Driver's seat

Abstract

To provide new technology to protect train drivers during collisions. [Solution] The driver's seat 10 of the railway vehicle is equipped with a turning mechanism (e.g., a rotating support mechanism 30) that can change the orientation of the front of the seat from a normal state to an emergency state which is the opposite direction to the normal state, and a deployment part (e.g., a lateral extension frame 27, a coil spring 28, a lateral extension stopper 70) that holds an auxiliary device (e.g., a footrest 80) for reducing injury to the driver 2 in the event of a collision in an unnecessary state in the normal state and deploys in conjunction with the turning mechanism to change to the emergency state.

Description

Technical Field

[0001] The present invention relates to the driver's cab of a railway vehicle.

Background Art

[0002] In a railway collision accident, Patent Document 1 discloses a technique for protecting a driver. The technique of Patent Document 1 relates to a structure for maintaining the distance between the cab and the seat during a collision.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] Since a railway vehicle runs on rails, the only way to avoid a collision with an obstacle ahead is to stop before the collision. That is, the only operation that a driver can perform is a braking operation. Therefore, in the case of a collision, due to the braking distance, there may be a case where the driver has to collide even though there is a time lag in recognizing that the collision is inevitable. Furthermore, a railway vehicle has a large mass, and the impact generated inside the vehicle during a collision is large. Therefore, even if the distance between the cab and the driver's seat can be ensured by the technique of Patent Document 1, it is difficult to prevent the driver from jumping forward, and the driver thrown out of the driver's seat is likely to hit the cab and be injured. On the contrary, the greater the distance between the cab and the driver's seat, the higher the moving speed of the driver jumping forward, and thus the higher the likelihood of suffering serious injuries.

[0005] The problem to be solved by the present invention is to provide a new technique for protecting the driver of a railway vehicle during a collision.

Means for Solving the Problems

[0006] The first invention for solving the above problems is a driver's seat for a railway vehicle, comprising: a turning mechanism that can change the orientation of the front of the seat from a normal state to an emergency state which is the opposite orientation to the normal state; and a deployment unit that holds an auxiliary device for reducing injuries to the driver in the event of a collision in an unnecessary state in the normal state and deploys in conjunction with the turning mechanism to the emergency state.

[0007] According to the driver's seat of the first invention, the driver can, after recognizing that a collision is unavoidable, change the direction of the seat's front and deploy the auxiliary device to prepare for the collision. Therefore, in the event of a frontal collision of a railway vehicle, it becomes possible to protect the driver by preventing them from being thrown forward.

[0008] Furthermore, the above-mentioned driver's seat may be configured as follows: that is, the auxiliary device is a footrest for the driver to rest their feet on when seated in the emergency situation.

[0009] Furthermore, the driver's seat described above may be configured as follows: The deployable section holds the footrest under the seat surface in the normal state, and the deployment is performed by extending the footrest in conjunction with the turning mechanism to the emergency state.

[0010] Furthermore, the above-mentioned driver's seat may be configured as follows: The auxiliary device is a driver's seat that is a head impact mitigator for reducing the impact received by the head of the seated driver during the collision in the emergency situation.

[0011] Furthermore, the driver's seat described above may be configured as follows: The deployable section holds the head impact mitigator integrally with the backrest in the normal state, and the deployment is performed by extending the head impact mitigator upward in conjunction with the turning mechanism to the emergency state.

[0012] Furthermore, the driver's seat may be configured as follows: The turning mechanism is a driver's seat having a fixing part that fixes the orientation of the seat in the emergency state in conjunction with turning to the emergency state.

[0013] Furthermore, the driver's seat may be configured as follows: The driver's seat is a reversible seat, and the reversing mechanism is capable of switching from the normal state to the emergency state by reversing the backrest.

