JP2011025852A5 - - Google Patents

Description

Rail vehicle door structure

According to the present invention, an auxiliary door as an extended floor plate portion is foldably disposed on the back side of a regular door provided with a window close to the upper side so as to be able to open and close forwardly and laterally to the end face of a railway vehicle It relates to the door structure of a railway vehicle.

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

  In addition, a plug-in type door, a slider movable in the opening and closing direction of the door, and a vertical position provided so as to be movable back and forth in a direction perpendicular to the slider Any of a slide device constituted by a rod, a horizontal guide parallel to the opening and closing direction of the door, a vertical guide crossing at right angles to the horizontal guide and opening in the vehicle body, an opening of the vertical guide and the horizontal guide A guide device constituted by a branch piece for closing the gutter, an arm having one end fixed to the upper end of the door and an arm having a roller capable of rolling the horizontal guide and the vertical guide at the other end, a service position and an emergency A selection handle is provided so as to be rotatable at a position, connected to the branch piece by a cable, and driven to move the branch piece in the closing direction of the lateral guide when it is turned to the emergency position, and foldably provided on the door Through the support A support device connected to the body, a buffer cord whose one end is attached to the door and a buffer cord whose other side is wound on a drum, and an end which is pivotally attached at one end to the fulcrum of the upper end of the door There has been proposed an emergency escape device which can be used for both regular use and emergency use, which is constituted by a plate and a two-stage slope passage provided with a shock absorber for feeding out the buffer cords (see, for example, Patent Document 2).

  In each of the above mentioned devices listed as prior art, the door which is opened and closed is not provided with a window for looking out of the vehicle.

  Therefore, as a prior art of a device having a window in a door for emergency escape, a window whose upper end is pivotally attached to the upper end of the opening at the front center of the railway vehicle and opened so that the lower end is bounced forward and upward The proximal end of a pair of left and right frames are respectively pivotally attached to the lower end on both sides in the opening, and the frame is foldable so as to overlap inward through the hinge at a substantially middle position in the longitudinal direction; When the frame is extended straight, a plurality of step board members of a fixed width continue in series along the space between the frames to form a step board surface. On the other hand, in a state where the frame is folded in half, each tread plate member is moved to the hinge portion side to be superposed. The overlapping position of these step board members is a position which does not interfere with the window in the housing above the window of the door, so the lower end of the door is pivoted to the lower end in the opening and the opening is closed by the door In the above, an emergency escape device has been proposed which can look at the outside of the vehicle from the window of the door (see, for example, Patent Document 3).

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

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

  1) The flip-up door and the slope with a pair of frames folded in half through the hinges that make up the tread surface at the time of emergency exit are configured as separate and independent devices, and the structure is complicated It is.

  2) In the state where the door is flipped forward and upward and opened, the frame folded in half and folded is located in the state of standing up in the opening, which may hinder smooth escape in an emergency.

  3) Since the doors extend forward almost horizontally above the front of the vehicle with the door open, for example, in an aspect where the fronts of the vehicles are abutted to move from one vehicle to the other, the doors interfere with each other There is a risk of

  4) Relating to the above 1), at the time of emergency escape, after the door is flipped forward and upward to open, the frame folded in half is linearly extended and the tread plate member is expanded in series. It is necessary to perform two operations (operations) of forming a tread surface.

The present invention has been made in view of the above-mentioned point, and the opening and closing door is provided with a window for looking out of the vehicle, that the opening which is a common entrance and exit can be used as an emergency entrance, The railway vehicle door structure is provided with the advantages of being able to manually and smoothly form a slope for escape without using a power source and having a simpler structure and lower cost compared to the device described in Patent Document 3 above. It is something to try.

In order to achieve the above object, a door structure of a railway vehicle according to the present invention is a door structure of a railway vehicle in which a door is provided at an opening of a end face of the railway vehicle (leading vehicle or trailing vehicle), A door frame having a hinge on one side and the hinge can be opened and closed on one side with the hinge as a support shaft, and can be opened and closed forward on the lower edge of the door frame via the support shaft A door body having a window and a first step plate portion covering the window when the door is fully open, and can be folded and stored inside the car of the door body when the door is closed, when the door is closed (normal state) And an extended tread plate portion having a window opening located in the car inside of the window and a second tread plate portion closing the window opening when the door is fully open, when the door is fully open (emergency escape In the state), a slope is formed by the first tread plate portion and the second tread plate portion , It is characterized.

