JP6344603B2 - Emergency escape device, fixing parts and locking device for railway vehicles - Google Patents

Description

  One embodiment of the present invention relates to a railway vehicle emergency escape device, a fixing component, and a lock device.

  In a railway vehicle, an apparatus for escaping from the railway vehicle in an emergency has been proposed. For example, Patent Literature 1 discloses a ladder device provided on the bottom surface of a vehicle body below a doorway of a railway vehicle. In the apparatus of Patent Document 1, the ladder is drawn from the bottom surface of the vehicle body to the side of the railway vehicle so that the longitudinal direction of the ladder is on the side of the railway vehicle. The drawn ladder is rotated at a predetermined angle with respect to the road surface, and then fixed at the angle. Patent Document 2 also discloses a ladder device provided on the bottom surface of the vehicle body below the entrance / exit of the railway vehicle. In the apparatus of Patent Document 2, the ladder is drawn from the bottom surface of the vehicle body to the side of the railway vehicle so that the longitudinal direction of the ladder is parallel to the traveling direction of the railway vehicle.

JP 2001-315640 A JP 2002-187546 A

  By the way, the railway vehicle has a feature that a space for newly installing an emergency escape device is small and it is difficult to install the device. Therefore, an emergency escape device with improved installation convenience is desired.

  The emergency escape device for railway vehicles, the fixing part, and the locking device according to one embodiment of the present invention are made in consideration of the above-described problems.

  One embodiment of the present invention includes a shelf board part that supports a load as a luggage rack of a railway vehicle, and a fixing part that detachably fixes the shelf board part to the railway vehicle, and the shelf board part is removed from the railway vehicle. The shelf unit is an emergency escape device for a railway vehicle that supports the passenger who slides down as a slide for the passenger of the railway vehicle to slide down from the railway vehicle to the outside of the railway vehicle.

  According to this configuration, the railway vehicle emergency escape apparatus includes the shelf board portion that supports the luggage as a cargo shelf of the railway vehicle, and the fixing portion that detachably fixes the shelf board portion to the railway vehicle. For this reason, the emergency escape device for a railway vehicle can be used as a luggage rack of the railway vehicle at a normal time. On the other hand, when the shelf board part is removed from the railway vehicle, the shelf board part supports the passenger who slides down as a slide for the passenger of the railway vehicle to slide down from the railway vehicle to the outside of the railway vehicle. For this reason, the emergency escape device for railway vehicles can be used as a slide for sliding down to the outside of the railway vehicle in an emergency. Therefore, in a railway vehicle with a small storage space, the railway vehicle emergency escape device can serve as both a loading rack and a slide for emergency escape, and the convenience of installation can be improved.

  In this case, the fixing part can detachably fix the shelf board part to the existing cargo rack of the railway vehicle.

  According to this structure, a fixing | fixed part detachably fixes a shelf board part to the existing load shelf of a rail vehicle. For this reason, it is possible to arrange an emergency escape device for a railway vehicle in place of an existing load shelf without removing the existing load shelf. Therefore, installation is easy. Also, less additional space is required for storage. For this reason, the convenience of installation can be further improved.

  In this case, the fixing portion can have a device-side fitting portion that fits with a fixing component-side fitting portion of a fixing component attached to an existing cargo rack of the railway vehicle.

  According to this configuration, the fixing portion has the device-side fitting portion that fits with the fixing component-side fitting portion of the fixing component attached to the existing cargo rack of the railway vehicle. For this reason, a fixing | fixed part can fix a shelf board part to the existing load shelf by fitting, and can further improve the convenience of attachment or detachment.

  In this case, when the device side fitting portion is fitted with the fixed component side fitting portion, the lock device attached to any of the shelf plate portion, the fixing portion, and the existing cargo rack of the railway vehicle, The movement of the device-side fitting portion in the direction in which the fitting between the side fitting portion and the fixed component-side fitting portion is released can be restricted.

  According to this configuration, when the device side fitting portion is fitted to the fixed component side fitting portion, the lock device attached to any of the shelf plate portion, the fixing portion, and the existing cargo rack of the railway vehicle Thus, the movement of the device side fitting portion in the direction in which the fitting between the device side fitting portion and the fixed component side fitting portion is released is restricted. For this reason, it can prevent that the fitting of the apparatus side fitting part and the fixed component side fitting part comes off unexpectedly.

  Further, the shelf part has a downhill start side region on the downhill start side and a downhill end side region on the downhill end side on the surface that supports the occupant who descends, and the friction coefficient in the downhill direction of the downhill start side region is It can be larger than the friction coefficient in the downhill direction in the downhill end region.

  According to this configuration, the shelf portion has a downhill start side region on the downhill start side and a downhill end side region on the downhill end side on the surface that supports the occupant to descend, and the downhill direction of the downhill start side region The friction coefficient is greater than that in the downhill end region. For this reason, when the occupant slides down the shelf, the speed of downhill is suppressed by a large friction coefficient at the start of downhill, so that safety is improved. On the other hand, at the end of downhill, the speed of downhill is more likely to increase due to a smaller friction coefficient, so that the passenger can easily stand up after downhill.

  Further, the shelf part has a downhill start side region on the downhill start side and a downhill end side region on the downhill end side on the surface that supports the occupant who descends, and the friction coefficient in the downhill direction of the downhill start side region is It can be made smaller than the friction coefficient in the downhill direction in the downhill end region.

  According to this configuration, the shelf portion has a downhill start side region on the downhill start side and a downhill end side region on the downhill end side on the surface that supports the occupant to descend, and the downhill direction of the downhill start side region Is smaller than the friction coefficient in the downhill direction region. For this reason, when the occupant slides down the shelf part, the slidable speed is likely to increase due to a small coefficient of friction at the start of the slid down, so that the occupant easily starts downhill. On the other hand, at the end of downhill, the downhill speed is suppressed by a larger coefficient of friction, so safety is improved.