[0014] Furthermore, the driver's seat may be configured as follows: The driver's seat is a rotating seat, and the turning mechanism allows the seat and backrest to be rotated integrally, thereby enabling the driver to switch from the normal state to the emergency state. [Brief explanation of the drawing]

[0015] [Figure 1] This diagram shows an example of the structure of a railway vehicle's driver's cab, illustrating its normal state. [Figure 2] A diagram showing an example of the structure of the driver's seat in a normal state, viewed from the front of the seat. [Figure 3] A rear view illustrating an example of the structure of the driver's seat in a normal state. [Figure 4] A diagram to explain in detail how to use the driver's seat. [Figure 5] A diagram to explain in detail how to use the driver's seat. [Figure 6] A side view of the driver re-seated in the driver's seat in an emergency configuration, preparing for a collision. [Figure 7] This diagram shows an example of the configuration of the driver's seat in the second embodiment, illustrating the normal state. [Figure 8] This diagram shows an example of the driver's seat configuration in the second embodiment, illustrating the emergency situation. [Figure 9] A partial cross-sectional view of the seat and backrest of the driver's seat in the second embodiment, viewed from the side. [Figure 10]Partial cross-sectional view seen from the rear, with the contact portion between the seat part and the backrest part in the driver's seat of the second embodiment enlarged. [Figure 11] Diagram for explaining a modification. [Figure 12] Diagram for explaining a modification.

Modes for Carrying Out the Invention

[0016] Hereinafter, an example of an embodiment to which the present invention is applied will be described. However, it is needless to say that the forms to which the present invention can be applied are not limited to the following embodiments.

[0017] 〔First Embodiment〕 FIG. 1 is a diagram showing an example of the structure of the driver's seat of a railway vehicle, showing the normal state where the front of the seat faces the driver's cab. The railway vehicle is traveling in the left direction in the drawing, and the traveling direction will be described as the front, and the direction opposite to the traveling direction as the rear.

[0018] The driver's seat 10 is a rotary seat. The driver's seat 10 has a seating part 20 on which the driver 2 sits and a pedestal 40 that supports the seating part 20. Regarding the pedestal 40, it is drawn in a cross-section with a part cut out to show the internal structure.

[0019] The seating part 20 has a seat cushion 22 on a seat frame 21 and a backrest cushion 24 on a backrest frame 23 erected and fixed at the rear end of the seat frame 21. Further, the seat frame 21 has a support column part 25 extending downward, and the support column part 25 is vertically supported by the pedestal 40 via a rotary support mechanism part 30.

[0020] The rotary support mechanism part 30 has, for example, a thrust bearing structure in which an annular second turntable 32 is supported and connected so as to be rotatable in the circumferential direction on an annular first turntable 31. The first turntable 31 is fixed to a pedestal frame 42 which is a structural member of the pedestal 40, and the second turntable 32 is fixed to the support column part 25 of the seating part 20. The support column part 25 penetrates through the first turntable 31 and the second turntable 32 and reaches the inside of the pedestal 40. The base frame 42 is fixed to the structure of the railway vehicle. In other words, the seating portion 20 is supported by the base 40 so as to be able to rotate horizontally on the rotation axis Ax of the rotation support mechanism 30.

[0021] The seating section 20 is biased and supported so that the front of the seat faces the driver's cab 6. For example, a torsion coil spring 34 is passed through the outside of the support column 25, one arm of the torsion coil spring 34 is hung on the seat frame 21, and the other arm is hung on a spring attachment pin 44 protruding from the upper surface of the base 40.

[0022] Therefore, the seating section 20 is rotatable horizontally, and rotating it makes it easier for the driver 2 to sit down and stand up. After the driver 2 stands up, the torsion coil spring 34 automatically returns the seating section 20 to a position where the front of the seat faces the driver's cab 6.

[0023] The spring-loaded pin 44 is supported in a position that protrudes above the base frame 42. One end of the linkage wire 46 is connected to the lower end of the spring-loaded pin 44. The other end of the linkage wire 46 is connected to the operating end (one end) of a linkage lever 48 that can swing in the vertical direction.

[0024] When the operating end (other end) of the linkage lever 48 is operated in a predetermined direction (downward in the example of Figure 1), the linkage wire 46 is pulled, and the spring attachment pin 44 moves down into the base 40. This disengages the spring attachment pin 44 from the torsion coil spring 34, and the seating section 20 becomes free to rotate relative to the base 40. With the rotation free, the seating section 20 no longer automatically returns to the normal state where the front of the seat faces the driver's cab 6, and instead becomes capable of switching to an emergency state where the front of the seat faces 180° away from the driver's cab 6 (details will be described later).

