JP2011025852A - Emergency evacuation system for rolling stock - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an emergency evacuation system for rolling stock, which allows a door to have a window through which an outside view can be seen, allows an entrance/exit opening for ordinary use to serve as an emergency entrance/exit, has a simple structure, and can be manufactured inexpensively. <P>SOLUTION: The door 5 includes a door body 7, a door frame 5a, and an auxiliary door; wherein the door frame 5a and the auxiliary door are integrally installed, with respect to an opening frame 4 installed inside the opening 3 provided on an end panel, to be forwardly openable toward one side. The door body 7 is installed in a forwardly rotatable manner with respect to the lower end of the door frame 5a, a window opening 11 is formed in an upper part of the door body 7, and one end of the auxiliary door is connected to the upper end of the door body 7 in a forwardly rotatable manner. A back surface of the door body 7 is provided with a window cover and footboard which is located below to release the window opening 11 in a normal state and which moves so as to close the window opening 11 in an emergency evacuation state. The auxiliary door is provided with a second window cover and footboard which is located on a proximal end side to open a second window opening in the normal state and which moves to above the second window opening in the emergency evacuation state. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention is provided on the wife's face of a railway vehicle so as to be openable and closable forward and to one side, and an auxiliary door as an extended floor plate portion is foldably disposed on the back side of a regular door provided with a window near the top. The present invention relates to an emergency escape device for railway vehicles.

  As a prior art of this type of emergency escape device, the opening for opening the through passage is opened in the through passage provided at the end of the vehicle body, the lower end is pivotally supported by the vehicle body, is normally locked to the vehicle, and opens outward in an emergency. A door frame is provided so as to be openable and closable, and an open door pivotally supported by a leg of the open door frame is attached to the opening formed in the open door frame so that the door can be opened and closed. An emergency escape device provided with walking means has been proposed (see, for example, Patent Document 1).

  Also, a plug-in door, a slider that can move in the opening and closing direction of the door, a vertical movement that is provided so as to be able to advance and retreat in a direction perpendicular to the slider, and whose tip is pivotally attached to the hinge at the lower end of the door. A sliding device composed of a rod, a horizontal guide parallel to the opening and closing direction of the door, a vertical guide that intersects the horizontal guide at a right angle and opens to the vehicle body, an opening of the vertical guide, and any of the horizontal guide A guide device comprising a branch piece for closing the door, an arm having one end fixed to the upper end of the door and a roller capable of rolling the lateral guide and the vertical guide on the other end, a normal position and an emergency A selection handle that is pivotally mounted at a position, is connected to the branch piece by a cable, and drives the branch piece in the closing direction of the lateral guide when pivoted to an emergency position, and is foldable on the door And through the branch A support device connected to the body, a buffering cable with one end attached to the door and the other side wound around a drum, and an extension that is pivotally attached at one end to a fulcrum of the upper end of the door and engages with the support device and the buffer cable There has been proposed an emergency escape device that is composed of a plate and a two-stage slope passage provided with a buffer device that feeds out the buffer cable and can be used for both ordinary and emergency use (for example, see Patent Document 2).

  None of the above-mentioned devices listed as the prior art is provided with a window that allows the door to be opened and closed to look out of the vehicle.

  Therefore, as a prior art of a device provided with a window in the emergency escape door, a window opened so that the upper end is pivotally attached to the upper end of the opening at the center of the front of the railway vehicle and the lower end is flipped forward and upward The base end of a pair of left and right frames is pivotally attached to the lower end portions on both sides in the opening, and the frame can be folded so as to overlap inside through a hinge at a substantially intermediate position in the longitudinal direction. In a state where the frame is extended straight, a plurality of tread members having a constant width are continuously arranged along the frames to constitute a tread surface. On the other hand, in a state where the frame is folded in half, each tread plate member moves to the hinge portion side and is superposed. Since the overlapping position of these tread members is a position that does not interfere with the window in the storage part above the door window, the lower end side of the door is swung to the lower end part in the opening part, and the opening part is closed with the door Has proposed an emergency escape device having a structure in which a scenery outside the vehicle can be seen from the door window (see, for example, Patent Document 3).

Japanese Examined Patent Publication No. 4-59187 Japanese Patent Publication No. 7-25304 European Patent No. 0776808

  However, the emergency escape device described in Patent Document 3 has the following problems to be solved.

  1) The structure is complicated because the door with a flip-up opening and closing and the slope with a pair of frames that are folded in two through the hinges that form the treadle surface in case of emergency escape are constructed as separate and independent devices. It is.

  2) In a state where the door is flipped upward and opened forward, the frame folded in two and folded is positioned in a state where it stands up in the opening, and therefore, smooth escape in an emergency may be hindered.

  3) Since the doors are opened and extend almost horizontally forward above the front of the vehicle, the doors interfere with each other when, for example, the fronts of the vehicles are brought together to move from one vehicle to the other. There is a risk.

  4) Although related to 1) above, in the event of an emergency escape, the door is flipped upward and opened, and then the folded frame is extended in a straight line so that the tread members are continuously extended. It is necessary to perform two operations (operations) for forming the tread surface.

  The present invention has been made in view of the above points, and that the door is provided with a window overlooking the outside of the vehicle, that the opening that is a normal entrance can be used as an emergency entrance, such as an engine or a motor in an emergency. An emergency escape device for a railway vehicle having advantages such as that a slope for escape can be formed manually and smoothly without using a power source, and that the structure is simpler and less expensive than the device described in Patent Document 3. It is something to be offered.