  Moreover, the shelf part can have a shelf movable part in which the end part on the downhill start side of the slide is freely bendable on the opposite side of the surface that supports the occupant.

  According to this configuration, the shelf portion includes the shelf movable portion in which the end portion on the downhill start side of the slide base is freely bendable on the opposite side of the surface that supports the occupant. For this reason, when using an emergency escape device for a railway vehicle as a slide, the shelf movable part is bent to the side opposite to the surface that supports the occupant who slides down, so that the floor surface of the railway vehicle entrance and the like and the slide The difference in altitude with the end on the downhill start side becomes small, and the passenger can easily start downhill.

  Moreover, the shelf board part can have the shelf back board part which the edge part of either the right or left of the sliding direction of a slide base bent to the surface side which supports the occupant who slides down.

  According to this configuration, the shelf plate portion has the shelf back plate portion in which either the left or right end portion in the descending direction of the slide base is bent toward the surface that supports the occupant who descends. For this reason, the bending strength of a shelf board part can be improved. Moreover, a passenger | crew can use a shelf backplate part as a handrail, and can stabilize an attitude | position more. Moreover, when supporting a load as a load shelf, the load can be more stably supported by the shelf back plate portion.

  In this case, the shelf part has a shelf movable part in which the end part on the slide start side of the slide base is flexibly integrated with the shelf back plate part on the opposite side of the surface that supports the occupant to descend. be able to.

  According to this configuration, the shelf is movable so that the end of the slide start side of the slide base can be bent integrally with the shelf back plate on the opposite side of the surface that supports the occupant to descend. Part. For this reason, a passenger | crew can use a shelf backplate part as a handrail at the time of a passenger | crew start of a downhill, and can stabilize an attitude | position more.

  In addition, the shelf portion may have a shelf movable portion that is separated from the shelf back plate portion and can be bent, on the opposite side of the surface that supports the occupant to descend, at the end of the slide start side of the slide. it can.

  According to this configuration, the shelf board part is a shelf board movable part in which the end part on the slide start side of the slide base is separated from the shelf back plate part on the opposite side of the surface that supports the occupant to slide down and is flexible. Have For this reason, since the surface which supports a passenger becomes flat at the time of a passenger's downhill start, a passenger is easy to get on a slide.

  Further, the shelf board part includes a surface side plate material that forms a surface that supports a passenger who descends, a back surface side plate material that forms a surface opposite to a surface that supports a passenger who descends, and a front surface plate material and a back surface side. And a rib member disposed between the plate members.

  According to this configuration, the shelf unit includes a front side plate member that forms a surface that supports the occupant who descends, a rear side plate member that forms a surface opposite to the surface that supports the occupant descending, and the front side And a rib member disposed between the plate member and the back side plate member. Thus, when the shelf board part is formed by the double skin structure, the weight can be reduced as compared with the strength.

  In addition, another embodiment of the present invention includes a fixed component side fitting portion and a fixed component side fitting portion that are fitted to the apparatus side fitting portion of the railway vehicle emergency escape device according to one embodiment of the present invention. It is a fixed component provided with the fixed component attachment part attached to the existing load shelf of a vehicle.

  In addition, another embodiment of the present invention includes a device-side fitting portion of the railway vehicle emergency escape device according to one embodiment of the present invention, and a fixed component-side fitting portion of the fixing component according to another embodiment of the present invention. Are fitted with a lock portion for restricting movement of the device-side fitting portion in a direction in which the fitting between the device-side fitting portion and the fixed component-side fitting portion is disengaged. It is a locking device provided with the locking device attachment part attached to the existing load shelf.

  According to the railway vehicle emergency escape device, the fixing component, and the locking device of the embodiment of the present invention, the convenience of installation can be improved.

It is the perspective view which looked at the emergency escape device for rail vehicles concerning a 1st embodiment from the shelf board surface side. It is the perspective view which looked at the emergency escape device for rail vehicles which concerns on 1st Embodiment from the shelf board back side. It is the perspective view which expanded the periphery of the stay and ball catch of FIG. FIG. 4 is a perspective view showing a state where the stay and the ball catch of FIG. 3 are separated and the shelf board movable portion is bent. It is the perspective view which expanded the periphery of the support leg of FIG. FIG. 6 is a perspective view showing a state where a fall prevention rod is taken out from the inside of the support leg of FIG. 5. It is a perspective view which shows the loading shelf where the emergency escape apparatus for rail vehicles which concerns on 1st Embodiment is attached. It is a perspective view which shows the state in which the fixing component and the locking device were attached to the net shelf of FIG. It is the perspective view which expanded the fixing component of FIG. It is the perspective view which expanded the fixing component of FIG. It is the perspective view which expanded the locking device of FIG. It is a perspective view which shows the process in which the emergency escape apparatus for rail vehicles of FIG. 1 is arrange | positioned to the load shelf to which the fixing component and locking device of FIG. 8 were attached. It is a perspective view which shows the state in which the parallel pin of the fixing component attached to the cargo shelf is inserted in the pin hole part of a fixing rib in the shelf board back surface side of the emergency escape apparatus for rail vehicles of FIG. It is a perspective view which shows the process in which the emergency escape apparatus for rail vehicles arrange | positioned at the cargo rack of FIG. 12 is fixed to a cargo rack by a lock lever. It is the perspective view which expanded the periphery of the locking device of the emergency escape device for rail vehicles fixed by the locking lever of FIG. It is a perspective view which shows the emergency escape apparatus for rail vehicles of 1st Embodiment which fixation to a cargo shelf was completed. It is a perspective view which shows the state from which the emergency escape apparatus for rail vehicles of FIG. 16 is removed from a load shelf, and is used as a slide for emergency escape. It is a perspective view which shows the state by which the fall prevention rod of the emergency escape apparatus for rail vehicles of FIG. 17 was inserted in the drain hole of the entrance / exit of a rail vehicle. It is the perspective view which looked at the emergency escape device for railroad vehicles concerning a 2nd embodiment from the shelf board surface side. It is a perspective view which shows the state by which the shelf movable part of FIG. 19 was bent with respect to the shelf board part. FIG. 20 is a perspective view showing a state where the railway vehicle emergency escape device of FIG. 19 is removed from the cargo rack and used as a slide for emergency escape. FIG. 20 is a cross-sectional view of a railway vehicle emergency escape device according to a third embodiment, taken along a line AA in FIG. 1 or a line BB in FIG. 19.

