JP2014065404A - Railway vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a railway vehicle which enables installation of an exit door without restriction of a vehicle shape.SOLUTION: An emergency door 51 is rotatably mounted to a frame body 52 in a direction of separating from a vehicle body 2 and a direction of approaching the vehicle body 2 using the horizontal direction as an axial direction. The emergency door 51 rotates in the direction of separating from the vehicle body 2 (direction A) to open an emergency exit 53, and rotates in the direction of approaching the vehicle body 2 (direction B) to close the emergency exit 53. A pair of gas dampers 74 is respectively connected to both sides in the horizontal direction of the frame body 52 and both sides in the horizontal direction of the emergency door 51. The gas dampers 74 are extended by the rotation of the emergency door 51 in the direction of separating from the vehicle body 2, and are contracted by the rotation of the emergency door 51 in the direction of approaching the vehicle body 2.

Description

  The present invention relates to a railway vehicle including an emergency exit emergency door.

  Some railcars have an emergency exit on either side in the longitudinal direction of the vehicle in order to evacuate passengers, etc., in an emergency, etc., in vehicles connected to the head and tail . The emergency exit is closed by an emergency door except in an emergency, and evacuation from the emergency exit is possible by opening the emergency door in an emergency.

  The railcar described in Patent Document 1 is provided with a guide rail having an arc-shaped portion curved outward from the vehicle and a linear portion continuing to the arc-shaped portion on a floor surface and a ceiling surface in the vehicle. The emergency door is movable along the guide rail. The emergency door is connected to a guide link that rotates horizontally around an axis extending in the vertical direction. The emergency door moves around the arcuate portion of the guide rail while rotating around the axis. To do. At this time, the emergency door moves from the emergency exit to the outside of the vehicle. And an emergency exit is open | released by moving an emergency door along the linear part of a guide rail. As described above, the railway vehicle described in Patent Literature 1 opens and closes the emergency exit by moving the emergency door in the horizontal direction.

JP 2002-331928 A

  Since the railcar described in Patent Document 1 has a simple shape of the surface on which the emergency exit is provided, a guide rail for moving the emergency door in the horizontal direction can be freely provided. However, when the shape of the surface on which the emergency exit is provided is complex (for example, when it is greatly inclined in a side view or streamlined), the guide rail is placed on the floor or ceiling. There is. Moreover, since the emergency door is made in the same manner as the shape of the surface on which the emergency exit is provided, if the shape is complicated, the installation of the guide link may be restricted. Thus, since the railway vehicle described in Patent Document 1 has a structure in which the door is moved in the horizontal direction, there is a problem that installation of the door that opens and closes the outlet is restricted by the shape of the vehicle.

  Accordingly, an object of the present invention is to provide a railway vehicle capable of installing an exit door without being restricted by the shape of the vehicle.

  The railway vehicle according to the present invention includes a vehicle main body, an outlet provided on one surface in the longitudinal direction of the vehicle main body, a frame provided on the vehicle main body along the outlet, and the frame. A railway vehicle having a door attached and covering the outlet so as to be openable and closable, and a pair of elastic members connected to the frame body and the door, wherein the railroad vehicle is separated from the vehicle main body with a horizontal direction as an axial direction. The upper part of the door is attached to the upper part of the frame so that the door can rotate in the direction and the direction approaching the vehicle body, and the door is rotated in a direction away from the vehicle body. The outlet is opened and closed in a direction approaching the vehicle body to close the outlet, and the pair of telescopic members are respectively arranged on both sides in the horizontal direction of the frame and both sides in the horizontal direction of the door. Connected to the door Extended by the rotation of the direction of, characterized by contraction by the rotation of the said approach direction of the door.

  In the present invention, the upper part of the door is attached to the upper part of the frame body so that the door can be rotated in the direction away from the vehicle main body and in the direction approaching the vehicle main body with the horizontal direction as the axial direction. The exit is opened by turning in the direction of leaving, and the exit is closed by turning in the direction approaching the vehicle body. Therefore, since the door does not move in the horizontal direction, the door can be installed without being restricted by the shape of the vehicle body. In addition, since the door is supported by the pair of telescopic members, the door is extended by rotating in the direction away from the vehicle main body and contracted by rotating the door in the direction approaching the vehicle main body. Has been. Therefore, the door can be rotated in a direction away from the vehicle body with a small force, and the exit can be opened.

