively large, thus greatly increasing frictional force therebetween.

Second, in the case where the conventional safety gap filler 1 is constructed such that ends of the gap prevention members 3 are spaced apart from the train by a predetermined distance, as shown in FIG. 2, the effect of minimizing the gap becomes unsatisfactory. That is, in the case of a person such as a child, having small feet, there still is the possibility of a safety hazard in which the foot may become caught in the gap.

Third, moreover, because the gap prevention members 3 are perpendicularly fastened to the fastening plate 2, as shown in FIG. 3, the wheels W of a carrier such as a cart may undesirably enter the space between the gap prevention members 3 when getting on or off the train T, thus causing a safety hazard.

DISCLOSURE OF INVENTION

Technical Problem

Accordingly, the present invention has been made keeping in mind the above problems occurring in the prior art, and an object of the present invention is to provide a safety gap filler for railway platforms which can satisfactorily remove the gap between a train and an edge of the platform which is adjacent to tracks and can prevent the size of gaps between support bars from being increased by the weight of passengers, thus effectively preventing the feet of passengers or the wheel of a cart or the like from becoming caught between the support bars when the passengers get on or off the train.

Another object of the present invention is to provide a safety gap filler for railway platforms which markedly reduces the frictional force induced by coming into sliding contact with the train when the train approaches or leaves the platform.

Technical Solution

In order to accomplish the above objects, the present invention provides a safety gap filler provided on an edge of a railway platform that is adjacent to tracks to reduce a gap between the platform and a train, the safety gap filler including: a fastening base body attached to the edge of the platform that is adjacent to the tracks in a direction parallel to the tracks, the fastening base body having a band shape, a width of which is small, and a height of which is large; and a plurality of support bars protruding predetermined lengths from a surface of the fastening base body towards the tracks at positions spaced apart from each other at regular intervals, each of the support bars having a plate shape, which is small in width and large in height, and being inclined at a predetermined angle with respect to the fastening base body in a direction in which the train travels, so that the support bars are elastically brought into sliding contact with a sidewall of the train.

Preferably, the fastening base body and the support bars may be manufactured through separate processes and assembled with each other into a single body, wherein the fastening base body may be made of a hard material such as synthetic resin and has in one surface thereof a plurality of dovetail slots, each of which is closed at a lower end thereof, and each of the support bars may be made of a soft material such as rubber such that the support bar bends when contacting the train, with a first dovetail provided on a proximal end of each of the support bars, the first dovetail being fitted into the corresponding dovetail slot of the fastening base body.

Furthermore, a cross-section of each of the support bars may have a tapered shape which is reduced in width from the top thereof to the bottom. Therefore, the contact area between the foot of the passenger and the support bar is increased as much as possible, and foreign objects, which are held between the support bars, can be easily removed therefrom in a downward direction.

In addition, the safety gap filler may further include a sliding shoe provided on a distal end of each of the support bars, the sliding shoe having superior abrasion resistance and superior impact resistance.

ADVANTAGEOUS EFFECTS

In the safety gap filler for railway platforms according to the present invention, a gap is reliably prevented from being defined between the platform and the door of a train. Furthermore, because support bars are angled at appropriate angles with respect to a fastening base body, that is, in a direction crossing the direction in which passengers get on or off the train, the distances between the support bars are prevented from being increased by the weight of the passengers. Therefore, when the passengers get on or off the train, the foot of a passenger or the wheel of a cart or the like is effectively prevented from becoming caught between the support bars.

In addition, because the support bars are inclined in the direction in which the train travels, when the support bars are brought into contact with the train, they are easily bent. As well, when the train approaches or leaves the platform, because the support bars are in sliding contact with the train, frictional noise is markedly reduced.

Therefore, the present invention has superior effects in that the reliability of the station and the stability when passengers get on or off the train are greatly enhanced.