  Hereinafter, an emergency escape device, a fixing component, and a locking device for a railway vehicle according to an embodiment of the present invention will be described in detail with reference to the drawings.

  The railroad vehicle emergency escape device 100a according to the first embodiment shown in FIGS. 1 and 2 functions as a railroad cargo rack during normal times. On the other hand, the emergency escape device 100a for a railway vehicle functions as a slide for sliding down from the railway vehicle to the outside of the railway vehicle in an emergency. The railroad vehicle emergency escape device 100a includes a shelf plate portion 102 that supports luggage as a load shelf of the railcar, and a fixing rib 128 that is a fixing portion that detachably fixes the shelf plate portion 102 to an existing load shelf of the railcar. , 130.

  When the shelf 102 is removed from the existing cargo rack of the railway vehicle, the shelf 102 is used as a slide for the passenger of the railway vehicle to slide down from the railway vehicle to the exterior of the railway vehicle in the downhill direction X. Supporting passengers who descend. In the railway vehicle emergency escape device 100a, the opposite side of the arrow head side in the downhill direction X indicated by the arrow in the figure is the downhill start side. In the railway vehicle emergency escape device 100a, the arrow head side in the downhill direction X is the downhill end side. The railroad vehicle emergency escape device 100a can be made of, for example, an aluminum alloy.

  The shelf board portion 102 is a plate-like member having a shelf board surface 104 and a shelf board back surface 106. Hereinafter, the configuration of the shelf surface 104 side will be described first. As shown in FIG. 1, the shelf portion 102 includes a downhill start side region 113 on the downhill start side and a downhill end on the downhill end side on the shelf board surface 104 that is a surface that supports a passenger who slides down in the downhill direction X. Side region 115. A plurality of lateral protrusion round bars 112 are bonded to the downhill start side region 113. The longitudinal direction of the lateral protrusion round bar 112 is perpendicular to the downhill direction X. A plurality of vertical protrusion round bars 114 are bonded to the downhill end region 115. The longitudinal direction of the longitudinal protrusion round bar 114 is parallel to the downhill direction X. The friction coefficient in the downhill direction X of the downhill start side region 113 is larger than the friction coefficient in the downhill direction X of the downhill end side region 115.

  The length of the downhill end region 115 along the downhill direction X is, for example, the surface of a shelf board so that when the downhill passenger is a large adult male, the acceleration is such that the rider can quickly stand up at the end of downhill. It can be set to the range of 0.3-0.7 m or 0.4-0.6 m from the edge part of 104 downhill completion side. The length along the downhill direction X of the downhill start side region 113 is a length obtained by removing the downhill end side region 115 and a below-described shelf board movable portion 116 from the shelf surface 104.

  In addition, in order to set the friction coefficients of the downhill start side region 113 and the downhill end side region 115, a concave portion can be provided on the shelf surface 104. In addition, in order to make the shelf surface 104 uneven, a method such as cutting and casting of the shelf surface 104 can be used.

  The shelf board portion 102 has a shelf back plate portion 108 that is bent toward the shelf board surface 104 side that supports the occupant who descends at the left end in the slide down direction X of the slide. Further, the shelf 102 is integrated with the shelf back plate 108 on the side of the shelf back surface 106 on the opposite side of the shelf surface 104 that supports the occupant who slides down, at the end of the slide on the slide start side. The shelf has a movable shelf 116 that is flexible. The shelf board part 102 is provided with a handrail part 118 formed by welding a metal tube to the upper end part of the shelf back board part 108. The handrail portion 118 is divided into a handrail movable portion 122 integrated with the shelf plate movable portion 116 and a handrail fixing portion 120 obtained by removing the handrail movable portion 122 from the handrail portion 118.

  The shelf part 102 has a shelf front end part 110 whose right end part in the sliding direction X of the slide base is bent toward the shelf surface 104 side that supports the occupant who is going down. When the railroad vehicle emergency escape device 100a is used as a load shelf, the height from the bottom of the shelf surface 104 at the upper end of the shelf front end 110 is 10 so that it does not become an obstacle for placing the load. About 50 mm. The shelf back plate portion 108 includes a cutout portion 126 in which the end portion on the downhill end side of the shelf back plate portion 108 is cut out so that the metal tube of the handrail fixing portion 120 is exposed.

  Hereinafter, the configuration on the shelf back surface 106 side will be described. As shown in FIG. 2, the shelf board portion 102 has a shelf board back surface 106 on the opposite side of the shelf board surface 104 that is a surface that supports a passenger who descends. The shelf board part 102 has the hinge 124 which connects the shelf board movable part 116 and the part remove | excluding the shelf board movable part 116 from the shelf board part 102 on the shelf board back surface 106 so that bending is possible. The railroad vehicle emergency escape device 100a includes three fixing ribs 128, which are fixing portions, at the bottom of the shelf back surface 106. One of the three fixed ribs 128 is provided at the end of the downhill start side of the shelf movable portion 116. The railroad vehicle emergency escape device 100a includes three fixing ribs 130 as fixing portions on the shelf back surface 106 side of the shelf back plate portion 108. One of the three fixing ribs 130 is provided at the end portion of the shelf back plate portion 108 on the downhill start side.