  In addition, the railway vehicle of the present invention includes a frame-side hinge attached to the frame, a door-side hinge attached to the door, and one end rotatably attached to the frame-side hinge. Further includes a pair of slide hinges each having a first arm and a second arm that are rotatably attached to the door-side hinge, wherein the upper portion of the door has both sides in the horizontal direction of the upper portion of the frame body. It is rotatably attached to the upper part of the frame through the pair of slide hinges provided on the frame.

  In the present invention, the upper portion of the door is rotatably attached to the upper portion of the frame body via a pair of slide hinges provided on both sides of the upper portion of the frame body in the horizontal direction. Therefore, when the door is rotated in the direction away from the vehicle body by the multi-axis slide hinge (when the exit is opened), the upper part of the door moves in the direction away from the vehicle body and upwards, The door rotates while moving downward and away from the vehicle body. Further, when the door rotates in the direction approaching the vehicle body (when the exit is closed), the movement is reversed. It is necessary to provide a gap between the frame and the upper part of the door so that the upper part of the door and the frame do not interfere when the door is opened or closed. The gap between the two can be minimized.

  The railcar of the present invention further includes a first bar that connects the first arms and a second bar that connects the second arms.

  In the present invention, the first arms are connected by the first bar, and the second arms are connected by the second bar. Accordingly, since the operations of the first arm and the second arm in the pair of slide hinges are synchronized, it is possible to prevent the door from fluctuating in the axial direction or the like when the door is opened and closed.

  Further, the railway vehicle according to the present invention is a railway vehicle for a head and a tail having a driver's cab provided on one side of the longitudinal direction of the vehicle body, and the exit is It is provided on the surface of the vehicle body on the side where the cab is provided.

  In the present invention, the outlet is provided on the surface of the vehicle body on the side where the cab is provided. For this reason, even if a railway vehicle stops in a tunnel or the like, there is no space between the side of the vehicle body and the tunnel, and passengers cannot evacuate from the exit provided on the side of the vehicle body. Passengers and the like can evacuate from the exit provided on the side where the room is provided.

  Moreover, the railway vehicle of the present invention is characterized in that the door is inclined such that an upper portion thereof is located on an inner side in the longitudinal direction of the vehicle main body than a lower portion.

  In the present invention, the door is inclined such that the upper part is positioned on the inner side in the longitudinal direction of the vehicle body than the lower part. Therefore, when the door moves in the horizontal direction, the installation of the door is restricted. However, since the door does not move in the horizontal direction but rotates in a direction away from the vehicle main body and a direction approaching the vehicle main body, the door can be installed without being restricted.

  In the railway vehicle of the present invention, each of the pair of extendable members is a gas damper.

  In the present invention, since the elastic member is a gas damper, the door can be easily opened and closed by the gas reaction force. In addition, the stretchable member can be configured with an inexpensive gas damper.

  In the railway vehicle of the present invention, each of the pair of extendable members is an air cylinder.

  In the present invention, since the telescopic member is an air cylinder, the door can be automatically opened and closed by the air cylinder.

  Further, the railway vehicle of the present invention includes a light source provided in the vicinity of the exit, a stopper member that fixes the door to the frame body and releases the door from being fixed to the frame body, and the stopper member And a control device that turns on the light source when the door is fixed to the frame.

  In the present invention, when the fixing of the door to the frame by the stopper member is released, that is, when the door is rotated to open the outlet and to escape from the outlet, the light source provided near the outlet is turned on. To do. Therefore, since the vicinity of the exit is brightened by the light source during evacuation, evacuation is easy.

  In the present invention, the upper part of the door is attached to the upper part of the frame body so that the door can be rotated in the direction away from the vehicle main body and in the direction approaching the vehicle main body with the horizontal direction as the axial direction. The exit is opened by turning in the direction of leaving, and the exit is closed by turning in the direction approaching the vehicle body. Therefore, since the door does not move in the horizontal direction, the door can be installed without being restricted by the shape of the vehicle body. In addition, since the door is supported by the pair of telescopic members, the door is extended by rotating in the direction away from the vehicle main body and contracted by rotating the door in the direction approaching the vehicle main body. Has been. Therefore, the door can be rotated in a direction away from the vehicle body with a small force, and the exit can be opened.