BRIEF DESCRIPTION OF THE DRAWINGS

FIGS. 1 through 3 are plan views illustrating problems with a conventional safety gap filler for railway platforms;

FIG. 4 is a perspective view of a safety gap filler for a railway platform, according to a first embodiment of the present invention;

FIG. 5 is a plan view showing the safety gap filler of FIG. 4 attached to the edge of the station platform adjacent to a track;

FIG. 6 is a sectional view taken along the line IV-IV of FIG. 5;

FIG. 7 is a sectional view taken along the line V-V of FIG. 5;

FIG. 8 is a partial plan view of the operation of the safety gap filler according to the present invention;

FIG. 9 is a partial plan view showing another type of support bars of the safety gap filler according to the present invention;

FIG. 10 is a partial plan view of a safety gap filler for a railway platform, according to a second embodiment of the present invention;

FIG. 11 is a side view seen along the arrow IX of FIG. 10;

FIG. 12 is a sectional view showing the installation of a safety gap filler for a railway platform, according to a third embodiment of the present invention;

FIG. 13 is a plan view seen along the arrow XI of FIG. 12;

FIG. 14 is a partially exploded perspective view showing a safety gap filler for a railway platform, according to a fourth embodiment of the present invention;

FIG. 15 is a plan view showing the assembled safety gap filler of FIG. 14;

FIG. 16 is a sectional view taken along the line XIV-XIV of FIG. 15;

FIGS. 17 and 18 are sectional views showing modifications of the safety gap filler according to the fourth embodiment of the present invention;

FIG. 19 is a partial plan view showing a safety gap filler for a railway platform, according to a fifth embodiment of the present invention; and

FIGS. 20 and 21 are a sectional view and a plan view, respectively, schematically showing a safety gap filler for a railway platform, according to a sixth embodiment of the present invention.

BEST MODE FOR CARRYING OUT THE INVENTION

Hereinafter, a safety gap filler for a railway platform according to the present invention will be described in detail with reference to the attached drawings.

As shown in FIGS. 4 through 8, a safety gap filler 10 for a train platform according to a first embodiment of the present invention includes a fastening base body 11, which is attached to the edge of the train platform adjacent to tracks in a direction parallel to the tracks, and support bars 12, which protrude a predetermined length from the surface of the fastening base body 11 towards the tracks at positions spaced apart from each other in the longitudinal direction of the fastening base body 11 at regular intervals. Therefore, the safety gap filler 10 resembles a fork.

In the safety gap filler 10 according to the first embodiment, the fastening base body 11 and the support bars 12 are made of soft material, for example, rubber or urethane, and are integrally formed into a single body.

The fastening base body 11 has the shape of a narrow and tall band. The fastening base body 11 is fastened to the edge of the platform F that is adjacent to the tracks, for example, using screws 13.

According to the characteristics of the present invention, the support bars 12 are angled with respect to the fastening base body 11 at predetermined angles α in the direction in which the train T travels. If the inclination angle α is too small, frictional force is reduced, but the length of each support bar 12 must be increased. If the inclination angle α is increased close to 90°, the length of the support bar 12 is reduced, but, because the bending displacement S, by which the end of the support bar 12 is bent, greatly increases with respect to the backward displacement D, by which the end of the support bar 12 is moved in a direction away from the train, the frictional force is increased.

Preferably, it is preferable that the inclination angle α of the support bar 12 be set at approximately 45°.

Here, in the case where the inclination angle α of the support bar 12 is less than 30°, the length of the support bar 12 must be more than double the size of the gap between the train and the platform, that is, the length of the support bar 12 becomes excessively long, so that the vertical displacement thereof could be undesirably increased. In contrast, in the case where the inclination angle α of the support bar 12 is greater than 60°, because the bending displacement S of the end of the support bar 12 is greater than double the backward displacement D thereof, the frictional force is excessively increased.

Therefore, in the present invention, preferably, the inclination angle α of the support bar 12 ranges from 30° to 60°.

As shown in FIG. 8, preferably, the protruding length, to which the support bars 12 protrude from the platform F towards the tracks, is slightly greater than the gap between the platform F and the train T, such that the support bars 12 are brought into sliding contact with the sidewall of the train T and are appropriately bent, thus maintaining a state of elastic contact with the sidewall of the train T.

Furthermore, because passengers may step on the support bars 12 when getting on or off the train, the support bars 12 must be able to withstand the weight of the passengers. To achieve this purpose, each support bar 12 has a vertically oriented plate shape, the width of which is small, and the height of which is sufficiently large. As shown in FIG. 6, the support bar 12 is shaped such that it is reduced in height in a direction away from the fastening base body 11.