According to the door structure of a railway vehicle according to the present invention having the above configuration, the door body (first stage door) , the door frame and the extension tread portion (second stage door, hereinafter also referred to as an auxiliary door) are integrated. As the door is structured, the structure is simplified as compared to the prior art in which the door is provided with a window, and a slope for escape is formed when the door is fully opened forward with the door body facing forward . The slope part for the escape does not get in the way. Further, since the door is opened to one side at the front end surface of the vehicle, the two vehicle doors do not interfere with each other when the front ends of the two vehicles are butted, and therefore, as shown in FIG. 13 and FIG. A relatively short crossover board can be bridged between to transfer passengers. Furthermore, a door window opening of the (door body and extending step plate portion) is opened at normally, the automatic (Example in the second step plate portion of the extension step board portion when the door front fully opened linkage and gravity Since it is covered by operation and constitutes a step board surface (slope) for escape, it can escape smoothly regardless of the presence or absence of a window.

As described in claim 2, the first tread plate portion slides on the door main body to close the window by the weight of the first tread plate portion from the time of closing the door to the time of full opening of the door. You can also do so.

In this way, the first tread plate portion can be moved between the window opening and the lower portion thereof in conjunction with the turning operation of the door main body by the weight of the first tread plate portion , and the structure is It will be easy.

As described in claim 3, further comprising a link having one end rotatably connected to the second tread plate portion and the other end rotatably connected to the door body, the door being closed The second tread plate portion may be slidable on the extension tread plate portion by the link by the time of forward full opening .

In this way, the second tread plate portion of the back surface of the extension tread portion interlocks with the operation of the extension tread portion and slides on the extension tread portion by the link from the time of closing the door to the time of front full opening. It can be moved.

As described in claim 4, a pair of support links, one end of which is rotatably connected to the door body and the other end of which is connected to the door frame by pulling means, and one end of the door body And a pair of auxiliary links having guide grooves for guiding the support link to slide at the other end, and one end is rotatably connected to the extended tread plate portion, and the other The device may further comprise a pair of second support links whose ends are connected to each of the pair of support links by second traction means .

With this configuration, the door main body and the extension tread plate portion are supported by the support link and the traction means in a state where the door body is turned forward of the vehicle when the door front is fully opened and the extension tread portion is turned to the extension position of the door main body. Because the door body and the extended step plate portion can be supported in a turning state, the pulling means and the support link, etc. act as handrails when the passenger escapes, and the side fall is prevented. In addition, the strength of the door body and the auxiliary door can be reduced to reduce the weight. In addition, when the door body is tipped forward of the end face of the vehicle or when the extension tread plate portion is turned to the extension position of the door body, the support link, pulling means, etc. are the maximum open position or maximum of the door body and the extension tread plate portion. gently guide the turning operation of the turning position, the preventing abrupt turning of the door body and the extension step board portion, can be reliably guided to the door body and extending step plate portion to the maximum open position and the maximum turning position.

According to a fifth aspect of the present invention , one end is fixed to the door main body, and is provided at a pulling means for opening / closing operation for opening and closing the door main body in the longitudinal direction substantially central part of the extended tread plate portion. According to another aspect of the present invention, the apparatus further comprises: a roller for guiding the opening / closing operation pulling means; and a winding device provided on an inner upper portion of the railway vehicle and capable of winding the opening / closing operation pulling means .

In this way, with defeat the door body toward the front of the vehicle, the extension step board portion from turning the state into the extended position of the door body, by a traction means for opening and closing only wound by the winding device, the state The extended tread plate portion is folded in half and subsequently stacked on the back surface of the door main body, and the door main body is turned backward and upward to be erected and integrated into the door frame.

As described in claim 6 , anti-slip processing may be applied to the surfaces of the door main body and the extended step plate portion on which the passengers move when the doors are fully opened in front .

In this way, the door body and the extension step board unit, since the passenger when the door forward fully opened hardly slip surface you move, can passengers safely escape.

As described in claim 7 , the door main body is provided with a door side stopper, the first tread plate portion is provided with a window cover side stopper, and when the door is fully opened, It is desirable that the first tread plate portion be fastened on the window by engagement of the door side stopper and the window cover side stopper .

According to this configuration, the window cover-side stopper is engaged with the door-side stopper in a state where the first tread plate portion is moved onto the window, and the first tread plate portion is held on the window .