1 is a front view of a railway vehicle according to an embodiment of the present invention. It is a side view of a railway vehicle. It is a front view, such as an emergency door. It is a rear view, such as an emergency door. It is side views, such as an emergency door of the state which removed the cover. It is a rear view, such as an emergency door of the state which removed the cover. It is an enlarged view of an emergency door etc. seen from the VII direction in FIG. It is an enlarged side view near the upper part of an emergency door and a frame. It is side views, such as an emergency door of the state rotated in the direction away from a vehicle main body. It is a figure for demonstrating the motion which an emergency door rotates. It is a figure for demonstrating the motion which an emergency door rotates. It is a figure for demonstrating the motion which an emergency door rotates.

  Hereinafter, embodiments of the present invention will be described. FIG. 1 is a front view of a railway vehicle according to the present embodiment. FIG. 2 is a side view of the railway vehicle. 1 and 2, the traveling posture of the railway vehicle 1 is illustrated. Hereinafter, the directions shown in FIGS. 1 and 2 will be described as the left-right direction, the front-rear direction, and the up-down direction. The railway vehicle 1 according to the present embodiment is connected to other railway vehicles to constitute a train train. The rail vehicle 1 is a rail vehicle for the head and the tail which is the head or the last vehicle in the train set. When it becomes the head vehicle of a train, the rail vehicle 1 travels forward, and when it becomes the last vehicle, it travels backward. In addition, in FIG. 2, illustration of the back of the rail vehicle 1 is abbreviate | omitted.

  As shown in FIGS. 1 and 2, the railway vehicle 1 includes a vehicle main body 2, a carriage 3, and the like. The vehicle body 2 has a long, substantially rectangular parallelepiped shape that extends along the front-rear direction. The front surface of the vehicle main body 2 is inclined so that the upper part is located on the inner side (rear side) in the longitudinal direction (front-rear direction) of the vehicle main body 2 with respect to the lower part in a side view. The carriage 3 is provided below the vehicle body 2 and supports the vehicle body 2. Although the illustration of the rear of the railway vehicle 1 is omitted in FIG. 2, another carriage 3 is provided behind the vehicle body 2. Accordingly, a total of two carriages 3 are provided in front of and behind the vehicle body 2. The carriage 3 has four wheels 4, and a pair of front wheels 4 and a pair of rear wheels 4 are connected to each other by an axle extending in the left-right direction (not shown). Therefore, the rotation of the pair of front wheels 4 and the pair of rear wheels 4 is interlocked.

  A driver's cab 5 is provided inside the vehicle body 2 on either one side in the longitudinal direction, here in front. A driver's seat (not shown) is provided in the driver's cab 5, and the driver can drive the railway vehicle 1 (a train train) in the driver's seat. A driver's cab door 6 that can be opened and closed with respect to the vehicle main body 2 is provided on one side of the cab 5 of the vehicle main body 2, here on the right side. A driver or the like can enter the cab 5 from the cab door 6. A glass window 7 is provided in front of the cab door 5. Similarly, a glass window (not shown) is provided on the opposite side surface (left side surface). An emergency lamp 82 (light source) is provided in the vicinity of an emergency exit 53 described later on the ceiling surface 14 in the cab 5.

  A cabin 8 is provided behind the cab 5 inside the vehicle body 2. In FIG. 2, a boundary 9 between the cab 5 and the cabin 8 is indicated by a virtual line (broken line). A plurality of glass windows 10 are provided on both side surfaces of the cabin 8 of the vehicle body 2. The plurality of glass windows 10 ensure the view of passengers from the cabin 8 to the outside. A passenger seat (not shown) is provided in the cabin 8. The floor 11 of the cabin 8 is higher than the floor 12 of the cab 5, and the ceiling 13 of the cabin 8 is also higher than the ceiling 14 of the cab 5. Although not shown, a door is provided at a boundary 9 between the cab 5 and the cabin 8 so that the cabin 8 can enter the cab 5. Since the floor surface 11 of the cabin 8 is higher than the floor 12 of the cab 5, a stairs 15 that leads to the cabin 8 is provided in the cab 5.