Moreover, as shown in FIG. 7, each support bar 12 has a tapered cross-section in which the width thereof is reduced from the top to the bottom. Thanks to this structure, the contact area between the foot of the passenger and the support bar 12 is increased as much as possible such that a passenger can stably step on the step board, and foreign objects, which are held between the support bars 12, can be easily removed therefrom in a downward direction.

In other words, because the gap between the upper surfaces of the adjacent support bars 12 is relatively small, the possibility of the foot of the passenger becoming caught between the adjacent support bars 12 is minimized, and, because the gap therebetween is increased from the top to the bottom, foreign objects, which fall onto the safety gap filler 10, can be easily removed downwards through the gap between the support bars 12 without becoming caught in the gap.

Meanwhile, in the safety gap filler 10 according to the embodiment of the present invention having the above-mentioned construction, because the support bars 12, which protrude towards the tracks to fill the gap between the platform F and the train T, are inclined at predetermined angles in the direction in which the train T travels, passengers can very safely get on or off the train, and carriers such as carts can also easily and safely get on or off the train.

In detail, unlike the conventional art, in which the support bars protrude in the direction perpendicular to the direction in which the train T travels, in the safety gap filler 10 of the present invention, because the support bars 12 are inclined in the direction in which the train T travels, as shown in FIG. 8, at least one support bar 12 always supports the wheels W of a cart when it gets on or off the train. Therefore, there is little possibility of the wheel W becoming caught between adjacent support bars 12. As such, the present invention makes it possible for passengers to safely get on or off the train T.

Moreover, in the safety gap filler 10 of the present invention, because each support bar 12, which is inclined at a predetermined angle, protrudes a length slightly greater than the gap between the platform F and the train T, the ends of the support bars 12 come into sliding contact with the side wall of the train T and are thus bent, thereby maintaining a state of elastic contact with the sidewall of the train T. Therefore, when passengers get on or off the train T, gaps between the support bars 12 are effectively prevented from being increased by the weight of the passengers, which would cause the foot of a passenger to become caught between the support bars 12, and the possibility of a secondary safety hazard is minimized.

As well, because the support bars 12 are inclined in the direction in which the train T travels, when the train T approaches, the support bars 12 can be easily bent even by relatively small force. Furthermore, the frictional resistance between the train T and the support bars 12 is greatly reduced compared to in the conventional art, in which the support bars are perpendicular to the direction in which the train T travels, thus markedly reducing frictional noise.

Meanwhile, FIG. 9 schematically illustrates another type of support bars 14 of the safety gap filler 10 according to a modification of the first embodiment of the present invention. As shown in the drawing, the modification of the first embodiment is constructed such that each support bar 14 is reduced in width in the direction away from the fastening base body 11.

In this case, because the distal end of the support bar 14 is narrower than the proximal end thereof, when the support bar 14 is brought into sliding contact with the train T, the support bar 14 can be bent more easily, thus further reducing frictional noise.

FIGS. 10 and 11 schematically illustrate a safety gap filler 10 for a railway platform, according to a second embodiment of the present invention.

In the second embodiment, on the basis of the construction of the first embodiment, a sliding shoe 16, which is made of hard material, such as FRP or plastic, having superior abrasion resistance and superior impact resistance, is further provided on the distal end of each support bar 12.

The sliding shoe 16 can be coupled to the distal end of the support bar 12 by various methods, for example, it may be coupled thereto in a dovetail joint manner. Here, the sliding shoe 16 may have the same height as the support bar 12. Preferably, a dovetail 15, which engages with a dovetail groove 17 of the sliding shoe 16, is formed on the distal end of the support bar 12 such that it extends only a limited length from the upper end of the support bar 12 downwards, so that the support bar 12 supports the lower end of the sliding shoe 16, thus preventing the sliding shoe 16 from being undesirably removed from the support bar 12.

Furthermore, the sliding shoe 16 is constructed such that the sidewall thereof protrudes from the distal end of the support bar 12, so that only the sliding shoe 16 contacts the sidewall of the train T.

As well as having the same effects as those of the first embodiment, in the second embodiment having the above-mentioned construction, the durability of the support bar 12 is markedly increased, thus extending the lifetime of the safety gap filler 10.

FIGS. 12 and 13 schematically illustrate a safety gap filler for a railway platform, according to a third embodiment of the present invention.