[0025] In relation to the transition from the normal state to the emergency state, a gear 50 coaxial with the rotation axis Ax is fixed to the lower part of the support column 25 that reaches inside the base 40. The gear 50 is driven by an electric motor 52. The electric motor 52 is driven and controlled to rotate the orientation of the seat 20 by 180° by operating a predetermined operating switch (not shown) provided on the driver's cab 6, for example.

[0026] On the lower surface of the gear 50, a pair of positioning holes 54 (54a, 54b) are provided at positions where their relative positional relationship is 180° across the rotation axis Ax. In the normal state, a solenoid pin 62, which moves forward and backward from below by a solenoid 60, is fitted into one of the positioning holes 54 (54a).

[0027] In its normal, unpowered state, the solenoid 60 has its solenoid pin 62 protruding upward. When the operating switch (not shown) of the electric motor 52 is operated, the solenoid 60 is energized for a certain period of time and then de-energized. While energized, the solenoid 60 temporarily retracts the solenoid pin 62 and keeps it out of the positioning hole 54. When the power is de-energized, an internal spring causes the solenoid pin 62 to protrude so as to bias it toward the gear 50.

[0028] One end of a linkage wire 64 is connected to the lower end of the solenoid pin 62 (the side opposite to the upper end that fits into the positioning hole 54). The other end of the linkage wire 64 is connected to the operating end of a release lever 66, which is supported on the base 40 so as to be able to swing up and down. The operating end of the release lever 66 is exposed so as to be operable by hand or foot from the outside of the base 40.

[0029] Furthermore, the operating end (other end) of the linkage lever 48 is engaged with the lower end of the solenoid pin 62, and the operating end of the linkage lever 48 is operated in conjunction with the solenoid pin 62 acting and lowering.

[0030] Figure 2 shows an example of the structure of the driver's seat 10 in a normal state, and is a view from the front of the seat. The seat frame 21 consists of a pair (21a, 21b) on the left and right sides when viewed from the front of the seat, and these are connected by a connecting frame 26.

[0031] The seat frame 21 (21a, 21b) is a hollow material that opens on the front side of the seat. Each seat frame 21 (21a, 21b) has a lateral extension frame 27 (27a, 27b) and a coil spring 28 (see Figure 1) that biases the lateral extension frame 27 forward, and one of them has a lateral extension stopper 70.

[0032] The lateral extension frame 27 is loosely fitted inside the hollow seat frame 21 and is biased toward the front of the seat by a coil spring 28. However, in the normal state, part or all of the lateral extension frame 27 is fitted inside the seat frame 21, the coil spring 28 is compressed, and the front end of the lateral extension frame 27 is locked by the lateral extension stopper 70. In other words, in the normal state, the lateral extension frame 27 is in a waiting state, stored inside the seat frame 21.

[0033] The lateral extension frame 27 is provided with a retaining projection 29. The retaining projection 29 loosely fits into an elongated hole (see Figure 1) provided on the side surface of the seat frame 21, limiting the relative range of movement (extension length) of the lateral extension frame 27 with respect to the seat frame 21.

[0034] The lateral extension stopper 70 automatically releases its lock in conjunction with the rotation of the seat front of the seating section 20 180° forward and backward from its normal position. Specifically, the lateral extension stopper 70 includes a pivot axis 72 in the front-rear direction, a pivot lever 74 pivoted by the pivot axis 72 and capable of pivoting along a vertical plane, and a first pivot excitation projection 76 protruding from the upper surface of the base 40 on the side rearward of the rotation axis Ax.

[0035] An appropriate amount of friction is set between the pivot shaft 72 and the pivot lever 74, so that the pivot lever 74 does not oscillate due to vibration or light touching by hand. In the normal state, the operating end (upper end) of the swinging lever 74 is located in front of the lateral extension frame 27, preventing the lateral extension frame 27 from extending, and the operating end (lower end) of the swinging lever 74 hangs downward into the air.

[0036] The oscillating lever 74 automatically oscillates in conjunction with the movement of the seat front of the seating section 20 as it rotates 180° forward and backward from its normal position. Specifically, the operating end (lower end) of the oscillating lever 74 strikes the inclined surface 76a of the first oscillating excitation projection 76 just before the seating section 20 has rotated 180° from its normal position.