  In front of the carriage 4 of the vehicle main body 2 and below the vehicle main body 2, when the railway vehicle 1 travels on the rail, an obstacle 16 is provided for removing obstacles on the rail. . A connector 17 for connecting the railway vehicle 1 to another vehicle is provided on the inner side in the left-right direction of the obstacle device 16. The coupler 17 can extend forward from the position shown in FIG. When connecting the railway vehicle 1 and another vehicle, the coupler 17 is extended forward, and the railway vehicle 1 and another vehicle are connected by the extended coupler 17. Lights 18 for illuminating the front of the railway vehicle 1 are provided on both sides of the coupler 17 in the left-right direction.

  On the front surface of the vehicle body 2, an emergency door (door) 51 is provided substantially at the center (above the coupler 17). Glass windows 19 are provided on both sides of the emergency door 51 in the left-right direction. The glass window 19 is fixed to the vehicle body 2 with an adhesive. A black ceramic 20 is attached to the periphery of the glass window 19. The black ceramic 20 prevents the adhesive that fixes the glass window 19 to the vehicle body 2 from being deteriorated by sunlight. A driver's seat is provided in the driver's cab 5 behind the right glass window 19, and the portion of the glass window 19 excluding the black ceramic 20 is a driver's view area. A wiper 21 that swings on the glass window 19 is provided below the right glass window 19 that serves as a driver's field of view. The wiper 21 removes raindrops and the like from the glass window 19 to prevent the driver from having poor visibility. Note that a glass window 54 provided in an emergency door 51, which will be described later, is also a driver's field of view.

  A glass portion 22 is provided below the glass window 19, and two lights 23 are provided therein. Similar to the glass window 19, a black ceramic 24 is attached to the periphery of the glass portion 22 except for the portion facing the light 23. A glass window 25 is also provided above the emergency door 51 and above the glass window 19. Black ceramics 26 are also attached to the peripheral edges of these glass windows 25. Thus, a plurality of glass windows 19 and 25 are provided on the front surface of the vehicle body 2. Further, as described above, the floor surface 11 of the cabin 8 is higher than the floor 12 of the cab 5, and the door between the cabin 8 and the cab 5 is provided with a glass portion. Therefore, the passenger can view the outside (front) of the vehicle main body 2 from the cabin 8 through the glass windows 19 and 25 and the like. The railway vehicle 1 is designed to have a good view from the passenger room 8 ahead.

  FIG. 3 is a front view of the emergency door 51 and the like, that is, a diagram showing the emergency door 51 and the like viewed from the front side of the railway vehicle 2. The emergency door 51 is provided on any one surface in the longitudinal direction (front-rear direction) of the vehicle body 2, here, the front surface. In FIG. 3 etc., the frame 52 provided in the vehicle main body 2 is shown with the virtual line (dashed-dotted line). The emergency door 51 is attached to the frame body 52. The inside of the frame body 52 is an emergency exit 53 (exit) opened in a substantially rectangular shape. That is, the emergency exit 53 is provided on any one surface in the longitudinal direction (front-rear direction) of the vehicle body 2, here, the surface (front surface) on the side where the cab 5 is provided. Passengers and the like can escape from the emergency exit 53 in an emergency. The frame body 52 is provided in the vehicle main body 2 along the emergency exit 53 to define the emergency exit 53.

  As shown in FIG. 3, a glass window 54 is provided in an area of about two-thirds above the emergency door 51. A black ceramic 55 is attached to the periphery of the glass window 54. The portion of the glass window 54 excluding the black ceramic 55 becomes the driver's field of view. A wiper 56 that swings on the glass window 54 is provided below the glass window 54. The wiper 56 removes raindrops and the like from the glass window 54 and prevents the driver from having poor visibility.

  FIG. 4 is a rear view of the emergency door 51 and the like, that is, a diagram showing the emergency door 51 and the like viewed from the cab 5 side in the vehicle main body 2. As shown in FIG. 4, the upper part of the emergency door 51 is covered with a cover 57 that extends in the left-right direction. The left and right portions of the emergency door 51 are covered with covers 58 and 59 extending in the vertical direction. These covers 57 to 59 cover a gas damper 74, a clamp 79 and the like which will be described later. Since the covers 57 to 59 prevent the gas damper 74, the clasp 79, and the like from being seen by the passenger, the appearance in the cab 5 from the passenger does not deteriorate. The covers 57 to 59 are removed in an emergency. A handle 60 extending in the left-right direction is provided below the glass window 54.