  The shelf board portion 102 includes a stay 136 for detachably connecting the handrail fixing portion 120 and the handrail moving portion 122 in the vicinity of the boundary between the handrail fixing portion 120 and the handrail moving portion 122. The shelf board part 102 is provided with the support leg 144 which protruded to the left side of the sliding direction X of a slide on the shelf board back surface 106 side of the shelf back board part 108.

  Hereinafter, the configuration of the fixing ribs 128 and 130, the stay 136, and the support leg 144 will be described. As shown in FIGS. 2 and 3, each of the fixing ribs 128 and 130 has a pin hole portion 132 that is a device-side fitting portion on the downhill start side of the fixing ribs 128 and 130. The pin hole portion 132 is fitted with a parallel pin that is a fixed component fitting portion of a fixed component attached to an existing cargo rack described later. Each of the fixed ribs 128 and 130 has an inclined surface 134 that is inclined toward the downhill start side with respect to the shelf back surface 106 on the downhill end side of the fixed ribs 128 and 130.

  The stay 136 is disposed on the handrail fixing portion 120 side near the boundary between the handrail fixing portion 120 and the handrail moving portion 122. As shown in FIGS. 3 and 4, the stay 136 includes a protrusion 138 that protrudes toward the handrail movable portion 122. The lower portion of the stay 136 includes a wire hole 142 for passing a wire rope for connecting a fall prevention rod, which will be described later, and the railway vehicle emergency escape device 100a. A ball catch portion 140 is disposed on the handrail movable portion 122 side in the vicinity of the boundary between the handrail fixing portion 120 and the handrail movable portion 122. The protrusion 138 and the ball catch portion 140 are detachably fitted. Thereby, the handrail fixing | fixed part 120 and the handrail movable part 122 are connected so that attachment or detachment is possible.

  As shown in FIG. 5, the support leg 144 has a substantially rectangular parallelepiped shape. The support leg 144 includes a bottom surface 146. The bottom surface 146 is located on the same plane as the lowermost surface of the shelf back surface 106. The support leg 144 includes an inclined surface 148. The inclined surface 148 is inclined toward the downhill start side so as to chamfer the vertical side of the downhill end side of the support leg 144 having a rectangular parallelepiped shape. The support leg 144 includes an opening 150 on the downhill start side. As shown in FIGS. 5 and 6, the support leg 144 accommodates a fall prevention rod 152 inserted from the opening 150.

  As shown in FIG. 5, when the railway vehicle emergency escape device 100 a is used as a cargo rack, the fall prevention rod 152 is accommodated inside the support leg 144 and fixed by a fixing plate spring 154. . As shown in FIG. 6, when the railway vehicle emergency escape device 100 a is used as a slide, the fall prevention rod 152 is taken out from the support leg 144. The tip 160 of one end of the fall prevention rod 152 has a diameter that decreases toward the tip so that it can be easily inserted into a drain hole provided on the floor surface of the entrance / exit of a railway vehicle described later. A wire hole 158 is provided at the other end of the fall prevention rod 152. A wire rope 156 passed through the wire hole 142 of the stay 136 is passed through the wire hole 158. With the wire rope 156, the fall prevention rod 152 and the railway vehicle emergency escape device 100a are connected.

  Hereinafter, a process in which the railway vehicle emergency escape device 100a of the present embodiment is fixed to an existing luggage rack of the railway vehicle will be described. First, in the present embodiment, an existing load shelf of a railway vehicle to which the railway vehicle emergency escape device 100a is fixed will be briefly described. The cargo rack 300 shown in FIG. 7 is arranged on the upper part of a seven-seat chair of a railway vehicle. The load shelf 300 includes a bracket 302 fixed to a wall surface of a passenger compartment of a railway vehicle. In the load rack 300, between the brackets 302, front pipes 304a and 304b, middle pipes 306a to 306e, and rear pipes 308a and 308b are arranged in this order from the front side to the back side of the load rack. The brackets 302 are arranged at a total of four places, ie, two places in the middle between the both side ends and both side ends of the cargo rack 300, but the number of the intermediate brackets 302 is provided at two or more places as necessary. May be.

  As shown in FIG. 8, when the end of the downhill side of the railcar emergency escape device 100a is supported by the bracket 302 arranged at one side end of the cargo rack 300, the railcar in the cargo rack 300 is provided. The fixed component 200 is attached to a position corresponding to the length to the fixed ribs 128 and 130 provided at the end of the downhill start side of the emergency escape device 100a. In addition, two fixed parts 220 are attached at positions corresponding to the positions of the other two fixed ribs 128 and 130 on the railcar emergency escape device 100a in the load shelf 300. Further, a lock device 240 is attached in the vicinity of the bracket 302 disposed at one side end portion of the load shelf 300 that supports the end portion on the downhill end side of the railcar emergency escape device 100a.

  As shown in FIGS. 8 and 9, the fixed component 200 includes two parallel pins 202 that are fixed component-side fitting portions. The two parallel pins 202 are fitted into respective pin hole portions 132 which are device-side fitting portions of the fixing ribs 128 and 130 provided at the end of the downhill start side of the railway vehicle emergency escape device 100a. The fixed component 200 includes three fixed clamps 204 that are fixed component mounting portions. The fixed clamp 204 attaches the fixed component 200 including the parallel pins 202 to the load rack 300 by tightening the middle pipes 306a, 306c, and 306e, respectively. The fixed component 200 includes a support surface 206 that supports the rear surface 106 of the railcar emergency escape device 100a on the upper surface thereof.