[0037] After making contact with the slope 76a, the operating end of the swing lever 74 is gradually lifted along the slope 76a as the remaining turning motion occurs, causing the swing lever 74 to swing on the swing axis 72. On the other hand, the operating end of the swing lever 74 moves away from the forward position of the lateral extension frame 27, and the obstruction of the lateral extension frame 27 is automatically released.

[0038] The front ends of the pair of left and right lateral extension frames 27 (27a, 27b) are spanned by footrests 80.

[0039] The footrest 80 is the part where the seated driver 2 places their feet in an emergency situation. The footrest portion 80 is, for example, a rod material, and integrally connects a pair of left and right lateral extension frames 27 (27a, 27b). Therefore, when the lateral extension stopper 70 is released, the pair of left and right lateral extension frames 27 (27a, 27b) extend and protrude together toward the front of the seat.

[0040] The footrest portion 80 may be made of a belt, chain, string, or board. If a belt or chain is used, it is necessary to provide a lateral extension stopper 70 on each of the left and right lateral extension frames 27 (27a, 27b).

[0041] Figure 3 shows an example of the structure of the driver's seat 10 in its normal state, and is a view of the driver's seat 10 from the rear. The area near the lower end of the backrest frame 23 is shown as a partial cross-section.

[0042] The backrest frame 23 is a hollow material that opens upwards, and there is a pair (23a, 23b) on the left and right sides when viewed from the front of the seat.

[0043] Each backrest frame 23 (23a, 23b) has an upward-extending frame 82 (82a, 82b) inside, and a coil spring 84 (see Figure 1) that biases the upward-extending frame 82 upward. One of the backrest frames 23 (23a, 23b) has an upward-extending stopper 90.

[0044] The upward-extending frame 82 is loosely fitted inside the backrest frame 23 and is biased upward by a coil spring 84. However, in the normal state, the upward-extending frame 82 is partially or completely fitted inside the backrest frame 23, and the coil spring 84 is compressed as a result. The upward-extending frame 82 is then locked in place by an upward-extending stopper 90. In other words, in the normal state, the upward-extending frame 82 is in a waiting state, stored inside the backrest frame 23.

[0045] The upward extension stopper 90 includes a stopper pin 91, a linkage wire 93 connecting the stopper pin 91 to the operating end of the swing lever 92, and a second swing excitation projection 94.

[0046] The stopper pin 91 is inserted from a stay 95 fixed to the backrest frame 23, through a hole in the backrest frame 23, and into a hole in the retracted upward-extending frame 82. In other words, the upward-extending frame 82 is prevented from extending upward. The stopper pin 91 is biased from the stay 95 toward the hole in the upward-extending frame 82.

[0047] The oscillating lever 92 is pivotally supported by a front-to-back oscillating shaft 96 provided on the connecting frame 26, and in the normal state, the operating end (lower end) hangs downward.

[0048] The operating end of the swinging lever 92 swings automatically in accordance with the turning of the seating portion 20. Specifically, the operating end of the swinging lever 92 begins to contact the inclined surface 94a of the second swing excitation projection 94 a little before the turning is completed, and the swinging lever 92 swings on the swing axis 96 in accordance with the remaining turning movement. This swinging causes the operating end of the swinging lever 92 to pull the linkage wire 93, causing the stopper pin 91 to disengage from the hole in the upward extension frame 82, and the upward extension frame 82's extension-blocking state is automatically released.

[0049] The left and right upward-extending frames 82 (82a, 82b) are connected by a head impact absorber 86. The head impact absorber 86 is implemented, for example, by an elastic plate that deforms under load in the front-to-back direction.

[0050] When the stopper pin 91 is inserted into the hole in one of the upward-extending frames 82, both the left and right upward-extending frames 82 (82a, 82b) remain retracted. When the stopper pin 91 is removed, the left and right upward-extending frames 82 (82a, 82b) are biased upward by the biasing force of the coil spring 84 and extend as a single unit.

[0051] The head impact mitigation device 86 may be implemented using a stretchable net or sheet. In that case, it is necessary to provide an upward extension stopper 90 on each of the left and right upward extension frames 82 (82a, 82b).

[0052] Next, we will explain the basics of how to use the driver's seat 10. If driver 2 determines that a frontal collision with a railway vehicle is unavoidable while driving, he will switch the driver's cab 10 from the normal state to the emergency state within the time frame before the collision occurs to prepare for the collision. Because the railway tracks offer good visibility, driver 2 can see obstacles ahead from a distance, giving him time to react before a collision occurs.