  In order to achieve the above object, an emergency escape device for a railway vehicle according to the present invention is provided so as to be openable in an opening provided on a wife surface of a railway vehicle (first vehicle or last vehicle), and includes a window near the top. An emergency escape device for a railway vehicle in which an extended tread portion (hereinafter also referred to as an auxiliary door) is folded in two and arranged to be superposed on the back side of the door. Door), a door frame, and the extended tread portion (second-stage door, auxiliary door), and the door frame and the extended tread portion (auxiliary door) with respect to the opening of the end face of the railcar. The door body is attached so as to be openable to the front and one side (from the front to one side), and the door body is attached to the door frame so that the upper end side can be turned forward with respect to the lower end of the door frame. An opening for the window is formed in the upper part of the main body, and the extended tread (auxiliary door) has one end ( An end) is connected to the upper end of the door body so that the other end (tip) side can be rotated forward, and a second opening for window is formed at a position corresponding to the opening for window, and the rear surface of the door body In the normal state (when standing up), the window opening is located below the window opening, and closes the window opening in an emergency escape state (when the door body is turned in the extending direction). A window lid / tread part that moves upward is provided, and the extended tread part (auxiliary door) is located at the base end side that opens the second opening for the window in a normal state (when folded) and escapes rapidly. A second window lid / tread plate portion that moves on the second window opening in the state is provided.

  According to the emergency escape device for a railway vehicle according to the present invention having the above-described configuration, the door body, the door frame, and the auxiliary door are integrated to form a door, and therefore, compared to the prior art in which a door is provided with a window. The structure is simplified, and when the door is opened, the escape slope portion is also opened together as a door, so the escape slope portion does not get in the way. Further, since the door is opened forward and one side at the front end surface of the vehicle, the doors of both the vehicles do not interfere with each other when the front ends of the two vehicles are in contact with each other. Therefore, as shown in FIGS. Passengers can be transferred over a relatively short bridge between the vehicles. Furthermore, the window opening of the door (door body and auxiliary door) is normally opened, and in the emergency escape state, it is automatically covered with the window lid and tread plate (in the embodiment, by the action of the link mechanism and gravity). Since the escape tread surface (slope) is constructed, it is possible to smoothly escape with or without a window.

  According to a second aspect of the present invention, the window lid / tread plate portion can be provided on the back surface of the door main body so as to be slidable between the window opening and its lower position by its own weight.

  In this way, the window lid / tread part on the back of the door body is moved between the window opening and its lower part in conjunction with the turning movement of the door body without using a moving mechanism such as a link mechanism. And the structure becomes simple.

  According to a third aspect of the present invention, the second window lid / tread plate portion is pivotally attached to the lower end thereof so that one end portion of the link is rotatable around a horizontal axis, and the other end portion of the link is in the opening portion. Attached to the lower end of the attached opening frame so as to be rotatable about a horizontal axis, and is pushed out through the link when the door body is turned from the standing state to the front side, and on the second window opening. On the other hand, when the door main body is turned from the turning state to the original standing state, the door main body is drawn through the link and can move downward to open the second window opening.

  In this case, the second window lid / tread plate portion on the back surface of the auxiliary door is moved by the link mechanism between the window opening and the lower portion thereof in conjunction with the turning operation of the auxiliary door. The lid / tread plate portion can be reliably moved to a predetermined position.

  According to a fourth aspect of the present invention, the second window lid / tread plate portion is pivotally attached to the base end of the second window lid / tread plate portion so as to be rotatable around a transverse axis perpendicular to the link, and the other end portion of the link is Attached so as to be able to rotate around a horizontal axis perpendicular to the upper part of the back surface of the door body, and is drawn through the link when the extension tread (auxiliary door) is turned from the folded overlapping state in the extension direction of the door body. The second window opening is moved through the link from the rolling state of the extension tread (auxiliary door) in the extension direction of the door body and folded through the link while being moved onto the second window opening. It can move to the base end side which opens an opening part.

  In this way, the window lid / tread plate portion on the back surface of the auxiliary door is moved by the link mechanism between the second opening for windows and the lower portion thereof in conjunction with the turning operation of the door body. The tread plate portion can be reliably moved to a predetermined position.

  According to a fifth aspect of the present invention, one end of each support link is pivotally attached to the upper end of each side of the door body so as to be rotatable around an orthogonal direction (lateral direction), and the other end of each support link is pulled. It is connected to the upper end of the opening frame via a cable, and can be rotated around the axis in which the one end of the auxiliary link is orthogonal (laterally) at approximately the middle position in the vertical direction on both sides of the door body. And the other end of each auxiliary link is rotatably mounted about its axis by a pivot shaft in a direction (lateral direction) orthogonal to a substantially intermediate position in the longitudinal direction of the support link. A long hole or a long groove is formed so as to be slidable with respect to the pivot shaft over a predetermined length from the other end of the door so that the corresponding support link and each auxiliary link overlap in the standing state of the door body. Configured to One end of the second support link is pivotally attached to the side of the both ends of the tread (auxiliary door) so as to be able to rotate around a horizontal axis, and the other end of each second support link is connected to the second towing line via the second pulling rope. The other end of the support link may be connected.