In this embodiment, unlike the construction of the first embodiment, a fastening base body 18 has an angled structure such that it covers the upper corner C of the edge of the platform F. In this case, the operation of coupling the safety gap filler to the edge of the platform F becomes easier, and the coupling structure therebetween can be maintained strongly and stably.

Preferably, a coupling depression 18a is formed in the inner surface of the fastening base body 18, and a metal reinforcing member 19, which also has a bent shape, is seated into the coupling depression 18a, or is integrated with the fastening base body 18 by insert-forming. Thereafter, the fastening base body 18 is fastened to the platform F using screws 13, thus further increasing structural stability.

FIGS. 14 and 16 schematically illustrate a safety gap filler 20 for a railway platform, according to a fourth embodiment of the present invention.

In this embodiment, the safety gap filler 20 includes a fastening base body 21 and a plurality of support bars 22 and is constructed such that the fastening base body 21 and the support bars 22 are separately manufactured through different processes and are assembled with each other.

To achieve this purpose, the fastening base body 21 is made of hard synthetic resin and has in one surface thereof a plurality of dovetail slots 23, each of which is closed at the lower end thereof. Each support bar 22 is made of soft material such as rubber such that it bends when it contacts the train T. Furthermore, each support bar 22 has on a proximal end thereof a dovetail 24, which is fitted into the corresponding dovetail slot 23 of the fastening base body 21.

Here, the opening 23a of each dovetail slot 23 is formed in the fastening base body 21 at an angle ranging from 30° to 60° with respect to the corresponding surface of the fastening base body 21, such that the corresponding support bar 22 can be oriented in a direction that is inclined at an appropriate angle relative to the direction in which the train T travels. Furthermore, the dovetail 24 of each support bar 22 is also constructed such that it is angled relative to the end of the support bar 22 at an angle equal to the angle at which the opening 23a is formed.

As well as having the same effects as those of the first embodiment described above, the fourth embodiment has an advantage in that, in the case where some support bars 22 are worn, only the worn support bars 22 need be replaced with new ones.

Meanwhile, typically, the surface of the platform F is not level with the bottom of a door of the train T. That is, as shown in FIGS. 17 and 18, the bottom of a door of the train T is generally higher or lower than the surface of the platform F.

In this case, particularly, in the case where the difference in height between the surface of the platform F and the bottom of the door of the train T is relatively large, it is very inconvenient for passengers to get on or off the train, and a passenger may stumble on the stepped part formed by the difference therebetween.

To respond to this, in the fourth embodiment, the support bars 22, which are manufactured separate from the fastening base body 21, may be standardized into various heights and selectively used such that the upper surfaces of the support bars 22 are placed at an intermediate height within the range between the surface of the platform F and the bottom of the train T, thus minimizing the possibility of a safety hazard due to a difference in height therebetween, and making it easy for passengers to get on or off the train.

FIG. 19 schematically illustrates a safety gap filler 20 for a railway platform, according to a fifth embodiment of the present invention. The safety gap filler 20 according to the fifth embodiment has a construction in which those of the second embodiment and the fourth embodiment are combined.

In other words, in the case of this embodiment, on the basis of the construction of the fourth embodiment, a sliding shoe 16, which is made of hard material, such as FRP or plastic, having superior abrasion resistance and superior impact resistance, is further provided on the distal end of each support bar 22. The method of coupling the sliding shoe 16 to the support bar 22 is the same as in the second embodiment, therefore further explanation is deemed unnecessary.

As well as having the same effects as those of the fourth embodiment, the safety gap filler according to the fifth embodiment having the above-mentioned construction has an effect in that the durability of the support bar 22 is increased, thus extending the lifetime of the safety gap filler 20.

FIGS. 20 and 21 schematically illustrate a safety gap filler 20 for a railway platform, according to a sixth embodiment of the present invention.

On the basis of the construction of the fourth embodiment, the safety gap filler 20 according to the sixth embodiment is constructed such that a fastening base body 25 has a bent shape that covers the upper corner C of the edge of the platform F, in the same manner as that of the third embodiment. In this case, despite having the structure such that the safety gap filler 20 can be easily coupled to the edge of the platform F, the coupling structure therebetween can be maintained strongly and stably.