  FIG. 5 is a side view of the emergency door 51 and the like with the covers 57 to 59 removed. As shown in FIG. 5, the emergency door 51 is inclined such that the upper part is located on the inner side (rear side) in the longitudinal direction (front-rear direction) of the vehicle body 2 than the lower part.

  FIG. 6 is a rear view of the emergency door 51 and the like with the covers 57 to 59 removed. FIG. 7 is an enlarged view of the emergency door 51 and the like viewed from the direction VII in FIG. FIG. 8 is an enlarged side view of the vicinity of the upper part of the emergency door 51 and the frame body 52. The upper part of the emergency door 51 is attached to the upper part of the frame body 52 via a pair of slide hinges 61. The pair of slide hinges 61 are provided on both sides of the upper part of the frame body 52 in the horizontal direction (in the present embodiment, the width direction of the emergency door 51 and the frame body 52, that is, the left-right direction).

  The slide hinge 61 includes a frame body side hinge 62, an emergency door side hinge 63 (door side hinge), a first arm 64, and a second arm 65. The frame body side hinge 62 is attached to the frame body 52. The emergency door side hinge 63 is attached to the emergency door 51. One end of each of the first arm 64 and the second arm 65 is attached to the frame-side hinge 62. In addition, each of the first arm 64 and the second arm 65 is attached to the emergency door side hinge 63 at the other end. One end of each of the first arm 64 and the second arm 65 is attached to the frame body side hinge 62 via the rotation shafts 68 and 69, so that the frame body side hinge 62 (the frame body side hinge 62 is attached). The frame body 52) is rotatable. Further, the first arm 64 and the second arm 65 are respectively attached to the emergency door side hinge 63 via the rotation shafts 70 and 71 at the other end, and therefore the emergency door side hinge 63 (emergency door). The emergency door 51) to which the side hinge 63 is attached is rotatable. Therefore, the emergency door side hinge 63 is rotatable with respect to the frame side hinge 62 via the first arm 64 and the second arm 65.

  The frame-side hinge 62 is attached by bolts 72 inside the horizontal direction (left-right direction) above the frame 52. The emergency door side hinge 63 is attached to the upper part of the rear side (rear side) of the emergency door 51 with a bolt 73. Therefore, the emergency door 51 to which the emergency door side hinge 63 is attached is rotatable with respect to the frame body 52 to which the frame body side hinge 62 is attached. That is, the emergency door 51 is rotatable in a direction away from the vehicle body 2 (A direction in FIG. 5 and the like) and a direction approaching the vehicle body 2 (B direction in FIG. 5 and the like) with the horizontal direction as the axial direction. Further, the upper part is attached to the upper part of the frame body 52. FIG. 9 is a side view of the emergency door 51 and the like rotated in a direction away from the vehicle body 2 (direction A).

  Further, in the pair of slide hinges 61, the first arms 64 are connected by a first bar 66. Further, the second arms 65 are connected by a second bar 67. The first bar 66 and the second bar 67 extend in the horizontal direction (the width direction of the frame body 52 and the emergency door 51, that is, the left-right direction).

  As shown in FIGS. 5 and 6, the frame body 52 and the emergency door 51 are connected by a pair of gas dampers 74 (extensible members). Specifically, the pair of gas dampers 74 are respectively connected to both sides of the frame body 52 in the horizontal direction and both sides of the emergency door 51 in the horizontal direction. The lower end of the gas damper 74 is attached to the inner side in the horizontal direction of the frame body 52 via a rotation shaft 75. Therefore, the gas damper 74 is rotatable with respect to the frame body 52. Further, the upper end portion of the gas damper 74 is attached to the back side (rear side) of the emergency door 51 via the rotation shaft 76. Therefore, the gas damper 74 is rotatable with respect to the emergency door 51.