  As shown in FIGS. 8 and 10, the fixed component 220 includes two parallel pins 202 that are fixed component-side fitting portions. The two parallel pins 202 are fitted into respective pin hole portions 132 which are device side fitting portions of the fixing ribs 128 and 130 provided in addition to the end portion on the downhill start side of the railway vehicle emergency escape device 100a. The fixed component 220 includes two fixed clamps 204 that are fixed component mounting portions. The fixed clamp 204 attaches the fixed component 200 including the parallel pins 202 to the load shelf 300 by tightening the middle pipes 306c and 306e, respectively. The fixed component 220 includes a support surface 206 that supports the rear surface 106 of the railcar emergency escape device 100a on the upper surface thereof. The fixing component 220 is in the vicinity of the bracket 302, and the bracket 302 also supports the shelf back surface 106 of the railcar emergency escape device 100a. Therefore, the support surface 206 is shorter than the support surface 206 of the fixing component 200. .

  As shown in FIGS. 8 and 11, the lock device 240 includes a lock lever 242 that is a lock portion, a fulcrum stepped screw 244, and a lock lever fitting portion 246. The locking device 240 includes two fixed clamps 248 that are locking device mounting portions. The lock lever 242 is pivotally supported by a fulcrum stepped screw 244. The lock lever 242 can be rotated up and down around a fulcrum stepped screw 244. The lock lever 242 has a lock lever fitting portion 246 that fits with the handrail fixing portion 120 of the railcar emergency escape device 100a when the lock lever 242 is lowered.

  As will be described later, the lock lever 242, the fulcrum stepped screw 244, and the lock lever fitting portion 246 include a pin hole portion 132 that is a device-side fitting portion of the emergency escape device 100a for railcars, and the fixing parts 200 and 220. When the parallel pin 202 which is the fixed component side fitting portion is fitted, the movement of the pin hole portion 132 in the direction in which the fitting between the pin hole portion 132 and the parallel pin 202 is released is limited. The fixed clamp 248 attaches the lock device 240 including the lock lever 242, the fulcrum stepped screw 244, and the lock lever fitting portion 246 to the cargo rack 300 by tightening the rear pipes 308a and 308b, respectively.

  As shown in FIG. 12, the shelf back surface 106 of the railway vehicle emergency escape device 100 a is supported by the support surfaces 206 of the fixed components 200 and 220. At this time, the lock lever 242 of the lock device 240 is raised. The railroad vehicle emergency escape device 100a is slid along the sliding direction S in FIG. As shown in FIG. 13, the pin hole 132 of the railway vehicle emergency escape device 100a and the parallel pins 202 of the fixed components 200 and 220 are fitted. With the pin hole 132 and the parallel pin 202 fitted, the lock lever 242 of the lock device 240 is lowered as shown in FIG. As shown in FIG. 15, the metal tube of the handrail fixing portion 120 exposed by the notch 126 and the lock lever fitting portion 246 of the lock lever 242 are fitted.

  Since the pin hole 132 which is the device side fitting portion of the railway vehicle emergency escape device 100a and the parallel pin 202 which is the fixed component side fitting portion of the fixed components 200 and 220 are fitted, the rail vehicle is used. The emergency escape device 100a is restricted from moving in the sliding direction S and moving in the direction perpendicular to the sliding direction S shown in FIGS. On the other hand, in a state where the lock lever 242 is lowered, the lock lever 242 and the notch 126 come into contact with each other, so that the movement of the railway vehicle emergency escape device 100a to the side opposite to the sliding direction S is also restricted. The Thereby, the emergency escape device 100a for railway vehicles is fixed to the cargo rack 300.

  Therefore, as shown in FIG. 16, in a state where the pin hole portion 132 and the parallel pin 202 are fitted and the lock lever 242 is lowered, the railway vehicle emergency escape device 100 a 300 can be used as well. The shelf board surface 104 of the shelf board part 102 can support a load.

  On the other hand, in an emergency, contrary to the above-described process, the emergency release for the railway vehicle can be easily performed by raising the lock lever 242 and sliding the emergency escape device 100a for the railway vehicle in the direction opposite to the sliding direction S. The device 100a can be removed from the load shelf 300. At this time, the fixing ribs 128 and 130 have an inclined surface 134, and the support leg 144 has an inclined surface 148. For this reason, when the railroad vehicle emergency escape device 100a is slid in the direction opposite to the sliding direction S, the railroad vehicle emergency escape device is connected to the bracket 302 of the cargo rack 300, the fixed parts 200 and 220, and the lock device 240. It is possible to prevent the fixing ribs 128 and 130 and the support legs 144 of the device 100a from being caught.

  As shown in FIG. 17, the railroad vehicle emergency escape device 100 a removed from the loading shelf 300 has a shelf movable portion 116 bent at the floor surface of the entrance / exit 402 of the railcar 400 and the shelf back surface 106 side. In this state, it is arranged as a slide. As shown in FIG. 18, the fall prevention rod 152 accommodated in the support leg 144 is inserted into the drain hole 404. The drain hole 404 is a through hole for discharging water accumulated on the floor of the railway vehicle 400 to the outside of the railway vehicle 400 when it rains. The fall prevention bar 152 is connected to the stay 136 of the railway vehicle emergency escape device 100a by a wire rope 156. For this reason, the railway vehicle emergency escape device 100a is prevented from falling outside the entrance / exit 402.