[0053] Next, we will explain in detail how to use the driver's seat 10, referring to Figures 4 and 5. Driver 2 first operates the designated turning switch in the driver's cab 6. This energizes the solenoid 60, pulling down the solenoid pin 62. As the solenoid pin 62 moves down, the spring-loaded pin 44 is also lowered, allowing the seat 20 to rotate freely relative to the base 40.

[0054] Incidentally, when the spring-loaded pin 44 is lowered, the component that was holding the pin in an extended position (for example, a thin resin cylindrical material) breaks and loses its function as the pin descends. Therefore, the spring-loaded pin 44 does not naturally return to its extended position, and once the seating portion 20 becomes free to rotate, it maintains that position.

[0055] Next, the electric motor 52 is controlled to rotate so that the seat front of the seating section 20 is turned 180°, and the power to the solenoid 60 is turned OFF after a predetermined time has elapsed since the start of rotation of the electric motor 52. The solenoid pin 62 attempts to return to its original position by its built-in spring, but due to the rotation of the electric motor 52, its relative position to the positioning hole 54 (54a) in which it was normally fitted has shifted, and it fails to fit. Therefore, the rotation of the gear 50, i.e., the seating section 20, continues without being locked.

[0056] Moving to Figure 5, just before the seating section 20 has fully turned, when the front of the seat is about to face almost opposite to the direction of vehicle travel, the operating end (lower end) of the swing lever 74 of the lateral extension stopper 70 strikes the inclined surface 76a of the first swing excitation projection 76. Then the swing lever 74 swings, and the lateral extension stopper 70 is released. Once the lateral extension stopper 70 is released, the lateral extension frame 27 automatically extends and protrudes in the direction facing the front of the seat. In other words, the footrest section 80 is deployed.

[0057] Similarly, just before the seating section 20 has fully turned, when the front of the seat is about to face almost opposite to the direction of vehicle travel, the operating end of the swing lever 92 of the upward extension stopper 90 strikes the inclined surface 94a of the second swing excitation projection 94. The swing lever 92 is then swung, and the upward extension stopper 90 is released. Once the upward extension stopper 90 is released, the upward extension frame 82 automatically extends and protrudes above the backrest. In other words, the head impact mitigation device 86 is deployed.

[0058] Furthermore, once the front of the seat of the seating section 20 has rotated 180°, the solenoid pin 62 in the automatic return state and the positioning hole 54 (54b) face each other, and the solenoid pin 62 fits into the positioning hole 54 (54b), locking the front of the seat of the seating section 20 in the 180° rotated position. With this, the driver's seat 10 has completed the change from the normal state to the emergency state, and the rotation around the rotation axis Ax is locked.

[0059] Figure 6 is a side view of the driver 2 seated in the driver's seat 10 in an emergency situation, preparing for a collision. In the emergency situation, the driver's seat 10 deploys a footrest 80 in front of the seat and a head impact mitigator 86 above the backrest. The driver 2 places their feet on the footrest 80 and braces themselves, preparing for the impending collision.

[0060] During a frontal collision, the driver's body will try to move in the direction of the vehicle's movement due to inertia, but because the driver's seat 10 is turned, the driver's body is supported by the backrest of the driver's seat 10, preventing movement in the direction of the vehicle's movement. In addition, by placing their feet on the footrest 80 and bracing themselves, the driver's back will naturally make strong contact with the backrest, keeping the body in a locked position that prevents free movement. This prevents the driver's body from moving in the direction of the vehicle's movement. Furthermore, the driver's head will tilt slightly backward at the time of the collision, and the back of the head will hit the head impact mitigator 86 and be supported, thus preventing whiplash.

[0061] Furthermore, depending on the type of collision, the train may derail. In the event of a derailment, the driver's body will be thrown laterally relative to the direction of travel of the train, but by having the driver's feet on the footrests 80 and bracing himself, it is possible to suppress the lateral throw.