  The gas damper 74 includes a tube 77 and a rod 78. When the emergency door 51 rotates in the direction away from the vehicle body 2 (A direction) from the state shown in FIG. 5, the gas damper 74 rotates counterclockwise in FIG. 5 around the lower end. . At this time, as the emergency door 51 moves away from the frame 52, the gas damper 74 extends as the rod 78 comes out of the tube 77 as shown in FIG. Further, when the emergency door 51 is rotated in the direction approaching the vehicle main body 2 (B direction) from the state shown in FIG. 9, it rotates in the clockwise direction in FIG. At this time, as the emergency door 51 approaches the frame body 52, the gas damper 74 contracts with the rod 78 entering the tube 77 as shown in FIG.

  As shown in FIGS. 5, 6, etc., the emergency door 51 is provided with clamps 79 (stopper members) at a plurality of locations on the rear side, here, six locations. Specifically, the clasps 79 are provided at three locations on the both sides of the emergency door 51 in the horizontal direction with predetermined intervals in the vertical direction. The clamp 79 fixes the emergency door 51 to the frame body 52 and releases the fixation of the emergency door 51 to the frame body 52. The clasp 79 fixes the emergency door 51 to the frame body 52 with a claw (not shown). When a predetermined operation is performed, the fixing of the emergency door 51 to the frame body 52 by the claw is released. When the emergency exit 53 is opened, the clamp 79 is operated to release the emergency door 51 from the frame body 52 and rotate the emergency door 51.

  The clamps 79 are connected to respective switches 80 that are turned on when the emergency door 51 is released from the frame body 52. The switch 80 is in an off state while the emergency door 51 is fixed to the frame body 52. A control device 81 is connected to the switch 80. An emergency light 82 provided in the vicinity of the emergency exit 53 is connected to the control device 81. The control device 81 controls the emergency light 82. The control device 81 turns on the emergency light 82 when the switch 80 is turned on by releasing the fixation of the emergency door 51 to the frame body 52.

  When the emergency exit 53 is opened in an emergency, first, the covers 57 to 59 are removed. Thereafter, the emergency door 51 is pushed forward by the handle 60 from the state shown in FIG. FIG. 8 is a diagram illustrating the emergency door 51 and the like in a state where the emergency exit 53 is closed by the emergency door 51. FIG. 10 shows the emergency door 51 in a state where the other end portion (the end portion on the emergency door 51 side) of the first arm 64 is rotated by 15 degrees with respect to one end portion (the end portion on the frame body 52 side) of the first arm 64. FIG. FIG. 11 shows the emergency door 51 in a state where the other end portion (the end portion on the emergency door 51 side) of the first arm 64 is rotated 30 degrees with respect to one end portion (the end portion on the frame body 52 side) of the first arm 64. FIG. FIG. 12 shows the emergency door 51 in a state in which the other end portion (the end portion on the emergency door 51 side) of the first arm 64 is rotated 45 degrees with respect to one end portion (the end portion on the frame body 52 side) of the first arm 64. FIG. When the emergency door 51 is pushed forward, the emergency door 51 rotates in a direction away from the vehicle body 2 (A direction). That is, the emergency door 51 is pivotally attached to the frame body 52 by the first arm 64 and the second arm 65, and therefore, when pushed forward, the direction away from the vehicle body 2 (A direction). To turn.

  The emergency door 51 rotates while moving upward in the direction away from the vehicle body 2 (forward) while changing from the state shown in FIG. 8 to the state shown in FIG. Further, the emergency door 51 rotates while moving in a direction (forward) away from the vehicle body 2 while the state shown in FIG. 10 is changed to the state shown in FIG. 11. And the emergency door 51 rotates, moving to the direction (front) which leaves | separates from the vehicle main body 2, and the downward direction, from the state shown in FIG. 11 to the state shown in FIG. The emergency door 51 moves in this way because the slide hinge 51 is composed of multiple axes.

  As described above, the emergency door 51 is configured such that the emergency door 51 can rotate in a direction away from the vehicle body 2 (A direction) and a direction approaching the vehicle body 2 (B direction) with the horizontal direction as the axial direction. Is attached to the upper part of the frame body 52, and the emergency door 51 is rotated in a direction away from the vehicle main body 2 (A direction), thereby opening the emergency exit 53 and in a direction approaching the vehicle main body 2 (B direction). The emergency exit 53 is closed by turning. Therefore, since the emergency door 51 does not move in the horizontal direction as in the prior art, the emergency door 51 can be installed without being restricted by the shape of the vehicle body 2.