Of course, this embodiment may also have a structure such that a coupling depression 25a is formed in the inner surface of the fastening base body 25, and a metal reinforcing member 26, which has a bent shape, is seated into the coupling depression 25a or is integrated with the fastening base body 25 by insert-forming, thus further increasing structural stability.

Although the preferred embodiments of the present invention have has been disclosed for illustrative purposes, those skilled in the art will appreciate that various modifications, additions and substitutions are possible, without departing from the scope and spirit of the invention as disclosed in the accompanying claims.

INDUSTRIAL APPLICABILITY

As described above, in a safety gap filler for railway platforms according to the present invention, a gap is reliably prevented from being defined between the platform and a door of a train. Furthermore, because support bars are angled at appropriate angles with respect to a fastening base body, that is, in a direction crossing the direction in which passengers get on or off the train, gaps between the support bars are prevented from being widened by the weight of the passengers. Therefore, when the passengers get on or off the train, the foot of a passenger or the wheel of a cart or the like is effectively prevented from becoming caught between the support bars.

In addition, because the support bars are inclined in the direction in which the train travels, when the support bars are brought into contact with the train, they are easily bent. As well, when the train approaches or leaves the platform, because the support bars are in sliding contact with the train, frictional noise is markedly reduced.

Therefore, the present invention has superior effects in that the reliability of the station and the stability when passengers get on or off the train are greatly enhanced.

Claims

1. A safety gap filler provided on an edge of a railway platform that is adjacent to tracks to reduce a gap between the platform and a train, the safety gap filler comprising: a fastening base body attached to the edge of the platform that is adjacent to the tracks in a direction parallel to the tracks, the fastening base body having a band shape, a width of which is small, and a height of which is large; and a plurality of support bars protruding predetermined lengths from a surface of the fastening base body towards the tracks at positions spaced apart from each other at regular intervals, each of the support bars having a plate shape, which is small in width and large in height, and being inclined at a predetermined angle with respect to the fastening base body in a direction in which the train travels, so that the support bars are elastically brought into sliding contact with a sidewall of the train.

2. The safety gap filler according to claim 1, wherein the fastening base body and the support bars are manufactured as a single body using a soft material such as rubber or urethane.

3. The safety gap filler according to claim 1, wherein the fastening base body and the support bars are manufactured through separate processes and are assembled with each other into a single body, wherein the fastening base body is made of a hard material such as synthetic resin and has in one surface thereof a plurality of dovetail slots, each of which is closed at a lower end thereof, and each of the support bars is made of a soft material such as rubber such that the support bar bends when contacting the train, with a first dovetail provided on a proximal end of each of the support bars, the first dovetail being fitted into the corresponding dovetail slot of the fastening base body.

4. The safety gap filler according to claim 1, wherein a cross-section of each of the support bars has a tapered shape which is reduced in width from a top thereof to a bottom.

5. The safety gap filler according to claim 4, further comprising: a sliding shoe provided on a distal end of each of the support bars, the sliding shoe having superior abrasion resistance and superior impact resistance.

6. The safety gap filler according to claim 5, wherein a second dovetail is formed on the distal end of each of the support bars to extend a predetermined length from an upper end of the support bar downwards, and a dovetail groove is formed in the sliding shoe, so that the sliding shoe is assembled with the corresponding support bar using the second dovetail and the dovetail groove,

wherein the sliding shoe protrudes from the support bar towards the tracks.

7. The safety gap filler according to claim 1, wherein the fastening base body has a bent shape such that the fastening base body covers an upper corner of the edge of the platform, so that the fastening base body is firmly coupled to the edge of the platform.

8. The safety gap filler according to claim 7, wherein a metal reinforcing member having a shape equal to a shape of the fastening body is provided in the fastening body.

9. The safety gap filler according to claim 3, wherein the support bars are manufactured to have various sizes such that heights of the support bars are greater, less than or equal to a depth of the dovetail slots of the fastening base body, so that the support bars are selectively used depending on a difference in height between a surface of the platform and a bottom of a door of the train.

10. The safety gap filler according to claim 1, wherein the angle at which each of the support bars is inclined ranges from 30° to 60°.

11. The safety gap tiller according to claim 1, wherein the height of each of the support bars is reduced in a direction away from the fastening base body.

12. The safety gap filler according to claim 1, wherein the width of each of the support bars is reduced in a direction away from the fastening base body.