JP2017218047A - Table for railroad carriage - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a table for a railroad carriage giving a few damage to a passenger when the railroad carriage collides.SOLUTION: In a table 10 for a railroad carriage having a top plate 11 provided for a passenger sitting in a seat of the railroad carriage and leg materials 12 supporting the top plate 11, the leg materials 12 have a buffering member 13 moderating shock to the passenger when the railroad carriage collides. In this way, the table can contribute to the safety of the passenger because the impact force that the passenger collides with the table for railroad carriage at the time of the collision of the railroad carriage is moderated.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a railcar table having a table body provided for passengers sitting on a seat of the railcar and a support member for supporting the table body.

2. Description of the Related Art Conventionally, railway vehicles such as observation vehicles have been provided with railcar tables for use by passengers sitting on their seats. Also, in a limited express vehicle, for example, a passenger uses a rotary type railcar table attached to a wall at the head seat of the vehicle.
On the other hand, in Patent Documents 1 and 2, a part of a wall structure is buckled or deformed in order to relieve an impact force when a passenger collides with a wall when a railway vehicle collides. Ingenuity has been made.

JP 2012-91785 A Japanese Unexamined Patent Publication No. 2010-18143

However, the railcar table has the following problems.
(1) In a railway vehicle, assuming a collision with an oncoming train or a transportation device stuck at a railroad crossing, the vehicle decelerates rapidly due to the collision. Since the passenger tries to move at the speed before the collision according to the law of inertia, a speed difference is generated between the vehicle and the passenger, and the passenger is skipped forward. Assuming that the passenger is seated in a cross-seat type seat, there is a front seat, or a railcar table or wall in front of the passenger, so it is considered that these obstacles collide.
Particularly in a seat having a railcar table in front, there is a risk of hitting the head or the like on the railcar table, possibly damaging the human body. Therefore, there is a need for a railcar table structure that can be crushed at the time of a train collision and can alleviate the impact when the head hits the railcar table. In addition, at the normal time, it is necessary to have a role as an original railcar table that supports the weight of the top plate and passengers' luggage.

(2) When the techniques of Patent Documents 1 and 2 are applied to a railcar table, a part of the railcar table is deformed or buckled, but when the railcar collides, It has been a difficult problem to design a part to be surely buckled or deformed. The reason is that if the strength is too high, it may not buckle or deform at the time of collision, and if the strength is too low, it may buckle or deform at the time of a sudden stop that is not a collision.

  The present invention is for solving the above-described problems, and an object of the present invention is to provide a railcar table that causes little damage to passengers when a railcar collides.

In order to solve the above problems, the railcar table of the present invention has the following configuration.
(1) In a railcar table having a table main body provided for a passenger sitting on a seat of the railcar and a support member for supporting the table main body, the support member is provided to the passenger when the railcar collides. It has the buffer means which relieves the impact of this.
(2) In the railcar table according to (1), the support member has a leg member, and the buffer means constitutes a part of the leg member. It has the removal member which comes off from.

(3) In the railcar table according to (1), the table body is rotatably attached to the wall surface of the railcar by a rotating shaft, and the support member is a stopper for maintaining the table body horizontally. It is a member, and a buffer means comprises a part of stopper member, Comprising: It has the removal member which comes off from a stopper member at the time of a collision of a railway vehicle, It is characterized by the above-mentioned.
(4) In the railcar table according to (2) or (3), the dropout member has a wedge shape that is pulled out by an inertial force at the time of a collision of the railcar, and has a link member connected to the support member. The detaching member has a weight attached to the link member.
(5) The railcar table described in (4) is characterized in that an impact absorbing member is provided between the table main body and the railcar main body.
(6) In the railcar table according to (4) or (5), due to the weight of the weight, a frictional force is normally exerted between the removal member and the leg member, so that the removal member cannot be removed from the leg member. It is characterized by.

The present invention has the following operations and effects.
(1) In a railcar table having a table main body provided for a passenger sitting on a seat of the railcar and a support member for supporting the table main body, the support member is provided to the passenger when the railcar collides. Therefore, the impact force of the passenger colliding with the railcar table at the time of the collision of the railway vehicle is alleviated, which can contribute to the safety of the passenger.