  Further, the bottom surface 146 of the support leg 144 contacts the floor surface of the entrance / exit 402. Although it is conceivable that a passenger who descends applies a load to the handrail portion 118 by hand, the bottom surface 146 of the support leg 144 supports the load, so that the stability of the emergency escape device 100a for a railway vehicle is improved.

  In the present embodiment, the railway vehicle emergency escape device 100a includes a shelf board portion 102 that supports luggage as a cargo shelf of the railway vehicle 400, and fixing ribs 128 and 130 that detachably fix the shelf board portion 102 to the railway vehicle 400. With. For this reason, the emergency escape device 100a for a railway vehicle can be used as a load shelf of the railway vehicle 400 at a normal time. On the other hand, when the shelf 102 is removed from the railway vehicle 400, the shelf 102 is a passenger who slides down as a slide for the passenger of the railway vehicle 400 to slide down from the railway vehicle 400 to the outside of the railway vehicle 400. Support. For this reason, the emergency escape device 100a for railway vehicles can be used as a slide for sliding down to the outside of the railway vehicle 400 in an emergency. Therefore, in the railway vehicle 400 with a small storage space, the railway vehicle emergency escape device 100a can serve as both a cargo rack and a slide for emergency escape, and the convenience of installation can be improved.

  In addition, the fixing ribs 128 and 130 fix the shelf 102 to the existing cargo rack 300 of the railway vehicle 400 in a detachable manner. For this reason, the railcar emergency escape device 100a can be arranged in place of the existing cargo rack 300 without removing the existing cargo rack 300. Therefore, installation is easy. Also, less additional space is required for storage. For this reason, the convenience of installation can be further improved.

  Further, the fixing ribs 128 and 130 have pin hole portions 132 that fit into the parallel pins 202 of the fixing parts 200 and 220 attached to the existing cargo rack 300 of the railway vehicle 400. For this reason, the fixing ribs 128 and 130 can fix the shelf part 102 to the existing cargo rack 300 by fitting, and can further improve the convenience of attachment / detachment.

  Further, when the pin hole portion 132 is fitted to the parallel pin 202, the pin hole portion 132 and the parallel pin 202 are fitted by the lock device 240 attached to the existing cargo rack 300 of the railway vehicle 400. The movement of the pin hole portion 132 in the disengaging direction is restricted. For this reason, it is possible to prevent the pin hole 132 and the parallel pin 202 from being unintentionally disconnected.

  Further, the shelf unit 102 has a downhill start side region 113 on the downhill start side and a downhill end side region 115 on the downhill end side on the shelf surface 104 that supports the occupant who is downhill, and the downhill start side region 113. The friction coefficient in the downhill direction is greater than the friction coefficient in the downhill direction of the downhill end region 115. For this reason, when the occupant slides down the shelf 102, the downhill speed is suppressed by a large friction coefficient at the start of the downhill, so that safety is improved. On the other hand, at the end of downhill, the speed of downhill is more likely to increase due to a smaller friction coefficient, so that the passenger can easily stand up after downhill.

  Moreover, the shelf board part 102 has the shelf back board part 108 in which the left end part of the slide-down direction of the slide was bent to the shelf board surface 104 side which supports the passenger who slides down. For this reason, the bending strength of the shelf board part 102 can be improved. Moreover, a passenger | crew can use a shelf backplate part 108 as a handrail, and can stabilize an attitude | position more. Moreover, when supporting a load as a load shelf, the load can be more stably supported by the shelf back plate portion 108.

  Further, the shelf 102 is a shelf that can be bent integrally with the shelf back plate 108 on the opposite side of the shelf surface 104 that supports the occupant who is descending, at the end of the slide on the slide start side. A movable portion 116 is included. For this reason, a passenger | crew can use the shelf back board part 108 as a handrail at the time of a passenger | crew's downhill start, and can stabilize an attitude | position more.

  The railway vehicle emergency escape device according to the second embodiment will be described below. As shown in FIG. 19, in the railway vehicle emergency escape device 100 b of the present embodiment, a plurality of vertical protrusion round bars 114 are bonded to the downhill start side region 113. The longitudinal direction of the longitudinal protrusion round bar 114 is parallel to the downhill direction X. A plurality of lateral protrusion round bars 112 are bonded to the downhill end region 115. The longitudinal direction of the lateral protrusion round bar 112 is perpendicular to the downhill direction X. The friction coefficient in the downhill direction X of the downhill start side region 113 is smaller than the friction coefficient in the downhill direction X of the downhill end region 115. The friction coefficient and the length along the downhill direction X of each of the downhill start side region 113 and the downhill end side region 115 are set according to the required downhill speed.

  As shown in FIGS. 19 and 20, the shelf 102 has a shelf on the side of the shelf back surface 106 on the opposite side of the shelf surface 104 that supports the occupant who is descending. There is a shelf movable portion 116 that is separated from the back plate portion 108 and is bendable. As shown in FIG. 21, the railroad vehicle emergency escape device 100 b is bent on the floor surface of the entrance / exit 402 of the railcar 400, and the shelf movable portion 116 is separated from the shelf backplate portion 108 and bent toward the shelf back surface 106. In this state, it is arranged as a slide.

  In the present embodiment, the shelf unit 102 has a downhill start side region 113 on the downhill start side and a downhill end side region 115 on the downhill end side on the surface that supports the occupant who descends, and the downhill start side region 113. The friction coefficient in the downhill direction is smaller than the friction coefficient in the downhill direction of the downhill end region 115. For this reason, when the occupant slides down the shelf 102, the slidable speed is likely to increase due to a small coefficient of friction at the start of the slid down, so that the occupant can easily start the downhill. On the other hand, at the end of downhill, the downhill speed is suppressed by a larger coefficient of friction, so safety is improved.