[0062] In summary, the first embodiment has a structure in which the driver's seat 10 has a turning mechanism that can change the direction of the front of the seat from the normal state to the opposite direction to the emergency state, and a deployment part that holds an auxiliary device for reducing driver injury in the event of a collision in an unnecessary state in the normal state and deploys in conjunction with the turning mechanism to the emergency state. Furthermore, the turning mechanism has a fixing part that fixes the direction of the seat in the emergency state in conjunction with the turning to the emergency state.

[0063] The steering mechanism consists of the rotation support mechanism 30, the gear 50, and the electric motor 52. The assistive devices include the footrest 80 and the head impact mitigation device 86. The deployment mechanism for deploying the footrest 80 consists of a lateral extension frame 27, a coil spring 28, and a lateral extension stopper 70. The deployment mechanism for deploying the head impact mitigator 86 consists of an upward extension frame 82, a coil spring 84, and an upward extension stopper 90. The fixed parts are the solenoid pin 62 of the solenoid 60 and the positioning hole 54 of the gear 50.

[0064] As described above, this embodiment makes it possible to protect the train driver 2 of the railway vehicle in the event of a collision.

[0065] Furthermore, this embodiment also allows for a configuration in which the electric motor 52 and solenoid 60 are omitted. In this case, it is necessary to separately prepare a pin equivalent to the solenoid pin 62 and add an element that biases and supports it toward the positioning hole 54. Also, the driver 2 must manually change the orientation of the seat front of the seating section 20. When starting the change, the driver operates the lock release lever 66 to temporarily remove the pin equivalent to the solenoid pin 62 from the positioning hole 54 (54a).

[0066] [Second Embodiment] Next, a second embodiment will be described. In the following, we will mainly describe the differences from the first embodiment, and for components that are the same as in the first embodiment, the same reference numerals will be used and redundant explanations will be omitted.

[0067] Figure 7 shows an example configuration of the driver's seat 10B in the second embodiment, representing the normal state. Figure 8 shows the driver's seat 10B in an emergency state.

[0068] The driver's seat 10B in the second embodiment is a reversible seat. In the driver's seat 10B, the left and right sides of the seat frame 21 are connected to the lower end of the swing arm 16 by a left-right axis, and the left and right sides of the backrest frame 23 are connected to the upper end of the swing arm 16 by a left-right axis.

[0069] The backrest frame 23 is fitted with two backrest cushions: a front backrest cushion 24 (24a) and a rear backrest cushion 24 (24b).

[0070] In the normal state, the backrest frame 23 rests on the upper surface of the rear end of the seat frame 21 (see Figure 7). The driver 2 rotates the driver's seat 10B by lifting the backrest, which consists of the backrest frame 23 and backrest cushions 24 (24a, 24b), upward and swinging it forward. The rotated driver's seat 10B is in the emergency state where the backrest frame 23 rests on the upper surface of the front end of the seat frame 21 (see Figure 8). As a result of the rotation, the footrest 80 automatically extends to the opposite side (rear) from the driver's cab 6, and the head impact absorber 86 automatically extends above the backrest.

[0071] Figure 9 is a partial cross-sectional view of the seat and backrest in their normal state, seen from the side. For convenience, the swinging arm 16 is omitted from the illustration. The seat frame 21 is also depicted as a cross-section.

[0072] Figure 10 is a partial cross-sectional view of the seat and backrest in their normal state, seen from the rear. For convenience, the swing arm 16 and the rear backrest cushion 24 (24b) are omitted from the illustration. The lower end of the backrest frame 23 is also shown in a partial cross-section.

[0073] As shown in Figure 9, in the normal state, the lateral extension frame 27 is housed within the seat frame 21, similar to the first embodiment, but is biased by the coil spring 28 in the direction opposite to the driver's cab 6.

[0074] The protruding end (right end in Figure 9) of the lateral extension frame 27 is locked in place by a stopper pin 100, maintaining its retracted state.

[0075] The stopper pin 100 is provided on one of the left and right backrest frames 23 (23b). The stopper pin 100 is supported at the lower end of the backrest frame 23 so as to be able to slide up and down, and is biased downward and protruding by a coil spring 101.

[0076] The lower end of the stopper pin 100 passes through a hole 21h drilled in the upper surface of the seat frame 21 and reaches behind the protruding end of the lateral extension frame 27, preventing the lateral extension frame 27 from being biased by the coil spring 28 and extending or protruding.