  In this way, the door body is tilted to the front of the vehicle during emergency escape, and the auxiliary door, which is the extended tread plate, is turned to the extended position of the door body. Because it can be supported, the support of the door body and the auxiliary door in the turning state is reliable, and when the passenger escapes, the tow rope and the support link act as a handrail and prevent the passenger from falling to the side. Can be safely performed, and the strength of the door body and the auxiliary door can be reduced to reduce the weight. In addition, when the door body is tilted forward of the vehicle's wife surface or the auxiliary door is turned to the extended position of the door body, the support link or the towing line is placed at the maximum opening position or maximum turning position of the door body or auxiliary door. Since the door body and the auxiliary door are prevented from suddenly turning, the door body and the auxiliary door can be reliably guided to the maximum open position and the maximum rotation position.

  The other end side of the closing operation pulling rope having one end fastened near the upper end portion in the opening frame, the upper end of one side surface of the door main body and the extended tread plate portion (auxiliary door) according to claim 6. It is possible to connect to a closing tow rope take-up device attached to a ceiling portion in the vehicle via a roller mounted at an intermediate position in the longitudinal direction.

  In this way, the door body is brought down to the front of the vehicle, and the auxiliary door is turned to the extended position of the door body. After a certain auxiliary door is folded in two, it is subsequently superimposed on the back surface of the door body, and the door body turns up backwards and upwards and is fitted into the door frame to be integrated.

  As described in claim 7, a non-slip sheet can be adhered to the back surface of the door body, and an anti-slip sheet can be adhered to the extended tread portion.

  If it does in this way, since the tread board surface to which a passenger moves of a door main part and an extension tread part becomes difficult to slide, a passenger can escape safely.

  As described in claim 8, when the door is closed, the window opening of the door main body and the auxiliary door is opened, and the window lid / tread portion of the door main body is on the lower portion of the door main body. In this state, the door-side stopper provided on the door body and the window cover-side stopper provided on the window lid / tread plate portion are separated from each other, and the window lid / tread plate portion moves onto the window opening. In this state, it is desirable that the window cover side stopper is engaged with the door side stopper so that the window lid / tread plate portion is secured to the window opening.

  In this way, the window cover side stopper is engaged with the door side stopper while the window cover and tread plate portion is moved onto the window opening, and the window cover and tread plate portion is Retained on the opening.

  As described above, the emergency escape device for railway vehicles of the present invention has the following excellent effects.

  -The structure is simplified compared to the conventional emergency escape device with a window on the door, and when the door is opened, the escape slope part is also opened together with the door, so the escape slope part is not obstructive .

  -Since the door is opened to the front and one side of the front end surface of the vehicle, the doors of the two vehicles do not interfere with each other in the state where the front ends of the two vehicles are in contact with each other, and a relatively short jumper is bridged between the vehicles. Passengers can be transferred from one vehicle to the other.

  -Under normal conditions, the windows of the doors (door body and auxiliary door) are completely open, allowing you to see the scenery outside the vehicle. On the other hand, at the time of emergency escape, it is automatically covered with the window lid / tread plate portion and constitutes the floor surface for escape, so that it is possible to escape smoothly regardless of whether there is a window.

  -The opening that is a normal entrance can be used as an emergency entrance, and in the event of an emergency, a slope for escape can be manually and smoothly formed without using a power source such as an engine or motor.

It is a front view which shows the front end side wife surface of the railway vehicle provided with the emergency escape apparatus concerning the Example of this invention. It is AA sectional drawing of FIG. It is BB sectional drawing of FIG. It is the front view which looked at the door periphery of the front end surface center part of a railway vehicle from the vehicle inside. It is CC sectional drawing of FIG. 6 (a) to 6 (c) show a locking mechanism of the door body 7, FIG. 6 (a) is a sectional view taken along line FF in FIG. 4 showing a locked state, and FIG. 6 (b) is a drawing of FIG. 6 (a). JJ sectional view, FIG. 6C is a GG sectional view showing the unlocked state, FIGS. 6D and 6E show the locking mechanism of the door 5, and FIG. 6D is the locked state. 4 is a cross-sectional view taken along the line H-H in FIG. 4, and FIG. 6E is a cross-sectional view taken along the line KK in FIG. 6D. It is a side view which shows the emergency escape state which turned the back side auxiliary door (extension floor board part) 8 forward after the door main body 7 of the door 5 was moved forward. 8A is a cross-sectional view taken along line AA in FIG. 7, and FIG. 8B is a cross-sectional view taken along line BB in FIG. 8A. 9 to 12 are perspective views seen from the front side, showing the turning state of the door body 7 step by step. It is a perspective view which shows the state which turned the auxiliary door 8 about 90 degree upwards. FIG. 11 is a perspective view showing a state in which the auxiliary door 8 is further turned forward by approximately 60 ° from the state of FIG. 10. FIG. 12 is a perspective view showing a state where the auxiliary door 8 is further turned forward by approximately 30 ° from the state of FIG. 11. It is a top view which shows the state which faced | matched the front end surface of vehicles in the state which open | released the door 5, and spanned the bridge board 52 between the front-end | tip opening parts 3 * 3 of both vehicles. FIG. 14 is a side view of FIG. 13. It is DD sectional drawing of FIG. It is EE sectional drawing of FIG. The door 5 is shown closed. FIG. (A) is a sectional view of the door 5, FIG. (B) is a front view of the door 5 viewed from the back side, and FIG. (C) is a window covering / tread plate portion 12b. It is a front view showing the positional relationship of the door side stopper 61 and the window covering side stopper 71 in the securing mechanism 60. 17-20 is explanatory drawing which shows the open state of the door main body 7 and the auxiliary door 8, and the operation | movement aspect of the securing mechanism 60 in order from a closed state to an open state. FIG. 2A shows a state in which the first-stage door body 7 is opened. FIG. 1A is a cross-sectional view of the door body 7 and the auxiliary door 8, and FIG. (C) is a top view showing the positional relationship of the door side stopper 61 and the window covering side stopper 71 in the securing mechanism of the window covering / tread plate portion 12b. The figure shows a state in which the second-stage auxiliary door 8 is opened. FIG. (A) is a sectional view of the door body 7 and the auxiliary door 8, and FIG. (B) is a view of the door body 7 and the auxiliary door 8 from above. FIG. 6C is a plan view showing the positional relationship and engagement state between the door-side stopper 61 and the window-covering-side stopper 71 in the securing mechanism of the window covering / tread plate portion 12b. The second stage auxiliary door 8 is opened and the window covering / tread plate portion 12b is about to move rearward. FIG. (A) is a sectional view of the door body 7 and the auxiliary door 8, and FIG. Is a plan view of the door body 7 and the auxiliary door 8 as viewed from above. FIG. (C) is the positional relationship between the door side stopper 61 and the window cover side stopper 71 in the securing mechanism of the window covering / tread plate portion 12b and the engaged state. It is a top view showing. FIG. 4A is a plan view showing the entire securing mechanism 60 showing a state in which the door side stopper 61 and the window covering side stopper 71 are engaged, and FIG. FIG. 4A is a plan view showing the door-side stopper 61, FIG. 4B is a cross-sectional view taken along the line AA in FIG. 4A, and FIG. 4C is a cross-sectional view taken along the line BB in FIG. (A) is a plan view showing the window covering side stopper 71, (b) is a right side view thereof, and (c) is a cross-sectional view taken along line AA of FIG. (A).