  The pair of gas dampers 74 are connected to both sides of the frame body 52 in the horizontal direction and both sides of the emergency door 51 in the horizontal direction, respectively, in the direction away from the vehicle body 2 of the emergency door 51 (direction A). It extends by turning, and contracts by turning the emergency door 51 in the direction approaching the vehicle body 2 (direction B). Therefore, since the emergency door 51 is supported by the pair of gas dampers 74, the emergency door 51 can be rotated away from the vehicle body 2 with a small force, and the emergency exit 53 can be opened. Further, the emergency door 51 can be easily opened and closed by the gas reaction force of the gas damper 74.

  Further, the emergency door 51 is pivotally attached to the upper portion of the frame body 52 via a pair of slide hinges 61 provided on both sides of the upper portion of the frame body 52 in the horizontal direction. Therefore, when the emergency door 51 is rotated away from the vehicle body 2 by the multi-axis slide hinge 61 (when the emergency exit 53 is opened), the emergency door 51 is separated from the vehicle body 2 at the upper part of the emergency door 51. After moving away (forward) and upward, the emergency door 51 rotates while moving downward (forward) and downward (see FIGS. 8 and 10 to 12). Further, when the emergency door 51 rotates in a direction approaching the vehicle main body 2 (when the emergency exit 53 is closed), the movement is reversed (see FIGS. 8 and 10 to 12). It is necessary to provide a gap between the frame 52 and the upper part of the emergency door 51 so that the upper part of the emergency door 51 and the frame 52 do not interfere when the emergency door 51 is opened or closed. By the movement, the gap between the frame body 52 and the upper part of the emergency door 51 can be minimized.

  Further, the first arms 64 are connected by a first bar 66. The second arms 65 are connected by a second bar 67. Accordingly, since the operations of the first arm 64 and the second arm 65 in the pair of slide hinges 61 are synchronized, it is possible to prevent the emergency door 51 from fluctuating in the axial direction or the like when the emergency door 51 is opened or closed.

  The emergency exit 53 is provided on the surface (front surface) of the vehicle body 2 on the side where the cab 5 is provided. Therefore, even when the railway vehicle 1 stops in an emergency, such as in a tunnel, there is no space between the side surface of the vehicle body 2 and the tunnel, and passengers cannot escape from the exit provided on the side surface of the vehicle body 2. Passengers and the like can escape from the emergency exit 53 provided on the surface (front surface) on the side where the cab 5 is provided.

  Further, the emergency door 51 is inclined such that the upper part is located on the inner side (rear side) in the longitudinal direction (front-rear direction) of the vehicle body 2 than the lower part. Therefore, when the emergency door moves in the horizontal direction as in the prior art, the installation of the emergency door is restricted. However, since the emergency door 51 does not move in the horizontal direction but rotates in a direction away from the vehicle main body 2 (A direction) and a direction approaching the vehicle main body 2 (B direction), the emergency door 51 is not restricted. Can be installed.

  Further, the control device 81 turns on the emergency light 82 provided near the emergency exit 53 when the fixing of the emergency door 51 to the frame body 52 by the clasp 79 is released. Therefore, at the time of evacuation (when the emergency door 51 is fixed to the frame body 52 by the clasp 79, that is, when the emergency door 51 is rotated to open the emergency exit 53 and to evacuate from the emergency exit 53) ) Since the emergency light 82 brightens the vicinity of the emergency exit 53, evacuation is easy.

  The embodiment of the present invention has been described above. However, the form to which the present invention can be applied is not limited to the above-described embodiment, and may be changed as appropriate without departing from the spirit of the present invention, as exemplified below. Can be added.

  In the above-described embodiment, the gas damper 74 is used as a pair of elastic members connected to the frame body 52 and the emergency door 51. For example, an air cylinder may be used instead of the gas damper 74. In this case, when all the clamps 79 are operated, the emergency door 51 can be automatically opened by the air cylinder if the air cylinder is extended (driven). Further, for example, a hydraulic cylinder may be used instead of the gas damper.

  In the above-described embodiment, the multi-axis slide hinge 61 is used as a member that attaches the emergency door 51 to the frame 52 so as to be rotatable in a direction away from the vehicle body 2 and a direction approaching the vehicle body 2. For example, a uniaxial hinge may be used.