As described above, the door structure of the rail car of the present invention has the following excellent effects.

-The structure is simplified as compared with the conventional door structure having a window on the door, and the escape slope portion is also opened together with the door when the door is opened, so the escape slope portion is unlikely to be an obstacle.

  -Since the door is opened forward and to one side of the front end face of the vehicle, the doors of both vehicles do not interfere with each other when the front ends of the two vehicles are butted, and a relatively short crossover plate is bridged between the vehicles Passengers can be transferred from one vehicle to the other.

-Under normal conditions, the windows of the door (the door body and the extended tread portion ) are completely open, and can overlook the outside of the vehicle. On the other hand, at the time of emergency escape, since the floor surface for escape is automatically covered with the extended tread plate portion, escape can be smoothly performed regardless of the presence or absence of the window.

  -The opening which is a common inlet and outlet can be used as an emergency inlet and outlet, and in an emergency, a slope for exit can be formed manually and smoothly without using a power source such as an engine or a motor.

BRIEF DESCRIPTION OF THE DRAWINGS It is a front view which shows the front end side end surface of the rail vehicle provided with the door structure 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 railcar from the car inner side. It is CC sectional drawing of FIG. 6 (a) to 6 (c) show the lock mechanism of the door main body 7, and FIG. 6 (a) is a cross-sectional view taken along the line F-F of FIG. 4 showing the locked state. 6 (c) is a sectional view taken along the line G--G showing the unlocked state, and FIGS. 6 (d) and 6 (e) show the lock mechanism of the door 5, and FIG. 6 (d) is the locked state. 4 is a cross-sectional view taken along the line H-H in FIG. 4 and FIG. 6 (e) is a cross-sectional view taken along the line K-K in FIG. 6 (d). It is a side view which shows the emergency escape state which turned the auxiliary door (extension floor plate part) 8 of the back side to the front, after turning over the door main body 7 of the door 5 forward. Fig.8 (a) is an AA arrow line view of FIG. 7, FIG.8 (b) is a BB sectional drawing of FIG. 8 (a). FIGS. 9-12 is the perspective view seen from the front side which shows the turning state of the door main body 7 in steps. It is a perspective view which shows the state which made the auxiliary door 8 turn up substantially 90 degrees. FIG. 11 is a perspective view showing a state in which the auxiliary door 8 is further rotated approximately 60 ° forward from the state of FIG. 10. FIG. 12 is a perspective view showing a state in which the auxiliary door 8 is further rotated forward approximately 30 ° from the state of FIG. 11; FIG. 6 is a plan view showing a state in which front end surfaces of the vehicles are butted in a state in which the door 5 is opened, and a bridging plate 52 is bridged between the front end openings 3 and 3 of both vehicles. It is a side view of FIG. It is DD sectional drawing of FIG. It is EE sectional drawing of FIG. FIG. 17 (a) is a cross-sectional view of the door 5, FIG. 17 (b) is a front view of the door 5 as viewed from the back side, and FIG. 17 (c) is a window covering. It is a front view showing the positional relationship of the door side stopper 61 and the window cover side stopper 71 in the locking mechanism 60 of the step board part 12b. 17 to 20 are explanatory views sequentially showing the open state of the door main body 7 and the auxiliary door 8 and the operation mode of the locking mechanism 60 from the closed state to the open state. FIG. 18 (a) is a sectional view of the door body 7 and the auxiliary door 8, and FIG. 17 (b) is a plan view of the door body 7 as viewed from above. , FIG. 18 (c) is a plan view showing the positional relationship between the door-side stopper 61 and the window covering side stopper 71 in the lashing mechanism Madokutsugae and treadle portion 12b. FIG. 19 (a) is a cross-sectional view of the door main body 7 and the auxiliary door 8; FIG. 19 (b) is an upper side of the door main body 7 and the auxiliary door 8; from looking plan view, FIG. 19 (c) is a plan view showing the positional relationship between the engagement of the door-side stopper 61 and the window covering side stopper 71 in the lashing mechanism Madokutsugae and treadle portion 12b. 2-stage subsidiary door 8 is opened, show a state in which the window covering and tread plate portion 12b attempts to move backward, FIG. 20 (a) cross-sectional view of the door body 7 and the auxiliary door 8, FIG. 20 ( b) is a plan view of the door body 7 and the auxiliary door 8 as viewed from above, and FIG. 20 (c) shows the positional relationship between the door side stopper 61 and the window cover side stopper 71 in the locking mechanism of the window covering and tread plate portion 12b. It is a top view showing an engagement state. FIG. 21 (a) is a plan view showing the entire locking mechanism 60 showing a state in which the door side stopper 61 and the window cover side stopper 71 are engaged, and FIG. 21 (b) is a right side view thereof. Figure 22 (a) is a plan view showing a door side stopper 61, A-A sectional view of FIG. 22 (b) Fig. 22 (a), B-B sectional view of FIG. 22 (c) Fig. 22 (a) It is. Fig. 23 (a) is a plan view showing the window cover side stopper 71, Fig. 23 (b) is a right side view thereof, and Fig. 23 (c) is a cross-sectional view taken along the line A-A of Fig. 23 (a).