(2) In the railcar table according to (1), the support member has a leg member, and the buffer means constitutes a part of the leg member. Since the removal member constituting a part of the leg member as the support member comes out, the support member itself is buckled or deformed as compared with the case where the support member itself is buckled or deformed. The impact force that the passenger collides with the railcar table at the time of a collision can be reliably and stably mitigated.

(3) In the railcar table according to (1), the table body is rotatably attached to the wall surface of the railcar by a rotating shaft, and the support member is a stopper for maintaining the table body horizontally. The shock absorbing means is a part of the stopper member, and has a pull-out member that comes out of the stopper member at the time of a collision of the railway vehicle. It can also be applied to the railcar table of the mounting type.

(4) In the railcar table according to (2) or (3), the dropout member has a wedge shape that is pulled out by an inertial force at the time of a collision of the railcar, and has a link member connected to the support member. Since the removal member has a weight attached to the link member, it is possible to change the wedge shape, mass, etc. by changing the wedge shape, mass, etc. The degree of freedom of design can be expanded, and a support structure suitable for various railway vehicles can be designed. Further, since various conditions can be met by changing the shape, mass, and the like of the removal member, the design flexibility is high, so that it is possible to design a support structure suitable for various railway vehicles.

(5) The railcar table described in (4) is characterized by having an impact absorbing member between the table body and the railcar body, so that when a passenger collides with the railcar table, The impact force received can be relieved by the impact absorbing member.
(6) In the railcar table according to (4) or (5), due to the weight of the weight, a frictional force is normally exerted between the removal member and the leg member, so that the removal member cannot be removed from the leg member. Therefore, the drop-out member does not come off from the leg member in normal times, but only at the time of the collision of the railway vehicle. Therefore, it is possible to reliably and stably relieve the impact force that the passenger collides with the rail vehicle table. it can.

1 is a side view of a railcar table 10 according to an embodiment of the present invention. It is a figure which shows the structure at the normal time of 1st Embodiment of the buffer member. It is a figure which shows the state at the time of the action | operation of the buffer member 13 of FIG. 2 (at the time of a rail vehicle collision). It is a figure which shows the structure at the time of normal of 2nd Embodiment of the buffer member. It is a figure which shows the state at the time of the action | operation of the buffer member 13 of FIG. 4 (at the time of a rail vehicle collision). It is a figure which shows the structure at the normal time of 3rd Embodiment of the buffer member. It is a figure which shows the state at the time of the action | operation of the buffer member 13 of FIG. 6 (at the time of a rail vehicle collision). It is a figure which shows the state at the time of the action | operation of the buffer member 13 of FIG. It is a side view of the railcar table 10 which concerns on the 4th Embodiment of this invention. It is a figure which shows the state at the time of the action | operation of the buffer member 13 of FIG. It is a side view of the railcar table 10 which concerns on the 5th Embodiment of this invention. It is a figure which shows the state at the time of the action | operation of the buffer member 13 of FIG.

An embodiment of a railcar table 10 according to the present invention will be described in detail below with reference to the drawings. FIG. 1 is a side view of a railcar table 10 according to an embodiment of the present invention.
The top plate 11 which is a table body is supported on the floor surface by four leg members 12 which are support members. A buffer member 13 is provided on each of the two leg members 12 located on the seat side on which the passenger sits among the four leg members 12.
On the other hand, an impact absorbing member 15 is attached to the support plate 14 fixed to the railway vehicle body. The shock absorbing member 15 is located between the support plate 14 and the top plate 11.

Next, a first embodiment of the buffer member 13 will be described. FIG. 2 shows a normal configuration of the buffer member 13 according to the first embodiment. In FIG. 3, the state at the time of the action | operation of the buffer member 13 (at the time of a rail vehicle collision) is shown.
The leg member 12 is formed with a groove 12 a having the same concave shape as the outer peripheral convex shape of the wedge 21. As shown in FIG. 2, at the normal time, the wedge 21 is in a state of being fitted into the groove 12a. A pair of link members 22 are attached to both sides of the leg member 12. The link member 22 has a rectangular shape in which both end portions are circular. The pair of link members 22 are rotatably supported by a fixing pin 23 fixed to the leg member 12 through a hole 22a formed at one end. A long hole 22b is formed at the other end of the link member 22, and the long hole 22b holds a sliding pin 24 fixed to the wedge 21 so as to be slidable.
The buffer member 13 corresponds to “buffer unit” recited in the claims.