  In the above embodiment, the first arms 64 of the pair of slide hinges 61 are connected by the first bar 66, and the second arms 65 are connected by the second bar 67. Not limited to this, the first arms 64 and the second arms 65 may not be connected by the first bar 66 and the second bar 67.

  In the above-described embodiment, the emergency exit 53 is provided on the surface (front surface) of the vehicle body 2 on the side where the cab 5 is provided. For example, it may be provided on a side surface of the vehicle body 2.

  In the above-described embodiment, the emergency door 51 is inclined such that the upper part is located on the inner side (rear side) in the longitudinal direction (front-rear direction) of the vehicle body 2 than the lower part. Not limited to this, the emergency door may have a shape with no inclination.

  In the embodiment described above, the clamps 79 are connected to the switches 80 that are turned on when the emergency door 51 is released from the frame body 52. Not limited to this, the clamp 79 may be connected to a sensor for detecting the release of the emergency door 51 from the frame body 52. In this case, the control device 81 may turn on the emergency light 82 when the sensor detects that the emergency door 51 is released from the frame 52.

  In the above-described embodiment, the switches 80 are connected to all the clamps 79, respectively. Not only this but the switch 80 may be connected to not only all the clasps 79 but only one of the clasps 79, or two or more. In this case, the control device 81 may turn on the emergency light 82 when the fixing of the emergency door to the frame body 52 by the clamp 79 to which the switch 80 is connected is released.

1 Railcar 2 Vehicle body 5 Driver's cab 51 Emergency door (door)
52 Frame 53 Emergency exit (exit)
61 Slide hinge 62 Frame side hinge 63 Emergency door side hinge (door side hinge)
64 1st arm 65 2nd arm 66 1st bar 67 2nd bar 74 Gas damper (expandable member)
79 Clamp (stopper member)
80 Switch 81 Control device 82 Emergency light (light source)

Claims (8)

A vehicle body,
An outlet provided on any one surface in the longitudinal direction of the vehicle body;
A frame provided on the vehicle body along the exit;
A door attached to the frame and covering the outlet so as to be openable and closable;
A railcar comprising a pair of telescopic members connected to the frame and the door,
The upper part of the door is attached to the upper part of the frame so that the door can rotate in a direction away from the vehicle main body and a direction approaching the vehicle main body with the horizontal direction as the axial direction. The exit is opened by turning in a direction to leave, and the exit is closed by turning in a direction approaching the vehicle body
The pair of expansion and contraction members are respectively connected to both sides of the frame body in the horizontal direction and both sides of the door in the horizontal direction, and are extended by the rotation of the door in the separating direction. A railway vehicle that contracts by turning in the approaching direction. A frame-side hinge attached to the frame body, a door-side hinge attached to the door, and one end portion of the frame-side hinge rotatably attached to the frame-side hinge, and the other end portion rotatable to the door-side hinge. A pair of slide hinges each having a first arm and a second arm attached to
The upper part of the door is rotatably attached to the upper part of the frame body via the pair of slide hinges provided on both sides of the upper part of the frame body in the horizontal direction. The railway vehicle according to claim 1. A first bar connecting the first arms;
The railway vehicle according to claim 2, further comprising a second bar connected to the second arms. The railway vehicle is a railway vehicle for the front and rear end provided with a cab on either side of the longitudinal direction of the vehicle body,
The railway vehicle according to any one of claims 1 to 3, wherein the exit is provided on a surface of the vehicle main body on the side where the cab is provided.   The railway vehicle according to any one of claims 1 to 4, wherein the door is inclined such that an upper portion thereof is positioned on an inner side in the longitudinal direction of the vehicle main body with respect to a lower portion.   The rail vehicle according to any one of claims 1 to 5, wherein each of the pair of elastic members is a gas damper.   The rail vehicle according to any one of claims 1 to 5, wherein each of the pair of elastic members is an air cylinder. A light source provided near the exit;
A stopper member that fixes the door to the frame and releases the door from being fixed to the frame;
The railway vehicle according to claim 1, further comprising a control device that turns on the light source when the fixing of the door to the frame body by the stopper member is released.

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