DESCRIPTION OF THE PREFERRED EMBODIMENTS The door structure of a railcar according to the present invention will be described below based on the drawings.

1 is a front view showing a tip end face of a railway vehicle provided with a door structure according to an embodiment of the present invention, FIG. 2 is a sectional view taken along the line AA of FIG. 1, and FIG. 3 is a sectional view taken along the line BB of FIG. FIG. 4 is a front view of the vicinity of the door around the center of the front end face of the railcar from the inside of the car, and FIG. 5 is a cross-sectional view taken along the line C-C in FIG. 6 (a) to 6 (c) show the lock mechanism of the door main body 7, and FIGS. 6 (d) and 6 (e) show the lock mechanism of the door 5. As shown in FIG. 7 is a side view showing an emergency escape state in which the auxiliary door (extended floor plate portion) 8 on the back side is rolled forward after the door main body 7 of the door 5 is moved forward, and FIG. 8 (a) is an AA arrow in FIG. FIG. 8B is a cross-sectional view taken along line B-B of FIG. 8A. FIGS. 9-12 is the perspective view seen from the front side which shows the turning state of the door main body 7 in steps. FIG. 13 is a plan view showing a state in which the front end faces of the vehicles are butted in a state where the door 5 is opened, and the bridging plate 52 is bridged between the front end openings 3 and 3 of both vehicles.

  As shown in FIG. 1, in the end surface (front) 2 of the front end of the vehicle body of the leading vehicle (including the last vehicle) 1, a vertically long opening 3 is provided at the center portion thereof. 4 is fitted. With respect to the opening frame 4, the door (hinge door) 5 can be opened to the front side (one side (left side or right side) viewed from the inside of the vehicle 1) by the hinge 6 (see FIG. 5) It is attached. The door 5 has a window 5c at the upper part and is provided with a door body (sloped door) 7 and a door frame 5a at its peripheral portion so as to be separable, and the lower end of the door body 7 is hinged to the lower edge 5b of the door frame 5a It is releasably connected in a forward-downward, forward-downward manner via the support shaft 9. 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 main body 7 is integrally combined with the door frame 5 a and the auxiliary door 8, the opening frame 4 is rotated forward or sideways via the hinge 6 to open the opening 3 is released. Further, guide rollers 5d are mounted on both sides of the lower end face of the door frame 5a, and the door 5 is returned to the original position through the hinge 6 with the door frame 5a and the opening 3 is closed. A guide roller 5d is in contact with the lower surface of the inside to support the entire door 5. As shown in FIG. 7, a step board cover 53 is mounted so as to cover the support shaft 9 from the floor surface of the lead vehicle 1 to the lower end portion of the door main body 7.

