JP2005076392A - Turn-over preventing structure for railway vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a turn-over preventing structure for a railway vehicle for preventing the turn-over of the railway vehicle in earthquake or the like. <P>SOLUTION: Vehicle turn-over preventing side walls 10, 11 are provided on both sides of rails 6, 6 so as to hold the rails 6, 6 therebetween. The vehicle turn-over preventing side walls 10, 11 are located within 500 mm outside of a clearance limit KG and opposed to the side faces of the railway vehicle 7, and they extends along the rails 6, 6. When the railway vehicle 7 is derailed and inclined by earthquake or the like, the railway vehicle abuts on (collides with) the vehicle turn-over preventing side walls 10, 11 and it is supported and precluded from being further inclined by the vehicle turn-over preventing side walls 10, 11. The railway vehicle 7 is, therefore, prevented from being turned over. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a fall prevention structure for a railway vehicle that prevents the railway vehicle from falling during an earthquake or the like.

When a vehicle (railway vehicle) receives an earthquake force on a bridge or viaduct, a vehicle traveling on the vehicle may derail due to a horizontal inertial force.
Therefore, as one of methods for ensuring the traveling safety of the vehicle at the time of an earthquake, there is a technique of increasing the natural frequency of the viaduct and separating it from the natural frequency in the horizontal direction of the railway vehicle, as described in Patent Document 1.
This technique forms a ramen structure from a pair of columnar piers erected at positions facing each other and a beam spanned on the top of the columnar pier, and includes an in-plane including the pair of columnar piers and the beam. A brace material having an inverted V-shape is disposed in the space, the vicinity of the top of the brace material is joined to the vicinity of the center of the beam via a predetermined energy absorbing damper, and both ends are positioned at intermediate height positions of the pair of columnar piers. It is a substructure of a railway viaduct that is joined in the vicinity, and is configured such that the natural frequency in the direction orthogonal to the bridge axis of the railway viaduct is 2 Hz or more.
In addition, a derailment prevention rail or the like is installed in advance in a place such as a sharp curve where it is predicted that the traveling performance of the railway vehicle will deteriorate.
JP-A-11-323826

However, in the prior art as described above, particularly in a structure with a high height such as a viaduct, the horizontal vibration of the structure is large and the vehicle vibrates at the most severe natural frequency. It is difficult to prevent.
When derailment occurs, the vehicle loses the horizontal restraint due to the rails and travels on a structure such as a viaduct in an unstable state. In some cases, the vehicle may fall over. is there. There is currently no specific technique for preventing such a vehicle from falling.

  This invention is made | formed in view of the said situation, and makes it a subject to provide the fall prevention structure of a railway vehicle which can prevent that a railway vehicle falls down in the case of an earthquake etc.

In order to solve the above-mentioned problem, the invention according to claim 1 is a structure for preventing overturning of a railway vehicle, for example, as shown in FIGS.
On both sides of the rails 6 and 6 on which the railway vehicle 7 travels, vehicle falling prevention side walls 10 and 11 are provided so as to sandwich the rails 6 and 6.
The vehicle fall prevention side walls 10 and 11 are located within 500 mm outside the building limit KG, and extend along the rails 6 and 6 so as to face the side surface of the railway vehicle 7. It is characterized by.

Here, the building limit is a limit provided in space in order to ensure safe operation of the vehicle in advance, and refers to a range in which no building or the like should exist around the rail. The standard for this building limit is the rail position.
Therefore, for example, the vehicle overturn prevention side walls 10 and 11 as shown in FIG. 1 and FIG. 2 are within 500 mm from the construction limit, that is, 2200 mm (in the case of the Shinkansen) or 1900 mm (in the case of the conventional line) from the track center. Will be located.

  According to the first aspect of the present invention, the vehicle overturn prevention side wall is located within 500 mm outside the building limit, and extends along the rail so as to face the side surface of the railway vehicle. Therefore, when the railway vehicle derails and tilts due to an earthquake or the like, the railway vehicle contacts (collises) with the vehicle fall prevention side wall and is supported by the vehicle fall prevention side wall to prevent further tilting. . Therefore, it is possible to prevent the railway vehicle from falling.