[0077] A stopper lever 103, which can swing on a horizontal axis 102, is provided above the stopper pin 100. The upper end of the stopper lever 103 has a claw, which engages with a locking projection 104 provided on the lower end of the upward-extending frame 82, thereby preventing the upward-extending frame 82 from moving upward.

[0078] Furthermore, the stopper lever 103 is pivotally supported with appropriate friction, or the stopper lever 103 is biased in the direction of closing the claw by a small torsion coil spring or the like, and the engagement between the stopper lever 103 and the locking projection 104 is configured so that it does not easily disengage under normal vibrations.

[0079] When the stopper pin 100 moves upward, the upper end of the pin pushes against the lower end of the stopper lever 103, causing it to swing. This swinging disengages the stopper lever 103 from the locking projection 104, allowing the upward-extending frame 82 to move upward.

[0080] A retaining projection 89 is provided on the side of the upward-extending frame 82. The retaining projection 89 loosely fits into an elongated hole 105 provided on the side of the backrest frame 23, limiting the relative range of movement (extension length) of the upward-extending frame 82 with respect to the backrest frame 23.

[0081] As shown in Figure 10, the left and right backrest frames 23 (23a, 23b) are integrally connected by a head impact mitigator 86. Of the left and right backrest frames 23, the other (23a) is biased upward at its lower end by a coil spring 106 built into the backrest frame 23.

[0082] When the stopper lever 103 is engaged with the locking projection 104, the left and right backrest frames 23 remain integrally housed within the backrest frame 23, even when biased by the coil spring 84. When the stopper lever 103 and the locking projection 104 are released, the left and right backrest frames 23 (23a, 23b) extend upward as a single unit due to the biasing force of the coil spring 84.

[0083] Next, we will explain the basics of how to use the driver's seat 10B. If driver 2 determines that a frontal collision with another train is unavoidable while driving, he will get out of driver's seat 10B during the time before the collision occurs, change driver's seat 10B from the normal state to the emergency state, and then sit back down to prepare for the collision.

[0084] Specifically, the driver 2 rotates the driver's seat 10B by lifting the backrest, which consists of the backrest frame 23 and backrest cushions 24 (24a, 24b), upward and swinging it forward. This rotation motion causes the stopper pin 100 to disengage from the hole 21h, releasing the protrusion restriction on the lateral extension frame 27. As a result, the footrest 80 is deployed.

[0085] When the backrest's rotation is complete, the lower end of the backrest frame 23 abuts against the front upper surface of the seat frame 21. Here, the front upper surface of the seat frame 21 does not have the hole 21h (see Figure 9) that was on the rear upper surface. Therefore, when the lower end of the backrest frame 23 abuts against the front upper surface of the seat frame 21, the stopper pin 100 abuts against the upper surface of the seat frame 21, and the stopper pin 100 is pushed relatively into the backrest frame 23.

[0086] When the stopper pin 100 is pushed into the backrest frame 23, the stopper pin 100 pushes up and swings the operating end (lower end) of the stopper lever 103 (see Figure 9), releasing the engagement between the operating end (upper end) of the stopper lever 103 and the locking projection 104. Then, the left and right upward-extending frames 82 (82a, 82b) extend and protrude upward due to the biasing force of the coil spring 106. In other words, the head impact mitigator 86 is deployed.

[0087] Driver 2 sat back down, placed his feet on the footrest 80, and braced himself for the impending collision.

[0088] In summary, the second embodiment has a steering mechanism, an unfolding section, and a fixing section, similar to the driver's seat 10 of the first embodiment. In the second embodiment, the turning mechanism corresponds to the swinging arm 16. In the second embodiment, the auxiliary device corresponds to the footrest 80 and the head impact mitigator 86. In the second embodiment, the deployment part for deploying the footrest 80 corresponds to the lateral extension frame 27, the coil spring 28, and the stopper pin 100. In the second embodiment, the deployment part for deploying the head impact mitigator 86 corresponds to the upward extension frame 82, the coil spring 84, the stopper lever 103, and the locking projection 104. In the second embodiment, the fixing part corresponds to the torsion coil spring 34.

[0089] As described above, according to the second embodiment, it becomes possible to protect the train driver 2 of the railway vehicle in the event of a collision.

[0090] [Variation] Although examples of embodiments to which the present invention is applied have been described, the forms to which the present invention can be applied are not limited to the above-described forms, and components can be added, omitted, or modified as appropriate.