  DESCRIPTION OF EMBODIMENTS Hereinafter, embodiments of an emergency escape device for a railway vehicle according to the present invention will be described with reference to the drawings.

  1 is a front view showing a front end face of a railway vehicle equipped with an emergency escape device according to an embodiment of the present invention, FIG. 2 is a cross-sectional view taken along line AA in FIG. 1, and FIG. 3 is a cross-sectional view taken along line BB in FIG. 4 is a front view of the vicinity of the door at the center of the front end surface of the railway vehicle as viewed from the inside of the vehicle, and FIG. 5 is a sectional view taken along the line CC in FIG. 6A to 6C show the lock mechanism of the door body 7, and FIGS. 6D and 6E are views showing the lock mechanism of the door 5. FIG. FIG. 7 is a side view showing an emergency escape state in which the auxiliary door (extended floor plate portion) 8 on the back surface is turned forward after the door body 7 of the door 5 is moved forward, and FIG. 8A is an arrow line AA in FIG. FIG. 8B is a cross-sectional view taken along the line BB in FIG. 8A. 9-12 is the perspective view seen from the front side which shows the rolling state of the door main body 7 in steps. FIG. 13 is a plan view showing a state in which the front end surfaces of the vehicles are butted together with the door 5 opened, and a bridge plate 52 is bridged between the front end openings 3 and 3 of both vehicles.

  As shown in FIG. 1, a longitudinally long opening 3 is provided at the center of a wife face (front face) 2 at the front end of a vehicle body of a leading vehicle (including the tail vehicle) 1, and an opening frame is provided in the opening 3. 4 is fitted. A door (hinge door) 5 can be opened to the opening frame 4 forward and one side (from the front side to one side (left side or right side) when viewed from inside the vehicle 1) by a hinge 6 (see FIG. 5). It is attached. This door 5 has a window 5c in the upper part, and is provided with a door main body (slope door) 7 and a door frame 5a at the periphery thereof so that the door frame 5a can be separated, and the lower end of the door main body 7 is hinged to the lower end edge 5b of the door frame 5a. It is connected via a support shaft 9 so as to be openable in a forward-downwardly forward-down state. The door body 7 is opened and closed around the axis of the hinge 6 as a door (hinge door) 5 in a state of being integrated with the door frame 5a and the auxiliary door 8 described below. That is, as shown in FIG. 3, in a state where the door body 7 is integrally combined with the door frame 5a and the auxiliary door 8, the opening frame 4 is rotated forward and one side via the hinge 6 with respect to the opening frame 4. 3 is released. Guide rollers 5d are mounted on both sides of the lower end surface of the door frame 5a. The door 5 is returned to the original position through the hinge 6 together with the door frame 5a, and the opening frame 4 is closed. The guide roller 5d is in contact with the inner lower surface to support the door 5 as a whole. As shown in FIG. 7, a tread cover 53 is mounted so as to cover the support shaft 9 from the floor surface of the leading vehicle 1 to the lower end portion of the door body 7.

  On the back (back) side of the door body 7 that is the first-stage door is a second-stage door comprising an extended tread portion that forms a tread surface (escape step) together with the back surface of the door body 7 during emergency escape. The auxiliary door 8 is provided in a state in which the auxiliary door 8 is foldably connected in two around the support shaft 10. Specifically, the auxiliary door (extension tread) 8 is slightly narrower and slightly shorter than the door body 7, and one end (base end) side of the auxiliary door 8 is hinged or pivoted to the upper end of the door body 7. 10 is connected to be rotatable about 180 ° around the axis. The door body 7 is provided with a window opening 11 slightly above the middle position in the longitudinal direction (vertical direction). A transparent glass plate 11 a is attached to the window opening 11.