Next, the effect | action of the buffer member 13 of 1st Embodiment is demonstrated. As shown in FIG. 3, when the railway vehicle collides, since the wedge 21 has a sufficient mass, the wedge 21 comes out of the groove 12a due to the strong inertial force in the traveling direction received when the railway vehicle suddenly stops. . At this time, the sliding pin 24 slides in the long hole 22b of the link member 22.
In the state where the wedge 21 is pulled out, the leg member 12 has no portion that receives only the joint portion 12b. Therefore, when the passenger collides with the top plate 11 due to a strong inertial force in the traveling direction received when the railway vehicle suddenly stops, the leg member 12 quickly breaks at the joint portion 12b. This reduces the impact force that collides with the passenger and contributes to passenger safety.
Further, as shown in FIG. 8, when the buffer member 13 is operated, the top plate 11 reduces the impact of the collision by the impact absorbing member 15 placed on the support plate 14. And passenger safety can be ensured.

Next, a second embodiment of the buffer member 13 will be described. FIG. 4 shows a normal configuration of the buffer member 13 according to the second embodiment. In FIG. 5, the state at the time of the action | operation of the buffer member 13 (at the time of a rail vehicle collision) is shown.
The leg member 12 is formed with a groove 12a having the same concave shape as the outer peripheral convex shape of the wedge 31. As shown in FIG. 4, in a normal state, the wedge 31 is in a state of being fitted in the groove 12a. A pair of link members 32 are attached to both sides of the leg member 12. The pair of link members 32 are rotatably supported by a fixing pin 33 fixed to the leg member 12 through a hole 32a formed near the center. A long hole 32 b is formed at the upper end of the link member 32, and the long hole 32 b slidably holds a slide pin 34 fixed to the wedge 31. The other end of the link member 32 extends toward the lower side of the fixing pin 33, and a weight 35 is fixed to the other end of the link member 32. Since the wedge 31 normally has a frictional force between the wedge 31 and the groove 12a, it cannot be removed from the leg member 12 only by the gravity of the weight 35.

Next, the effect | action of the buffer member 13 of 2nd Embodiment is demonstrated. As shown in FIG. 5, when the railway vehicle collides, since the weight 35 has a sufficient mass, the weight 35 receives a strong inertial force in the traveling direction received when the railway vehicle suddenly stops. This force is transmitted to the wedge 31 by the link member 32 and the fixing pin 33, and the wedge 31 comes out of the groove 12a. At this time, the slide pin 34 slides in the long hole 32 b of the link member 32.
In the state where the wedge 31 is removed, the leg member 12 has no portion that receives only the joint portion 12b. Therefore, when the passenger collides with the top plate 11 due to a strong inertial force in the traveling direction received when the railway vehicle suddenly stops, the leg member 12 quickly breaks at the joint portion 12b. This reduces the impact force that collides with the passenger and contributes to passenger safety.
Further, as shown in FIG. 8, when the buffer member 13 is operated, the top plate 11 reduces the impact of the collision by the impact absorbing member 15 placed on the support plate 14. And passenger safety can be ensured.

Next, a third embodiment of the buffer member 13 will be described. FIG. 6 shows a normal configuration of the third embodiment of the buffer member 13. In FIG. 7, the state at the time of the action | operation of the buffer member 13 (at the time of a rail vehicle collision) is shown.
The leg member 12 is formed with a groove 12a having the same concave shape as the outer peripheral convex shape of the wedge 41. As shown in FIG. 6, at the normal time, the wedge 41 is in a state of being fitted into the groove 12a. A pair of link members 42 are attached to both sides of the leg member 12. The pair of link members 42 are rotatably supported by a fixing pin 43 fixed to the leg member 12 through a hole 42a formed at one end. A long hole 42 b is formed near the center of the link member 42, and the long hole 42 b slidably holds a sliding pin 44 fixed to the wedge 41. A weight 45 is fixed to the lower end of the link member 42. Since the wedge 41 normally has a frictional force between the wedge 41 and the groove 12a, it cannot be removed from the leg member 12 only by the gravity of the weight 45.