  On the back (rear) side of the door body 7 which is the first stage door, there is a second stage door consisting of an extended tread plate portion which constitutes a tread plate surface (step for escape) together with the rear surface of the door body 7 at the time of emergency escape The auxiliary door 8 is provided in a state in which the auxiliary door 8 is foldably connected centering on the support shaft 10. Specifically, the auxiliary door (extension tread plate portion) 8 is slightly narrower than the door main body 7 and slightly shorter in length, and one end (proximal end) side of the auxiliary door 8 is hinged or pivoted to the upper end of the door main body 7 It is connected so as to be able to turn approximately 180 ° around its axis via 10. The door main body 7 is provided with the 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 front surface of the door main body 7 is curved in a circular arc shape with a longitudinal cross section protruding forward (downward) and over the entire length, the lower side of the window opening 11 of the door main body 7 is from the lower end Both side frame walls 11b are formed on both side edges 7a so as to project backward (upward) slightly upward and to cross from the projecting end to the upper end of the door main body 7 respectively. And although the tread board surface 12 is formed so that a space part may be covered straddling between the both sides flame | frame wall 11b, this tread board surface 12 covers the window opening part 11 (a window covering part, a window lid and a tread board part) 12b and its lower part 12a. In the present embodiment, the window covering portion (window covering and step plate portion) 12b is mounted between the guide frames 11c protrudingly provided on the both side frame walls 11b so as to slide on the lower portion 12a and the window opening 11. With the door main body 7 erected and integrally fitted in the door frame 5a, the door main body 7 is lowered so as to overlap on the lower portion 12a by its own weight. That is, the window opening 11 is opened. Further, in a state in which the door body 7 is turned forward by about 100 ° to 110 ° forward and downward around the support shaft 9 with respect to the door frame 5a, the window covering portion 12b is a window by its own weight along the space between the guide frames 11c. It moves onto the opening 11 and covers the window opening 11. A non-slip sheet is stuck on the tread plate surface 12 (surface).

  By the way, the window covering portion 12b can slide along the guide frame 11c on the lower portion 12a and the window opening 11 and the door main body 7 is turned forward and downward centering on the support shaft 9 Then, as described above, the window covering portion 12 b is moved onto the window opening 11 by its own weight to cover the window opening 11. On the other hand, in a state where the door main body 7 is erected and integrally fitted in the door frame 5a, the window main body 11 is overlapped on the lower portion 12a by its own weight, and the window opening 11 is opened. So, in this example, in the state which window covering part 12b moved on window opening 11, locking mechanism 60 which fixes a window covering part is provided.

Hereinafter, an embodiment of this securing mechanism will be described based on FIGS. 17 to 21. FIG.
17 to 20 are explanatory views sequentially showing the open state of the door main body 7 and the auxiliary door 8 and the operation mode of the locking mechanism 60 from the closed state to the open state. FIG. 20 (a) is the right side of the doors 7 and 8. FIG. 20 (b) is a plan view, and FIG. 20 (c) is an explanatory view of an operation mode of the fastening mechanism. Figure 21 (a) (b) is a plan view and a right side view showing the entire lashing mechanism, FIG. 22 (a) (b) ( c) is a plan view of the door-side stopper, A-A sectional view and a B- B sectional drawing, FIG.23 (a) (b) (c) is the top view of the window cover side stopper , right view, and AA sectional drawing.

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

  The door-side stopper 61 is pivotally mounted on the mounting frame 62 by a support shaft 64 so that the substantially L-shaped stopper member 63 can be opened and closed. The stopper member 63 is biased in the opening direction by the shaft 65 through the spring 66. A latch 67 is disposed on the upper end side of the shaft 65 so as to project upward from 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 cover side stopper 71 is provided with a long substantially I-shaped stopper member 73 on the mounting frame 72 which is smaller than the mounting frame 62, and has a claw portion 73a which can be engaged with and detached from the claw portion 63a of the stopper member 63 The lower end portion of the stopper member 73 is pivotally mounted by a support shaft 74 so as to be rotatable leftward and rightward. The upper portion of the stopper member 73 protrudes above the mounting frame 72, and is biased by the spring 75 against the stopper member 63 in the engaging direction. The spring 75 is guided by the two guide members 76.

  As shown in FIG. 21, the door side stopper 61 is attached to the door main body 7 so as to be adjustable in the vertical direction by four bolts (and nuts) 68, and the window cover side stopper 71 is attached to the window cover portion 12b. The four bolts 77 are attached so as to be adjustable in the vertical direction. The window cover side stopper 71 is reliably engaged with the door side stopper 61 by adjusting the position in the vertical direction with this configuration. In addition, as shown in FIGS. 21-23, in the vicinity of the support shaft 64 of the stopper member 63 of the door side stopper 61, a projection 69 is provided in the opposite direction to the claw 63a. Further, the stoppers 65b and 65c are integrally formed at the upper and lower positions on both sides of the intermediate portion of the shaft 65, and the stoppers 65b or 65c engage 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 main body 7 and the auxiliary door 8 and the operation mode of the securing mechanism 60 are sequentially 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 open, and the window covering member 12b of the door body 7 overlaps on the lower portion 12a. The side stopper 61 and the window cover side stopper 71 are separated (FIG. 17).