The invention according to claim 2 is, for example, as shown in FIG. 1 and FIG. 2, in the fall prevention structure for a railway vehicle according to claim 1,
When the rails 6 and 6 are installed on a bridge or a viaduct 1, the vehicle fall prevention side walls 10 and 11 are also used as a main girder of a bridge or a vertical beam of the viaduct 1.

  In some cases, a main girder, a vertical beam, or the like is provided on the bridge or viaduct so as to protrude downward. According to the invention described in claim 2, the side wall for preventing the vehicle from falling is provided on the bridge or viaduct. Since it is also used as the main girder or viaduct vertical beam, there is no need to provide the main girder or vertical beam protruding downward on the bridge or viaduct as described above. It becomes a structure.

The invention according to claim 3 is, for example, as shown in FIG. 6, in the fall prevention structure for the railway vehicle according to claim 1 or 2,
The vehicle falling prevention side wall 10 is also used as at least a part of a soundproof wall or a rail.

  Here, when the vehicle fall prevention side wall 10 is also used as a soundproof wall or a part (for example, the lower part) of the rail, the remaining part (for example, the upper part) of the sound barrier or the rail is provided on the vehicle fall prevention side wall.

  According to the invention described in claim 3, since the vehicle overturn prevention side wall is also used as at least a part of the soundproof wall or the handrail, it is not necessary to form the entire soundproof wall or handrail, and therefore economically. It has an excellent fall prevention structure in terms of design.

According to a fourth aspect of the present invention, for example, as shown in FIG. 3, in the fall prevention structure for a railway vehicle according to any one of the first to third aspects,
The vehicle fall prevention side walls 10 and 11 are characterized in that a cushioning material 12 is provided along the longitudinal direction of the vehicle fall prevention side walls 10 and 11.

  Here, as the buffer material, rubber, cement asphalt mortar, or the like is used which has elasticity and flexibility from the vehicle overturn prevention side wall. Further, the cushioning material may be provided over the entire side wall for preventing the vehicle from falling, but it is economically preferable to provide the cushioning material intensively at the height of the collision when the railway vehicle is derailed.

  According to the fourth aspect of the present invention, when the railway vehicle is derailed and tilted due to an earthquake or the like, the railway vehicle contacts (collises) with the side wall for preventing the vehicle from falling. (Collision) and the shock to the railway vehicle is reduced by this cushioning material, so that damage to the railway vehicle can be reduced.

According to a fifth aspect of the present invention, for example, as shown in FIG. 4 and FIG. 5, in the fall prevention structure for a railway vehicle according to any one of the first to fourth aspects,
A guide member 15 is provided on the side surface of the railway vehicle 7 so as to protrude at least partially from the side surface of the railway vehicle.
The guide member 15 slides or rolls on the vehicle overturn prevention side walls 10 and 11 when the railcar 7 is derailed.

Here, examples of the guide member include a wheel, a roller, and the like that are rotatable around a vertically provided axis. In this case, the guide members such as wheels and rollers roll on the vehicle overturn prevention side wall when the railway vehicle derails.
The guide member may be other than wheels and rollers. For example, a plate-like guide member may be provided so as to protrude from the side surface, and the guide member may be subjected to a treatment (coating or the like) for reducing friction. In this case, the guide member slides on the side wall for preventing the vehicle from falling when the railway vehicle derails.

  According to the fifth aspect of the present invention, when the railway vehicle derails and tilts due to an earthquake or the like, the railway vehicle contacts (collises) with the side wall for preventing the vehicle from falling, and the guide member prevents the vehicle from falling over. Since the railroad vehicle slides or rolls on the side wall, the impact when the railroad vehicle abuts (collisions) with the side wall for preventing the vehicle from falling is reduced, and thus damage to the railroad vehicle can be reduced.

The invention according to claim 6 is a structure for preventing overturning of a railway vehicle, for example as shown in FIG. 7, and the vehicle overturn preventing body 20 is provided on both sides of rails 6, 6 on which the railway vehicle 7 travels. It is provided so as to be located at a predetermined interval in the extending direction and within 500 mm outside the building limit,
The vehicle overturn prevention body 20 includes a support column 21 and a guide member 23 attached to the support column 21.
The guide member 23 is characterized by sliding or rolling relative to the side surface of the railcar 7 when the railcar 7 is derailed.