  As shown in FIG. 7, the surface of the door body 7 has a longitudinal section convex forward (downward) and curved in an arc shape over the entire length, and the back surface of the door body 7 is located below the window opening 11 from the lower end. Both side frame walls 11 b are formed on both side edge portions 7 a so as to protrude slightly upward (backward) and cross from the protruding end to the upper end of the door body 7. A tread surface 12 is formed so as to cover the space between both side frame walls 11b. The tread surface 12 is a portion covering the window opening 11 (both the window covering portion and the window lid / tread portion). 12b) and a lower portion 12a thereof. In this example, the window covering portion (window lid / tread plate portion) 12b is mounted between guide frames 11c projecting on both side frame walls 11b so as to be slidable on the lower portion 12a and the window opening 11; The door body 7 is raised and lowered so as to overlap the lower portion 12a by its own weight in a state where the door body 7 is integrally fitted in the door frame 5a. That is, the window opening 11 is opened. Further, when the door body 7 is turned forward and downward about 100 ° to 110 ° around the support shaft 9 with respect to the door frame 5a, the window covering portion 12b has its own weight along the space between the guide frames 11c. Moves over the window opening 11 and covers the window opening 11. An anti-slip sheet is attached on the tread surface 12 (surface).

  By the way, the window covering portion 12b is slidable along the guide frame 11c on the lower portion 12a and the window opening 11, and the door body 7 is tilted forward and downward about the support shaft 9. As described above, the window covering portion 12b moves on the window opening 11 by its own weight and covers the window opening 11. On the other hand, in a state where the door body 7 is erected and fitted integrally in the door frame 5a, it overlaps on the lower portion 12a by its own weight, and the window opening 11 is opened. Therefore, in this example, a lashing mechanism 60 that fixes the window covering portion in a state where the window covering portion 12b is moved onto the window opening 11 is provided.

Hereinafter, examples of the securing mechanism will be described with reference to FIGS.
17-20 is explanatory drawing which shows the open state of the door main body 7 and the auxiliary door 8, and the operation | movement aspect of the securing mechanism 60 in order from a closed state to an open state, (a) is the right side of the doors 7 and 8. FIG. Sectional drawing, FIG. (B) is the same top view, FIG. (C) is explanatory drawing of the operation | movement aspect of a securing mechanism. 21 is a plan view and a side view showing the entire securing mechanism, FIG. 22 is a plan view of the door side stopper, AA sectional view, BB sectional view, FIG. 23 is a plan view of the window covering side stopper, A It is -A sectional drawing.

  As shown in FIG. 21, the securing mechanism 60 includes a combination of a door side stopper 61 and a window covering side stopper 71. The door side stopper 61 is provided in the door main body 7 as shown in FIG. On the other hand, the window covering side stopper 71 is provided in the window covering portion 12b as shown in FIG.

  The door-side stopper 61 is mounted on a mounting frame 62 by a support shaft 64 so that a substantially L-shaped stopper member 63 can be opened and closed. The stopper member 63 is biased by the shaft 65 through the spring 66 in the opening direction. A latch 67 is disposed on the upper end side of the shaft 65 so as to protrude above the upper end of the mounting frame 62, and the lower end surface of the latch 67 is connected to the upper end surface of the shaft 66. The window covering side stopper 71 includes a long, substantially I-shaped stopper member 73 on a mounting frame 72 that is smaller than the mounting frame 62, and a claw portion 73 a that can be engaged with and disengaged from the claw portion 63 a of the stopper member 63. And a lower end portion of the stopper member 73 is pivotally attached to the support shaft 74 so as to be rotatable left and right. The upper portion of the stopper member 73 protrudes above the mounting frame 72 and is urged in the engaging direction by the spring 75 with respect to the stopper member 63. The spring 75 is guided by two guide members 76.

  As shown in FIG. 21, the door-side stopper 61 is attached to the door body 7 with four bolts (and nuts) 68 so that the vertical position can be adjusted, and the window covering-side stopper 71 is attached to the window covering portion 12b. On the other hand, the four bolts 77 are attached so that their vertical positions can be adjusted. By adjusting the vertical position with this configuration, the window covering side stopper 71 is reliably engaged with the door side stopper 61. In addition, as shown in FIGS. 21-23, the protrusion part 69 is protrudingly provided in the vicinity of the spindle 64 of the stopper member 63 of the door side stopper 61 in the direction opposite to the nail | claw part 63a. Further, the locking tools 65b and 65c are integrally formed at the vertical position of the intermediate portion of the shaft 65, and the locking tool 65b or 65c is engaged with the projection 69 by moving the shaft 65 in the vertical direction. The stopper member 63 is configured to rotate clockwise or counterclockwise about the support shaft 64.

  Here, the open state of the door body 7 and the auxiliary door 8 and the operation mode of the securing mechanism 60 are changed from the closed state of the door 5 to the open state.

17 to 20,
1) When the door 5 is closed, the window openings 11 and 13 of the door body 7 and the auxiliary door 8 are opened, and the window covering member 12b of the door body 7 is overlapped on the lower portion 12a. The side stopper 61 and the window covering side stopper 71 are separated (FIG. 17).