  2) When the door main body 7 of the first stage of the door 5 is turned forward and downward, the auxiliary door 8 of the second stage is in an upright state at the tip of the door main body 7. At this time, the window covering portion 12b moves onto the window opening 11 by its own weight along the space between the guide frames 11c to cover the window opening 11. In this state. The window cover side stopper 71 moves to the tip end side with respect to the door side stopper 61, and both are in the engageable state (FIG. 18).

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

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

  In the auxiliary door 8 as the extended tread plate portion, the window opening portion 11 of the door main body 7 and the window main body 7 are not rotated in a normal state (in other words, folded in two on the back side of the door main body 7). A second window opening 13 is provided at the same position. The upper and lower portions of the window second opening 13 and the U-shaped frames 13b and 13c are provided on the surface of the auxiliary door 8 so as to protrude therefrom, and these U-shaped frames 13b and 13c are in normal condition from the turning state of the auxiliary door 8. It is used when pulling back to. Moreover, although the tread board surface 14 is formed in the back surface (surface which turns up in the turning state) of the auxiliary door 8, this tread board surface 14 is the lower part 14a of the 2nd opening 13 for windows, and a window covering part ( A window cover and tread plate portion 14b. The lower portion 14a is fixed to the lower portion of the back surface of the auxiliary door 8, but the window covering portion 14b is between the pair of left and right guide frames 13a and 13a between the lower portion 14a and the second window opening 13 It is provided to slide along. Then, one end of the link 15 is pivotally attached by pivot pin 15d to the upper end on both sides of the window covering portion 14b via the bracket 15c, and the other end of the link 15 near the upper end on both sides of the door main body 7 via the bracket 15a. And is pivotally attached 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 main body 7 and turned over approximately 180 ° upward and forward, the window covering portion 14b is provided with the links 15 on both sides from above the lower portion 14a. Move on the window second opening 13 so as to be pulled by 15 and cover the window second opening 13. Conversely, when the auxiliary door 8 is folded in two from the turning state into the original state, and superimposed on the back surface of the door main body 7, the window covering portion 14b from the top of the second opening 13 for the window by the links 15 and 15 on both sides. It is pushed up and moved onto the lower portion 14 a to open the second window opening 13. A non-slip sheet is attached on the tread plate surface 14 (surface).

  As shown in FIG. 7 and FIG. 8, brackets 18 are erected and fixed near the upper end portions at both side edge portions 7a of the door main body 7, and one end portion of the support link 17 is fixed to each bracket 18 side surface of the support link 17. And pivotably connect around the axis of the pivot pin 17a at a horizontal pivot pin 17a perpendicular to the The other end side of each support link 17 is connected to the upper end portion in the door frame 5 a via a traction cord 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 of the auxiliary link 21 is horizontally pivoted perpendicular to the side surface of the auxiliary link 21 via the bracket 22 at substantially the middle position in the longitudinal direction (vertical direction) on both side edges 7a of the door main body 7 The pin 21a is pivotally mounted so as to be rotatable about the axis of the pivot pin 21a. The other end side of each auxiliary link 21 is rotatably pivoted about its axis at a substantially intermediate position in the longitudinal direction of the support link 17 by the transversely oriented pivot pin 17 b, and the other end side of each auxiliary link 21 The long hole 21c is formed slidably relative to the pivot pin 17b over a predetermined length in the longitudinal direction. In addition, it can change to the long hole 21c, and can also be made into a long groove or a groove-like slider.

  Then, in the standing state of the door main body 7 (in a state in which both are integrated into the door frame 5a), the corresponding support links 17 and the auxiliary links 21 are configured to be parallel to and overlap each other. In addition, one end of the L-shaped bracket 20 is fixed sideways by projecting one end of the L-shaped bracket 20 on both sides of the auxiliary door 8 near the tip end portion, and the rising portion of each L-shaped bracket 20 The pivot pin 20a is rotatably pivoted about its axis by a horizontally oriented pivot pin 20a. Furthermore, the other end of the second support link 23 is connected to the other end of the support link 17 via the second traction cable 24. Furthermore, the handrail cord 25 is bridged between the vicinity of the lower end of the tow cord 19 and a position slightly lower than the intermediate position in the vertical direction in the door frame 5a.