According to the invention described in claim 6, the vehicle overturn prevention body is provided on both sides of the rail on which the railway vehicle runs, the vehicle overturn prevention body is at a predetermined interval in the rail extending direction, and within 500 mm outside the building limit. Therefore, when the railway vehicle derails and tilts due to an earthquake or the like, the railway vehicle abuts (collises) with the vehicle fall prevention body and is supported by the vehicle fall prevention body. Since further tilting is prevented, it is possible to prevent the railway vehicle from falling over.
In addition, when the railway vehicle derails and tilts due to an earthquake or the like, the railway vehicle contacts (collises) with the vehicle fall prevention body. At this time, the guide member relatively slides or rolls on the side surface of the railway vehicle. Therefore, the impact when the railway vehicle comes into contact (collision) with the vehicle overturn prevention body is reduced, and thus damage to the railway vehicle can be reduced.
Furthermore, since the vehicle overturn prevention body includes a support and a guide member attached to the support, it can be easily installed on both sides of an existing rail.

According to the present invention, when the railway vehicle is derailed and tilted due to an earthquake or the like, the railway vehicle comes into contact with the vehicle fall prevention side wall and is supported by the vehicle fall prevention side wall to prevent further tilting. Therefore, it is possible to prevent the railcar from falling.
Further, by using the side wall for preventing vehicle overturning as the main girder of the bridge or the longitudinal beam of the viaduct, a structure for preventing overturning that is excellent in terms of economy and design is obtained.
Furthermore, it is not necessary to form the entire soundproof wall or rail by using the vehicle fall prevention side wall as at least a part of the soundproof wall or handrail. It becomes.

Further, by providing a shock absorber on the side wall for preventing the vehicle from falling, the shock to the railcar is reduced by this shock absorber, so that damage to the railcar can be reduced.
In addition, by providing the guide member on the side surface of the railway vehicle, the impact when the railway vehicle abuts against the side wall for preventing the vehicle from falling can be reduced, and thus damage to the railway vehicle can be reduced.

In addition, since the vehicle fall prevention bodies are provided at predetermined intervals in the rail extending direction on both sides of the rail on which the railway vehicle travels, if the railway vehicle is derailed due to an earthquake or the like and tilts, the railway vehicle is a vehicle fall prevention body. Since it is supported by this vehicle fall prevention body and further tilting is prevented, it is possible to prevent the railway vehicle from falling over.
Further, since the guide member of the vehicle overturn prevention body slides or rolls relatively on the side surface of the railway vehicle, the impact when the railway vehicle comes into contact with the vehicle overturn prevention body is reduced. Can be reduced.
Furthermore, since the vehicle overturn prevention body includes a support and a guide member attached to the support, it can be easily installed on both sides of an existing rail.

Embodiments of the present invention will be described below with reference to the drawings.
(First embodiment)
FIG. 1 and FIG. 2 show an example of a railcar overturn preventing structure according to the present invention, FIG. 1 is a perspective view thereof, and FIG. 2 is a cross-sectional view thereof.

  1 and 2, reference numeral 1 indicates a viaduct. This viaduct 1 is a ramen viaduct, and in the cross-sectional view, is provided between the reinforced concrete piers 2 and 2 and the upper ends of these piers 2 and 2 and is supported by the piers 2 and 2. A floor slab 3 is provided. The pair of left and right piers 2 and 2 are provided at a predetermined interval in a direction orthogonal to the paper surface (the rail extending direction) in FIG. 2, and a horizontal beam 2 a is provided between the pair of piers 2 and 2. . The floor slab 3 is supported from below by a pair of bridge piers 2 and 2 and a horizontal beam 2a provided in large numbers at predetermined intervals in the rail extending direction.

  A pair of left and right road beds 4, 4 are installed on the floor slab 3, and sleepers 5, 5 are installed on the road beds 4, 4. A number of sleepers 5 are installed at predetermined intervals in the rail extending direction, and a pair of left and right rails 6 and 6 are fixed to the sleepers 5. The railcar 7 travels on the pair of rails 6 and 6.