Next, the effect | action of the buffer member 13 of 3rd Embodiment is demonstrated. As shown in FIG. 7, when the railway vehicle collides, since the weight 45 has a sufficient mass, the weight 45 receives a strong inertial force in the traveling direction received when the railway vehicle suddenly stops. This force is transmitted to the wedge 41 by the link member 42 and the fixing pin 43, and the wedge 41 comes out of the groove 12a. At this time, the slide pin 44 slides in the long hole 42 b of the link member 42.
In the third embodiment, since the distance from the fixing pin 43 to the weight 45 is longer than that in the second embodiment, a large rotational moment can be taken on the wedge 41, so that the wedge 41 is reliably pulled out. be able to. Alternatively, the mass of the weight 45 can be reduced as compared with the second embodiment.
In the state where the wedge 41 is removed, the leg member 12 does not have a portion that receives only the joint portion 12b. Therefore, when a passenger collides with the top plate 11 due to a strong inertial force in the traveling direction received when the railway vehicle suddenly stops, the leg member 12 quickly breaks at the joint portion 12b. Since the impact force which collides is relieved, it can contribute to a passenger's safety.
Further, as shown in FIG. 8, when the buffer member 13 is operated, the top plate 11 reduces the impact of the collision by the impact absorbing member 15 placed on the support plate 14. And passenger safety can be ensured.

As described above in detail, according to this embodiment,
(1) In a railcar table 10 having a top plate 11 provided for a passenger sitting on a seat of a rail car and a leg member 12 that supports the top plate 11, the leg member 12 collides with the rail car. Since the shock absorber 13 is provided to reduce the impact on the passenger, the impact force of the passenger colliding with the railcar table 10 at the time of the collision of the railway vehicle is reduced. Can contribute.

(2) In the railcar table 10 according to (1), the buffer member 13 constitutes a part of the leg member 12, and the wedges 21 and 31 that come out of the leg member 12 when the railcar collides. 41, the wedges 21, 31, 41 constituting a part of the leg member 12 are pulled out, so that the leg member 12 itself is buckled or deformed. The impact force that a passenger collides with the railcar table 10 at the time of a collision can be mitigated reliably and stably.

(3) In the railcar table 10 according to (2), the wedges 21, 31, and 41 are wedge-shaped that are pulled out by an inertial force at the time of a collision of the railcar, and are linked to the leg member 12. 32 and 42, and the wedges 31 and 41 are characterized by having weights 35 and 45 attached to the link members 32 and 42. Therefore, by changing the shape, mass, etc. of the wedge, the weights are also provided. By changing the masses of 35 and 45, the degree of freedom in designing the shapes and masses of the wedges 31 and 41 can be further expanded, and a support structure suitable for various railway vehicles can be designed. Further, since various conditions can be accommodated by changing the shapes, masses, etc. of the wedges 21, 31, 41, the degree of freedom in design is high, so that it is possible to design support structures suitable for various railway vehicles.

(4) In the railcar table 10 according to (3), when the wedges 21, 31, 41 are pulled out and the top board 11 is moved, the top board 11 is placed between the top board 11 and the support board 14 of the railway vehicle body. , The shock absorbing member 15 is provided, so that when the wedges 21, 31, 41 are removed and the top plate 11 moves and the passenger collides with the railcar table 10, the shock absorbing member 15 is Can reduce the damage.
(5) In the railcar table 10 according to (3) or (4), the friction force acts between the wedges 21, 31, 41 and the leg member 12 under normal conditions due to the gravity of the weights 35, 45. 21, 31, 41 do not come out of the leg member 12, and the wedges 21, 31, 41 do not come out of the leg member 12 in normal times and come out only at the time of the collision of the railway vehicle. The impact force that collides with the table 10 can be relaxed reliably and stably.