As shown in FIG. 4 and FIG. 5, one end of the opening and closing operation cable 26 of the door body 7 is fixed near the upper end in the opening frame 4 of the rail vehicle 1, and as shown in FIG. The rollers 27 and 28 are provided sideways at the longitudinal middle position of one side wall upper end and one side surface of the auxiliary door 8 so as to protrude sideways, and the other end side of the opening and closing operation traction cord 26 is through the two rollers 27 and 28 , And the take-up winding device 32 for opening and closing operation attached to the right side of the ceiling part via the two cords 30 and 31 via the cord unwinding buffer device 29 attached to the left side of the ceiling part in the railway vehicle Connectable. The shock absorbing device 29 incorporates a braking device for suppressing the feeding speed of the traction cable 26 to a predetermined value or less by a spring force or friction, and the shock absorbing device 29 includes, for example, It is possible to use a speed governor of a machine (Slodan 125 (registered trademark)). As shown in FIGS. 4 and 5, the traction cord winding device 32 engages the upper end engaging portion 33a of the rotary operation tool 33 with the engagement portion 32a of the traction cord winder 32, and manually operates the rotary operation tool 33. The auxiliary door 8 in the turning state is first folded in half around the support shaft 10 and subsequently superimposed on the back surface of the rear door main body 7 by winding the opening / closing operation pulling cord 26 At the same time, by continuing the winding operation of the opening and closing operation traction cord 26 in this state, the door body 7 is turned backward and upward to be fitted into the door frame 5a, and both are integrated.

  In this state, as shown in FIG. 4, the lock claws 42 of the lock mechanism 41 provided at the middle position of the door frame 5a in the vertical direction on both sides of the door main body 7 respectively The door main body 7 is integrated with the door frame 5a by engaging with the lock groove 44a (see FIGS. 10 and 11) of the lock 44 provided by the biasing force of a spring (not shown). On the other hand, when unifying the door body 7 and the door frame 5a at the time of emergency escape, as shown in FIG. 6 (b), in the middle position on both sides of the door frame 5a in FIGS. A lock claw engaged with the lock groove 44a (see FIG. 10) of the door main body 7 as shown in FIG. 6A by turning a certain lock release lever 43 outward (to the door frame 5a). 42 is drawn to the door frame 5a side against the spring, and the locked state is released as shown in FIG. 6 (c).

  The lock mechanism 45 of the door 5 is provided at the upper and lower portions of both sides of the door frame 5a as shown by the reference numeral 48 in FIG. 6 (d) and (e), and the lock operation is performed as shown in FIG. By turning the handlebar 46 downward from the lock position to the horizontal position on the door main body 7 side, the door frame 5a is fitted into the lock groove (not shown) in the opening frame 4 as shown in FIG. The lock claw 47 comes out and the lock state is released. Here, if one side of the door 5 (opposite to the hinge 6) is pushed forward, the door 5 and the door frame 5a rotate around the axis of the opening frame 4 via the hinge 6, and the opening 3 Is released. The lock mechanism 45 is disposed in the housing portion of the door frame 5a, and each housing portion is normally closed by the open / close lid 48.

  Next, FIGS. 13 and 14 show another emergency escape mode, in which the passenger can be transferred to another vehicle without being put on the track. That is, the opening 3 of the front end surface 2 of the leading vehicles 1 · 1 ′ is approached and butted in a state where the door 5 is fully opened forward and one side, and the leading end opening 3 of both leading vehicles 1 · 1 ′ The passenger in one of the vehicles 1 crosses the crossover plate 52 by bridging the crossover plate 52 between the step board covers 53 and connecting the handrails 54 between the intermediate positions of the opening frames 4 and 4 '. You can transfer to '.

Although the embodiment of the emergency escape device of the railway vehicle according to the present invention has been described above, the embodiment can be implemented as follows.
In the above embodiment, with the opening frame 4 fitted in the opening 3 of the end surface 2, the door 5 is attached to the opening frame 4 so as to be openable by the hinge 6. However, the door 5 can be attached directly to the opening 3 together with the door frame 5a.
In the above embodiment, the window covering portion (window lid and tread plate portion) 12b of the door main body 7 is automatically moved between the window opening and its lower portion by its own weight. Similar to the window cover portion (window cover and tread plate portion) 14b, it can be moved using the link mechanism 15 or the like.
-In place of the long hole 21c of the auxiliary link 21, the pivot pin 17b can be a guideable long groove or a slider groove.
The position of the window 5 c 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 Head car (railroad vehicle)
2 End face of the vehicle body 3 Opening 4 Opening frame 5 Door (hinge door)
5a Door frame
5b lower edge of the door frame 5a
5c window
5d Guide roller 6 hinge 7 Door body (slope door)
7a Both side edges of the door body 7
8 auxiliary door (extended tread board part)
9 support shaft 10 support shaft