  2) In a state where the first-stage door body 7 of the door 5 is tilted forward and downward, the second-stage auxiliary door 8 is standing at the tip of the door body 7. At this time, the window covering portion 12b moves on the window opening 11 by its own weight along the space between the guide frames 11c and covers the window opening 11. In this state. The window covering side stopper 71 moves to the front end side with respect to the door side stopper 61, and both can be engaged (FIG. 18).

  3) When the second auxiliary door 8 is opened in the extending direction of the door body 7 with respect to the door body 7, the latch 67 of the door side stopper 61 is pushed against the spring 66, and the stopper member 63 is moved. It rotates in the clockwise direction and is engaged with the window covering side stopper 71. Further, as will be described later, the window second opening 13 on the auxiliary door 8 side is also interlocked with the opening operation and is blocked by the window covering portion 14b via the link 15 (FIG. 19).

  4) Even if the window covering portion 12b tries to move to the rear side in the state shown in FIG. 19, the stopper member 73 of the window covering side stopper 71 is biased in the engaging direction by the spring 75, so that the door side stopper The engagement state with the stopper member 63 of 61 is maintained, and the window covering portion 12b does not move (FIG. 20).

  The auxiliary door 8 serving as an extended tread is provided with a window opening 11 of the door body 7 in a state in which the auxiliary door 8 is not normally rotated (in other words, folded in two on the back side of the door body 7 and overlapped). The window second opening 13 is provided at the matching position. On the surface of the auxiliary door 8, the upper and lower portions of the second window opening 13 and U-shaped frames 13 b and 13 c are provided so as to protrude from the rotating state of the auxiliary door 8. Used when returning to Further, a tread plate surface 14 is formed on the back surface (the surface facing upward in the rolled state) of the auxiliary door 8, and this tread plate surface 14 is composed of a lower portion 14 a of the second window opening 13 and a window covering portion ( Window lid / tread plate portion) 14b. The lower portion 14a is fixed at the lower position of the back surface of the auxiliary door 8, but the window covering portion 14b is located between the lower portion 14a and the second window opening 13 between the pair of left and right guide frames 13a and 13a. It is slidable along. Then, one end portion of the link 15 is pivotally attached to the upper end portions on both sides of the window covering portion 14b via a bracket 15c with a pivot pin 15d, and the other end portion of the link 15 is located near both upper ends of the door body 7 via the bracket 15a. And pivotally supported by a pivot pin 15b.

  With this configuration, when the auxiliary door 8 is folded in two on the back surface side of the door body 7 and rolled up approximately 180 ° upward and forward, the window covering portion 14b is linked to the links 15 on both sides from the lower portion 14a. -It moves on the 2nd opening part 13 for windows so that it may be pulled by 15, and covers the 2nd opening part 13 for windows. On the contrary, when the auxiliary door 8 is folded from the rolled state to the original state and overlapped on the back surface of the door body 7, the window covering portion 14b is formed by the links 15 and 15 on both sides from the second opening 13 for the window. It moves up on the lower part 14a so that it may be pushed up, and the 2nd opening part 13 for windows is open | released. An anti-slip sheet is attached on the tread surface 14 (surface).

  As shown in FIGS. 7 and 8, brackets 18 are erected and fixed in the vicinity of the upper end portions on both side edges 7 a of the door body 7, and one end portion of the support link 17 is attached to each bracket 18 on the side surface of the support link 17. A pivot pin 17a which is perpendicular to the axis is pivotally mounted around the axis of the pivot pin 17a. The other end side of each support link 17 is connected to the upper end portion in the door frame 5 a via the tow rope 19. At this time, the upper end side of the tow rope 19 is fixed to the upper end portion in the door frame 5 a or the ceiling portion in the leading vehicle 1. In addition, one end portion of the auxiliary link 21 is supported at a substantially intermediate position in the longitudinal direction (vertical direction) on both side edge portions 7a of the door main body 7 through the bracket 22 in a lateral direction orthogonal to the side surface of the auxiliary link 21. The pin 21a is pivotally mounted so as to be rotatable around the axis of the pivot pin 21a. The other end side of each auxiliary link 21 is pivotally mounted at a substantially intermediate position in the longitudinal direction of the support link 17 so as to be rotatable around its axis by a transverse support pin 17b orthogonal to the other side. A long hole 21c is formed so as to be slidable with respect to the pivot pin 17b over a predetermined length in the longitudinal direction. In addition, it can replace with the long hole 21c, and can also be set as a long groove or a groove-shaped slider.

  Then, the support link 17 and the auxiliary link 21 corresponding to each other in a standing state of the door body 7 (a state in which the door body 7 is fitted into the door frame 5a and integrated with each other) are configured to be parallel to each other and overlap. Also, one end of the L-shaped bracket 20 is fixed to the side of the auxiliary door 8 on both sides, and one end of the second support link 23 is connected to the upright portion of each L-shaped bracket 20. It is pivotally mounted around its axis by a laterally-supported pivot pin 20a orthogonal to the side surface. Further, the other end side of the second support link 23 is connected to the other end portion of the support link 17 via the second tow rope 24. Furthermore, the handrail 25 is stretched between the vicinity of the lower end portion of the tow rope 19 and a position slightly lower than the middle position in the vertical direction in the door frame 5a.