Next, a fourth embodiment of the present invention will be described. FIG. 9 shows a side view of a railcar table 10 according to the fourth embodiment of the present invention. FIG. 10 shows a state during operation of the buffer member 13 of FIG. Since the fourth embodiment is basically the same as the first to third embodiments, only the differences will be described in detail, and the description of the same parts will be omitted.
As shown in FIG. 9, one end of the top plate 11 is fixed to a wall surface 50 that is an inner wall of the vehicle. The other end side of the top plate 11 is supported by one or two leg members 12. The leg member 12 is provided with a buffer member 13.
Since the configuration and operation of the buffer member 13 are the same as those of the first to third embodiments, description thereof is omitted.

Next, a fifth embodiment of the present invention will be described. FIG. 11 shows a side view of a railcar table 10 according to the fifth embodiment of the present invention. FIG. 12 shows a state during operation of the buffer member 13 of FIG. Since the fifth embodiment is basically the same as the first to third embodiments, only different points will be described in detail, and description of the same parts will be omitted.
As shown in FIG. 11, one end of the top plate 11 is rotatably held by a rotation shaft 53 of a support plate 52 fixed to a wall surface 50 of the vehicle. One end of a stopper member 51 for receiving the load of the top plate 11 is fixed to the wall surface 50. The other end of the stopper member 51 abuts when the top plate 11 is in the horizontal position. The buffer member 13 is provided at an intermediate position of the stopper member 51.
Since the configuration and operation of the buffer member 13 are the same as those of the first to third embodiments, description thereof is omitted.

  As described above in detail, according to the fifth embodiment, the top plate 11 is rotatably attached to the wall surface 50 of the railway vehicle by the rotation shaft 53, and the support member horizontally attaches the top plate 11. The buffer member 13 constitutes a part of the stopper member 51 and has wedges 21, 31, 41 that come out of the stopper member 51 in the event of a collision with a railway vehicle. Therefore, the present invention can also be applied to a railcar table 10 that is attached to a wall of an express car or the like.

In addition, this embodiment is only a mere illustration and does not limit this invention at all. Accordingly, the present invention can naturally be improved and modified in various ways without departing from the gist thereof.
For example, in the present embodiment, a wedge-shaped wedge is used as the wedge, but even if there is a flat portion at the tip, if the inclined portions are formed on both sides, the wedge functions.
For example, in this embodiment, a rectangular member having a circular end is used as the link member, but it is only necessary to be connected to the support member, and the link member may be connected to the support member with an elastic member such as a spring. May be.
For example, in the present embodiment, the buffer member is used as it is exposed, but a cover may be attached to the leg portion so that the passenger cannot operate without permission. Alternatively, a buffer member may be incorporated in the support member.

DESCRIPTION OF SYMBOLS 10 Railcar table 11 Top plate 12 Leg member 13 Buffer member 15 Shock absorber 21, 31, 41 Wedge 22, 32, 42 Link member 35, 45 Weight

Claims (6)

In a railcar table having a table body provided in accordance with a passenger sitting on a seat of the railcar, and a support member that supports the table body,
The support member has a buffering means for mitigating an impact on the passenger when the railway vehicle collides,
A railcar table characterized by In the railcar table according to claim 1,
The support member has a leg member;
The buffer means constitutes a part of the leg member, and has a pull-out member that comes off from the leg member at the time of a collision of the railway vehicle.
A railcar table characterized by In the railcar table according to claim 1,
The table body is rotatably attached to a wall surface of the railway vehicle by a rotation shaft;
The support member is a stopper member for maintaining the table body horizontally;
The buffer means constitutes a part of the stopper member, and has a removal member that comes off from the stopper member at the time of a collision of the railway vehicle.
A railcar table characterized by In the railcar table according to claim 2 or 3,
The dropout member has a wedge shape that is pulled out by an inertial force at the time of a collision of the railway vehicle, and has a link member connected to the support member;
The removal member has a weight attached to the link member;
A railcar table characterized by In the railcar table according to claim 4,
Having an impact absorbing member between the table body and the railcar body;
A railcar table characterized by In the railcar table according to claim 4 or 5,
Due to the gravity of the weight, the pulling member does not come off the leg member because a frictional force works between the pulling member and the leg member at a normal time.
A railcar table characterized by

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