[0091] For example, using the driver's seat 10B as a base, the configuration may be such that the footrest 80 is held in an unused state by the base 40 in the normal state, as shown in Figure 11.

[0092] Specifically, a ratchet mechanism 110 having a rotating shaft 112 that faces left and right is provided at the rear end of the base 40. A support plate 114 having a footrest portion 80 at its pivot end is pivotally supported by the rotating shaft 112. In the normal state, the support plate 114 is held in an unused state, housed in a recess provided on the rear side of the base 40 (position of the support plate 114 shown by a solid line in Figure 11). After switching to the emergency state, the driver 2 may grasp the footrest portion 80 and lift the support plate 114 (position of the support plate 114 shown by a dashed line in Figure 11). This configuration may also be implemented based on the driver's seat 10 of the first embodiment.

[0093] Furthermore, the support configuration for the driver's seat 10 is not limited to the example of the above embodiment. For example, the base 40D of the driver's seat 10D shown in Figure 12 may be a cantilever structure extending forward from the rear wall 8 of the driver's cab. Specifically, instead of the base frame 42 of the second embodiment, a base frame 42D of a long cantilever beam member (for example, a hollow body with a rectangular cross-section) is used, and the rotation support mechanism 30 is fixed to its front end. The rear end of the base frame 42D is supported so as to be slidable in the front-rear direction by a linear motion mechanism 45 provided on the rear wall 8 of the driver's cab. The linear motion mechanism 45 is provided with a slide lock mechanism.

[0094] When the driver's seat 10D is not in use (for example, when the vehicle's direction of travel is opposite to that shown in Figure 12), the base frame 42D is pushed into the linear motion mechanism 45 to house it, and the driver's seat 10D is moved closer to the rear wall 8 than the position shown in Figure 12.

[0095] Alternatively, the backrest portion, including the backrest frame 23 and backrest cushion 24, may be made into a folding structure that allows it to be folded so as to be close to and parallel to the seat surface of the seat 20, and the base frame 42D may be made into a structure that allows it to be folded vertically, so that the driver's seat 10D can be folded toward the rear wall 8. [Explanation of Symbols]

[0096] 2… Driver 10…Driver's seat 16...Oscillating arm 20...Seating area 21...Seat frame 23...Backrest frame 27... Lateral extension frame 30... Rotation support mechanism 40…Pedestal 52… Electric motor 54…Positioning holes 70... Lateral advance stopper 80... Footrest 82... Upward expansion frame 86... Head impact mitigation device 90... Upward expansion stopper

Claims

1. The driver's cab of a railway vehicle, A turning mechanism that can change the orientation of the front of the seat from the normal position to the emergency position which is the opposite direction from the normal position, A deployment unit that keeps an auxiliary device for reducing driver injury in the event of a collision in an unnecessary state during normal operation and deploys it in conjunction with the switching mechanism to the emergency state, A driver's seat equipped with a driver's seat.

2. The aforementioned auxiliary device is a footrest for the seated driver to rest their feet on in the emergency situation. The driver's seat according to claim 1.

3. The unfolding section holds the footrest section beneath the seat surface in the normal state, and unfolds by extending the footrest section in conjunction with the turning mechanism to the emergency state. The driver's seat according to claim 2.

4. The aforementioned auxiliary device is a head impact mitigation device for reducing the impact received by the head of a seated driver during a collision in the emergency situation. The driver's seat according to claim 1.

5. The deployment section holds the head impact mitigator integrally with the backrest in the normal state, and deploys the head impact mitigator by extending it upward in conjunction with the turning mechanism to the emergency state. The driver's seat according to claim 4.

6. The turning mechanism has a fixing part that fixes the orientation of the seat in the emergency state in conjunction with turning to the emergency state. The driver's seat according to any one of claims 1 to 5.

7. The aforementioned driver's seat is a reversible seat, The aforementioned turning mechanism can be switched from the normal state to the emergency state by reversing the backrest. The driver's seat according to any one of claims 1 to 5.

8. The aforementioned driver's seat is a rotating seat, The turning mechanism can switch from the normal state to the emergency state by integrally changing the direction of the seat and backrest. The driver's seat according to any one of claims 1 to 5.

Images