  Further, the shelf 102 is movable so that the end of the slide on the sliding start side is separated from the shelf back plate 108 and can be bent on the opposite side of the shelf back 106 that supports the occupant. Part 116. For this reason, since the surface which supports a passenger becomes flat at the time of a passenger's downhill start, a passenger is easy to get on a slide.

  In the railway vehicle emergency escape device 100a of the first embodiment, the shelf portion 102 is a shelf plate on the opposite side of the shelf surface 104 whose end on the slide start side of the slide supports the occupant who slides down. On the back surface 106 side, there can be a shelf movable portion 116 that is separated from the shelf back plate portion 108 and is bendable. Alternatively, in the railway vehicle emergency escape device 100b according to the second embodiment, the shelf 102 is a shelf on the opposite side of the shelf surface 104 whose end on the slide start side of the slide supports the occupant who slides down. On the back surface 106 side, it is possible to have a shelf movable portion 116 that is integrated from the shelf back plate portion 108 and is bendable.

  The railway vehicle emergency escape device according to the third embodiment will be described below. As shown in FIG. 22, in the railway vehicle emergency escape device 100 c of the present embodiment, the shelf unit 102 includes a surface side plate member 162 that forms a shelf surface 104 that supports the occupant who descends, and an occupant who descends. The back plate 164 that forms the shelf back surface 106 on the opposite side of the surface that supports the plate, and the rib member 166 disposed between the front plate 162 and the back plate 164 are provided. The rib member 166 has a sawtooth wave shape in a cross-sectional view in a plane perpendicular to the downhill direction X. The front surface side plate material 162 and the back surface side plate material 164 and the rib material are joined at a joint portion 168 which is the apex of the sawtooth wave of the rib material 166.

  At the upper end of the shelf back plate portion 108, a handrail portion 118, which is a metal tube, is sandwiched between the front surface side plate material 162 and the back surface side plate material 164. On the opposite side of the shelf back plate portion 108 of the shelf plate portion 102, the front surface side plate material 162 and the back surface side plate material 164 are joined. The joint between the front surface side plate material 162 and the back surface side plate material 164 is covered by a shelf front end portion 170 formed of a metal plate.

  In the present embodiment, the shelf unit 102 forms a front side plate member 162 that forms a shelf plate surface 104 that supports a passenger who descends, and a shelf plate back surface 106 opposite to the surface that supports the passenger who descends. It has a back surface side plate material 164 and a rib material 166 arranged between the front surface side plate material 162 and the back surface side plate material 164. Thus, since the shelf board part 102 is formed by the double skin structure, weight reduction can be achieved compared with an intensity | strength.

  Embodiments of the present invention are not limited to the above-described embodiments, and various modifications are possible. For example, the shelf plate portion 102 may be provided with a hole so that a load supported by the shelf plate portion 102 can be easily seen from below when used as a load shelf. Or the shelf board part 102 may contain the transparent part so that it may be easy to visually recognize the luggage | support supported by the shelf board part 102 from the downward direction when it is used as a cargo shelf. In the third embodiment, the rib member 166 may have a honeycomb structure. Moreover, the front surface side plate material 162, the back surface side plate material 164, and the rib material 166 may be integrally formed instead of being joined to each other.

  Further, in order to facilitate the arrangement of the railroad vehicle emergency exit devices 100a to 100c at the entrance / exit 402 of the railcar 400 in an emergency, the shelf board portion 102 is provided on either the downhill start side or the downhill end side of the shelf board portion 102. The shelf movable portion 116 may also be provided at the end portion.

  In addition, the emergency escape devices 100a to 100c for the railway vehicle are not fixed to the existing luggage rack 300 of the railway vehicle 400, but the luggage rack 300 is still used as a luggage rack of the railway vehicle 400 when the railway vehicle 400 is manufactured. It may be fixed to a railway vehicle 400 that is not installed. Alternatively, the emergency escape devices 100a to 100c for the railway vehicle are fixed to the railway vehicle 400 on which the cargo rack 300 is not yet installed as the cargo rack of the railway vehicle 400 after the existing cargo rack 300 of the railway vehicle 400 is removed. May be.

  Further, the lock device 240 may be attached to any one of the shelf board portion 102 and the fixing ribs 128 and 130 of the railcar emergency escape devices 100a to 100c instead of the existing cargo rack 300 of the railcar 400. Further, the direction in which the pin hole portion 132 and the parallel pin 202 are fitted does not necessarily have to be parallel to the downhill direction X. For example, the pin hole 132 can be fitted in a direction perpendicular to the downhill direction X.

  DESCRIPTION OF SYMBOLS 100a, 100b, 100c ... Emergency escape device for rail vehicles, 102 ... Shelf board part, 104 ... Shelf board surface, 106 ... Shelf board back surface, 108 ... Shelf back board part, 110 ... Shelf front end part, 112 ... Lateral protrusion round Bar 113, downhill start side region 114, vertical protrusion round bar 115, downhill end side region 116 116 shelf moving part 118 118 handrail part 120 handrail fixing part 122 handrail movable part 124 Hinge, 126 ... notch, 128 ... fixed rib, 130 ... fixed rib, 132 ... pin hole, 134 ... inclined surface, 136 ... stay, 138 ... projection, 140 ... ball catch, 142 ... wire hole, 144 ... Support legs, 146 ... bottom surface, 148 ... inclined surface, 150 ... opening, 152 ... fall prevention rod, 154 ... fixing leaf spring, 156 ... wire rope, 158 ... wire hole, 160 ... tip, 162 ... surface Plate material 164 ... Back side plate material 166 ... Rib material 168 ... Joint part 170 ... Shelf front end part 200 ... Fixing part 202 ... Parallel pin 204 ... Fixing clamp 206 ... Support surface 220 ... Fixing part 240 ... Lock device, 242 ... Lock lever, 244 ... Stepped screw for fulcrum, 246 ... Lock lever fitting part, 248 ... Fixed clamp, 300 ... Loading rack, 302 ... Bracket, 304a, 304b ... Front pipe, 306a to 306e ... middle pipe, 308a, 308b ... rear pipe, 400 ... railcar, 402 ... doorway, 404 ... drainage hole, X ... downhill direction, S ... sliding direction.