  As shown in FIGS. 4 and 5, one end of the pulling rope 26 for closing operation of the door body 7 is fastened near the upper end in the opening frame 4 of the railway vehicle 1, and the door body 7 is closed as shown in FIG. Rollers 27 and 28 are provided so as to protrude laterally at the longitudinally intermediate position of one side wall upper end and one side surface of the auxiliary door 8, and the other end of the closing operation tow rope 26 is provided with two rollers 27 and 28. Winding is applied to a retracting winding device 32 for closing operation attached to the right side of the ceiling portion via the rope unwinding buffer device 29 and the two pulleys 30 and 31 attached to the left side of the ceiling portion in the railway vehicle. The connection is possible. The shock absorber 29 has a built-in brake device that keeps the feeding speed of the tow rope 26 below a certain value by spring force or friction. The shock absorber 29 includes, for example, a slow down of the Fire Science Laboratory Co., Ltd. The speed governor of the machine (Slow Dan 125 (registered trademark)) can be used. As shown in FIGS. 4 and 5, the tow rope take-up device 32 engages the upper end engaging portion 33a of the rotary operation tool 33 with the engagement portion 32a of the tow rope take-up device 32, and manually operates the rotary operation tool 33. The auxiliary door 8 in the rotating state is first folded in two around the support shaft 10 and then superimposed on the back surface of the rear door body 7 by rotating the tow rope 26 for opening and closing. At the same time, by continuing the winding operation of the closing operation tow rope 26 in this state, the door body 7 is turned backward and upward to be fitted into the door frame 5a, and the two are integrated.

  In this state, as shown in FIG. 4, the lock claws 42 of the lock mechanism 41 provided at the intermediate positions in the vertical direction of the door frame 5 a on both sides of the door body 7 are respectively located on the upper and lower sides on both sides of the door body 7. The door main body 7 is integrated with the door frame 5a by engaging with a locking groove 44a (see FIGS. 10 and 11) of the lock 44 provided by a biasing force of a spring (not shown). On the other hand, when releasing the integration of the door body 7 and the door frame 5a at the time of emergency escape, in FIGS. 6 (a) to 6 (c), as shown in FIG. A lock claw engaged with a lock groove 44a (see FIG. 10) of the door body 7 as shown in FIG. 6 (a) by turning a certain unlocking lever 43 outward (door frame 5a). 42 is pulled toward the door frame 5a against the spring, and the locked state is released as shown in FIG.

  Moreover, the lock mechanism 45 of the door 5 is provided in the upper part and the lower part of the both sides of the door frame 5a as shown by reference numeral 48 in FIGS. 6 (d) and 6 (e), and the locking operation is performed as shown in FIG. 6 (e). By turning the handle 46 from the downward locked position to the horizontal position on the door body 7 side, the door 46 is inserted into the lock groove (not shown) in the opening frame 4 from the door frame 5a as shown in FIG. 6 (d). The lock claw 47 that comes out comes out, and the locked state is released. Here, if one side of the door 5 (the side opposite to the hinge 6) is pushed forward, the door 5 rotates about its axis with the door frame 5a via the hinge 6 together with the door frame 5a. Is released. The lock mechanism 45 is disposed in the storage portion of the door frame 5 a, and each storage portion is normally closed by an opening / closing lid 48.

  Next, FIGS. 13 and 14 show another emergency escape mode, in which passengers can be transferred to other vehicles without being lowered on the track. That is, the opening 3 of the leading end surface 2 of the leading vehicles 1 and 1 ′ is brought into close contact with the door 5 in a state where the door 5 is opened to the front and one side as much as possible, and the leading end openings 3 of both leading vehicles 1 and 1 ′ are brought into contact. By connecting the crossing plate 52 between the tread plate covers 53 and connecting the handrail cable 54 between the intermediate positions of the opening frames 4 and 4 ′, passengers in one vehicle 1 cross the crossing plate 52 and the other vehicle 1. You can change to '.

Although the embodiment of the emergency escape device for a railway vehicle according to the present invention has been described above, it can be implemented as follows.
In the above embodiment, the door 5 is attached to the opening frame 4 so as to be openable by the hinge 6 with the opening frame 4 fitted in the opening 3 of the end face 2. However, the door 5 can be directly mounted in the opening 3 together with the door frame 5a.
In the above embodiment, the window covering portion (window lid / tread plate portion) 12b of the door body 7 is automatically moved between the window opening and its lower portion by its own weight. Similarly to the window covering portion (window cover / tread plate portion) 14b, it can be moved using the link mechanism 15 or the like.
-It can replace with the long hole 21c of the auxiliary link 21, and can use it as the long groove which can guide the pivot pin 17b, or a slider groove | channel.
The position of the window 5c provided on the door 5 is not particularly limited as long as it is above the middle position in the vertical direction of the door 5.

1 Leading car (railway car)
2 Front end of body 3 Opening 4 Opening frame 5 Door (hinge door)
6 Hinge 5c Window 7 Door body (slope door)
5a door frame 5b lower end edge of door frame 5a 9 support shaft 10 support shaft 5d guide roller 53 A cover 53 is mounted.