11 Window opening 11a Glass plate 11b Both sides frame wall 12 Stepping plate surface
12a lower part 12b window covering part (window cover and step board portion first step board portion )
13 Window second openings 13b and 13c C-shaped frame 14 tread plate surface 14a lower portion 14b window covering portion (window lid and tread plate portion second tread plate portion )
15 links
15a bracket
15b Pivot pin 15c Bracket 15d Pivot pin 17 Support link 17a Pivot pin 17b Pivot pin 18 Bracket 19 Traction 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 traction cable 25 handrail cable 26 traction cable 27/28 opening / closing operation roller 29 shock absorber 30/31 pulley 32 traction cable winding device 33 rotation operation tool 41 lock mechanism 42 lock claw 44 lock 44a lock groove 45 lock Mechanism 46 Locking handle 47 Locking claw 48 Opening / closing lid 51 Connector 52 Crossing board 53 Stepping plate cover 54 Handrail measure 60 Locking mechanism 61 Door side stopper 62 Mounting frame 63 substantially L-shaped stopper member 63 a Support the claw portion 64 of the stopper member 63 Shaft 65 shaft 65b · 65c locking device 66 spring 67 latch 68 bolt (nut)
69 Protrusions 71 Window cover side stopper 72 Small mounting frame 73 I-shaped stopper member 73a Claw portion 74 of stopper member 73 Support shaft 75 Spring 76 Guide member 77 Bolt (nut)

Claims (7)

It is a door structure of a railway vehicle provided with a door at the opening of the end face of the railway vehicle,
A door frame having a hinge on one side,
The hinge can be opened and closed to one side by using the hinge as a support shaft, and can be opened forward from the lower edge of the door frame through the support shaft, and the window and the window when the door is fully opened A door main body having a first tread plate portion covering the
At the time of closing the door, it can be folded and stored inside the car of the door body, and at the time of closing the door, it closes the window opening located inside the car at the inside of the window. An extended tread plate portion having a second tread plate portion;
The door structure of a railway vehicle, wherein a slope is formed by the first tread plate portion and the second tread plate portion when the door is fully opened. The railway vehicle according to claim 1 , wherein the first tread plate portion slides on the door main body to cover the window by the weight of the first tread plate portion from when the door is closed to when the front of the door is fully opened . Door structure. It further comprises a link, one end of which is rotatably connected to the second tread plate portion and the other end of which is rotatably connected to the door body,
  The door structure according to claim 1 or 2, wherein the second tread plate portion is slidable on the extension tread plate portion by the link from when the door is closed to when the door is fully open. A pair of support links, one end of which is rotatably connected to the door body and the other end of which is connected to the door frame by a pulling means;
  One end portion is rotatably connected to the width direction end portion of the door body, and the other end portion has a pair of auxiliary links having guide grooves for slidingly guiding the support link;
4. A pair of second support links, one end of which is rotatably connected to the extended tread plate portion, and the other end of which is connected to the pair of support links by a second pulling means. The railway vehicle door structure according to any one of the above. An opening / closing operation pulling means which is fixed to the door main body at one end and opens and closes the door main body forwardly;
A roller provided at a substantially central portion in the longitudinal direction of the extended tread plate portion and guiding the pulling means for opening and closing operation;
The door structure of a railway vehicle according to any one of claims 1 to 4, further comprising: a winding device provided at an upper portion in the vehicle of the railway vehicle and capable of winding the opening / closing operation traction means . The rail structure according to any one of claims 1 to 5, wherein anti-slip processing is applied to a surface of the door main body and the extended step plate portion on which a passenger moves when the door is fully open in front of the door. The door body is provided with a door side stopper,
The first tread plate portion is provided with a window cover side stopper,
7. The door according to claim 1, wherein the first tread plate portion is fixed on the window when the door stopper and the window cover stopper engage with each other when the door is fully opened. Door structure of the railway vehicle described in the above.