Claims (10)

A shelf board that supports the luggage as a cargo rack,
A fixing part for detachably fixing the shelf board part to the railway vehicle;
With
When the shelf board part is removed from the railway vehicle, the shelf board part moves the passenger who slides down as a slide for the passenger of the railway vehicle to slide down from the railway vehicle to the outside of the railway vehicle. Support ,
The shelf part has a downhill start side area on the downhill start side and a downhill end side area on the downhill end side on the surface that supports the occupant to descend, and the friction coefficient in the downhill direction of the downhill start side area Is an emergency escape device for railway vehicles that is greater than the coefficient of friction in the downhill direction of the downhill end region . A shelf board that supports the luggage as a cargo rack,
A fixing part for detachably fixing the shelf board part to the railway vehicle;
With
When the shelf board part is removed from the railway vehicle, the shelf board part moves the passenger who slides down as a slide for the passenger of the railway vehicle to slide down from the railway vehicle to the outside of the railway vehicle. Support ,
The shelf part has a downhill start side area on the downhill start side and a downhill end side area on the downhill end side on the surface that supports the occupant to descend, and the friction coefficient in the downhill direction of the downhill start side area Is an emergency escape device for railway vehicles that is smaller than the coefficient of friction in the downhill direction of the downhill end region . A shelf board that supports the luggage as a cargo rack,
A fixing part for detachably fixing the shelf board part to the railway vehicle;
With
When the shelf board part is removed from the railway vehicle, the shelf board part moves the passenger who slides down as a slide for the passenger of the railway vehicle to slide down from the railway vehicle to the outside of the railway vehicle. Support ,
The said shelf board part is an emergency escape apparatus for rail vehicles in which the end part of the slide start side of the said slide has the shelf board movable part which can be bent on the opposite side of the surface which supports the said passenger who slides down . A shelf board that supports the luggage as a cargo rack,
A fixing part for detachably fixing the shelf board part to the railway vehicle;
With
When the shelf board part is removed from the railway vehicle, the shelf board part moves the passenger who slides down as a slide for the passenger of the railway vehicle to slide down from the railway vehicle to the outside of the railway vehicle. Support ,
The shelf has a shelf back plate bent at the left or right end in the down direction of the slide on the surface supporting the occupant to descend, and the end of the slide on the down start side An emergency escape device for a railway vehicle , wherein the section has a shelf movable portion that is bendable integrally with the shelf back plate on the opposite side of the surface that supports the occupant sliding down . A shelf board that supports the luggage as a cargo rack,
A fixing part for detachably fixing the shelf board part to the railway vehicle;
With
When the shelf board part is removed from the railway vehicle, the shelf board part moves the passenger who slides down as a slide for the passenger of the railway vehicle to slide down from the railway vehicle to the outside of the railway vehicle. Support ,
The shelf has a shelf back plate bent at the left or right end in the down direction of the slide on the surface supporting the occupant to descend, and the end of the slide on the down start side An emergency escape device for a railway vehicle , wherein the section has a movable shelf plate separated from the shelf back plate portion and bendable on the opposite side of the surface that supports the occupant who slides down . The emergency escape device for a railway vehicle according to any one of claims 1 to 5, wherein the fixing part detachably fixes the shelf board part to the existing shelf of the railway vehicle. The said fixed part has an apparatus side fitting part fitted to the fixed part side fitting part of the fixed part attached to the said existing cargo rack of the said railway vehicle, The emergency escape for rail vehicles of Claim 6 apparatus. When the device side fitting portion is fitted to the fixed component side fitting portion, the lock device is attached to any of the shelf plate portion, the fixing portion, and the existing cargo rack of the railway vehicle. The rail vehicle emergency escape device according to claim 7 , wherein movement of the device side fitting portion in a direction in which the fitting of the device side fitting portion and the fixed component side fitting portion is released is limited. . The shelf board part includes a surface side plate material that forms a surface that supports the occupant that slides down, a back surface side plate material that forms a surface opposite to the surface that supports the occupant that slides down, the surface side plate material, and The emergency escape device for a railway vehicle according to any one of claims 1 to 8 , further comprising: a rib member disposed between the back side plate members.   When the shelf board part is removed from the railway vehicle, comprising a shelf board part that supports luggage as a luggage rack of the railway vehicle, and a fixing part that detachably fixes the shelf board part to the railway vehicle, The shelf board part supports the rider who slides down as a slide for a passenger of the railway vehicle to slide down from the railway vehicle to the outside of the railway vehicle, and the fixing part supports the shelf board part in the railway. For railway vehicles having a device-side fitting portion that is detachably fixed to the existing cargo rack of the vehicle and fitted with a stationary component-side fitting portion of a stationary component attached to the existing cargo rack of the rail vehicle The device-side fitting portion of the emergency escape device;
  The fixed component side fitting portion that fits with the device side fitting portion of the railway vehicle emergency escape device, and the fixed component mounting portion that attaches the fixed component side fitting portion to the existing cargo rack of the rail vehicle. The fixed component side fitting portion of the fixed component comprising:
When is mated,
  A lock portion for restricting movement of the device side fitting portion in a direction in which the fitting between the device side fitting portion and the fixed component side fitting portion is released;
  A locking device attaching portion for attaching the locking portion to the existing cargo rack of the railway vehicle;
Locking device with.

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