8 Auxiliary door (extension tread part)
11 Window opening 11a Glass plate 7a Both side edges 11b of door body 7 Both side frame walls 12 Tread plate surface 12b Window covering portion (window lid and tread portion)
12a lower part 13 window second openings 13b and 13c U-shaped frame 14 tread surface 14a lower part 14b window covering part (window cover and tread part)
15 link 15c bracket 15d pivot pin 15a bracket 15b pivot pin 17 support link 17a pivot pin 17b pivot pin 18 bracket 19 pulling cable 20 L-shaped bracket 20a pivot pin 21 auxiliary link 21a pivot pin 21c long hole 22 bracket 23 second support link 24 second tow rope 25 handrail cable 26 opening / closing operation tow cable 27/28 roller 29 shock absorber 30/31 pulley 32 tow cable take-up device 32
33 Rotating operation tool 41 Lock mechanism 42 Lock claw 44 Lock 44a Lock groove 45 Lock mechanism 46 Lock operation handle 47 Lock claw 48 Opening / closing lid 51 Connecting plate 53 Step board cover 54 Handrail measure 60 Locking mechanism 61 Door side stopper 62 Mounting frame 63 L-shaped stopper member 63a Claw portion 64 of stopper member 63 Support shaft 65 Shaft 65b / 65c Locking tool 66 Spring 67 Latch 68 Bolt (nut)
69 Projection 71 Window Cover Side Stopper 72 Small Mounting Frame 73 I-shaped Stopper Member 73a Claw Part 74 of Stopper Member 73 Support Shaft 75 Spring 76 Guide Member 77 Bolt (Nut)

Claims (8)

An emergency escape of a railroad vehicle with an extended footboard folded in two on the back side of a door provided with a window near the top, which can be opened in the opening provided on the railcar's wife's face. A device,
The door includes a door body, a door frame, and the extended tread portion, and is attached to the opening portion of the end face of the railway vehicle so that the door frame and the extended tread portion can be opened to the front and one side. And
The door body is attached to the door frame so that the upper end side of the door frame can be turned forward with respect to the lower end of the door frame, and the window opening is formed in the upper part of the door body.
One end of the extended tread portion is connected to the upper end of the door main body so that the other end of the door main body can be rotated forward, and a second window opening is formed at a position corresponding to the window opening. And
On the back surface of the door body, there is a window lid and tread plate portion that is positioned below to open the window opening in a normal state and moves on the window opening that closes the window opening in an emergency escape state. Provided,
The extended tread plate portion has a second window lid / tread plate portion that is positioned on the base end side that normally opens the second window opening portion and moves onto the second window opening portion in an emergency escape state. An emergency escape device for railway vehicles, characterized in that it is provided.   2. The emergency escape device for a railway vehicle according to claim 1, wherein the window lid / tread plate portion is provided on a rear surface of the door body so as to be slidable between the window opening and a position below the window opening by its own weight.   The second window lid / tread plate portion is pivotally attached to the lower end thereof so that one end portion of the link is rotatable about a horizontal axis, and the other end portion of the link is close to the lower end portion of the opening frame attached in the opening portion. The door main body is rotatably mounted around a horizontal axis, and is pushed out through the link when the door main body is turned from the standing state to the front to move onto the second window opening. 2. The emergency escape device for a railway vehicle according to claim 1, wherein the emergency escape device for a railway vehicle is moved downward to open the second window opening when being turned from the turning state to the original standing state through the link.   The second window lid / tread plate portion is pivotally mounted at its base end so that one end of the link is rotatable about a horizontal axis, and the other end of the link is about the horizontal axis near the upper part of the back surface of the door body. The extension tread is drawn to the second opening for the window and is moved to the second opening for the window when the extension tread is turned from the folded overlapping state of the extension tread in the extending direction of the door body. 4. The device according to claim 1, wherein the portion is pushed out from the rolling state in the extending direction of the door main body through the link during folding and is moved to a base end side that opens the second opening for windows. Emergency escape device for railway vehicles. One end of each support link is pivotally attached to the upper end on both sides of the door body so as to be rotatable about a horizontal axis, and the other end of each support link is connected to the upper end in the opening frame via a towing line. In addition, one end of each auxiliary link is pivotally mounted at a substantially intermediate position in the vertical direction on both sides of the door body so as to be rotatable about a horizontal axis, and the other end of each auxiliary link is in the longitudinal direction of the support link. It is pivotally mounted at a substantially intermediate position so as to be able to rotate around its axis by a lateral pivot shaft, and a long hole or a long groove is slid with respect to the pivot shaft over a predetermined length in the longitudinal direction from the other end side of each auxiliary link. The support link and the auxiliary links corresponding to each other in a standing state of the door body are configured to overlap each other,
One end portion of the second support link is pivotally mounted on the side of the both ends of the extended tread portion so as to be rotatable around a horizontal axis, and the other end of each second support link is supported by the second pulling rope. The emergency escape device for a railway vehicle according to claim 3 or 4 connected to the other end of the link.   The other end side of the closing operation tow rope, which is fastened at one end near the upper end in the opening frame, is passed through rollers mounted on the upper end of one side of the door body and the intermediate position in the longitudinal direction of the extended tread. The emergency escape device for a railway vehicle according to any one of claims 3 to 5, wherein the emergency pulling device is connected to a closing operation tow rope winding device attached to a ceiling portion in the vehicle.   The emergency escape device for a railway vehicle according to any one of claims 1 to 6, wherein an anti-slip sheet is attached to the back surface of the door body, and an anti-slip sheet is attached to the extended tread portion. In the state where the door is closed, the window opening of the door body and the auxiliary door is opened, and the window lid / tread part of the door body overlaps the lower part of the door body, and in this state the door The door-side stopper provided on the main body and the window cover-side stopper provided on the window lid / tread plate portion are separated from each other, and the window lid / tread plate portion is moved onto the window opening, The emergency escape device for a railway vehicle according to any one of claims 1 to 7, wherein the window cover side stopper is engaged and the window lid / tread plate portion is secured to the window opening.

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