Further, side walls 10 and 10 for preventing vehicle overturning are respectively provided on both left and right sides of the floor slab 3, and the side wall 11 for preventing vehicle overturning is a rail at the center between these side walls 10 and 10 for preventing vehicle overturning. 6 so as to extend along the line 6.
That is, side walls 10 and 11 for preventing the vehicle from falling are provided on both sides of the rails 6 and 6 for the up line so that the rails 6 and 6 are sandwiched between the rails 6 and 6, respectively. Side walls 10 and 11 for preventing the vehicle from falling are provided so as to sandwich the rails 6 and 6.

The vehicle overturning prevention side wall 10 includes a side wall portion 10a and a support portion 10b, and the support portion 10b protrudes on both sides from the side wall 10a. The support portion 10b can be brought into contact with the side surface of the railway vehicle 7 when the railway vehicle 7 derails, and the upper surface thereof is located above the position of the center of gravity of the railway vehicle 7.
Similarly, the vehicle overturn prevention side wall 11 includes a side wall portion 11a and a support portion 11b, and the support portion 11b protrudes on both sides from the side wall 11a. The support portion 11b can be brought into contact with the side surface of the railway vehicle 7 when the railway vehicle 7 derails, and the upper surface thereof is located above the position of the center of gravity of the railway vehicle 7. In addition, the thickness of the support part 11b is thinner than the support part 10b.

Further, the vehicle falling prevention side walls 10 and 11 are located within 500 mm outside the building limit.
Here, the building limit is a limit provided in space in order to ensure safe operation of the vehicle in advance, and refers to a range in which no building or the like should exist around the rail. This is indicated by a two-dot chain line KG.
The standard for the building limit KG is based on the position of the rails 6 and 6. In this example, for example, the construction limit, that is, 2200 mm (in the case of Shinkansen) from the center of the track, or 500 mm outside the position 1900 mm (in the case of conventional lines). Is located within.
The reason why the side walls 10 and 11 for preventing the vehicle from falling are within 500 mm outside the building limit is that if the vehicle 7 is inside the building limit, it is impossible to ensure the safe driving of the vehicle 7. This is because it becomes difficult to effectively hit the side walls 10 and 11 for preventing the vehicle from falling when 7 is derailed.
The building limit KG is appropriately set depending on the size of the vehicle and the like, but is set to 1900 mm to 2200 mm from the center of the track, for example. Further, the building limit KG is set by the distance from the rail surface in the vertical direction.

  The vehicle overturn prevention side walls 10 and 11 are also used as vertical beams of the viaduct 1. That is, in the viaduct, the vertical beam is usually provided so as to protrude downward, but in this example, instead of providing the vertical beam protruding downward from the floor slab 3, the vehicle fall prevention side wall 10, 11 is also used as a vertical beam of a viaduct. Therefore, it is not necessary to provide a main girder or a vertical beam that protrudes downward as described above. Therefore, the structure for preventing overturning is excellent in terms of economy and design.

In such a fall prevention structure, the vehicle fall prevention side walls 10 and 11 are located within 500 mm outside the building limit KG and face the side surface of the railcar 7 along the rails 6 and 6. When the railway vehicle 7 is derailed and tilted due to an earthquake or the like, the side surface of the railway vehicle 7 collides (contacts) with the support portions 10b and 11b of the vehicle fall prevention side walls 10 and 11, Since it is supported by the side wall for preventing vehicle overturning and further tilting is prevented, the rail vehicle 7 can be prevented from overturning.
Further, since the upper surfaces of the support portions 10b and 11b are located above the center of gravity of the railway vehicle 7, the support portions 10b and 11b are located above the center of gravity when the rail vehicle 7 is derailed and tilted. The railway vehicle 7 can be supported, and therefore the railway vehicle 7 can be prevented from falling over more reliably.

Moreover, as shown in FIG. 3, you may provide the shock absorbing material 12 in the support part 11b of the side wall 11 for vehicle fall prevention. The cushioning material 12 is formed of a material that is more elastic and flexible than the vehicle fall prevention side wall 11 such as rubber or cement asphalt mortar, and is provided along the longitudinal direction of the vehicle fall prevention side wall 11. .
In FIG. 3, the cushioning material 12 is provided on the support portion 11 b of the vehicle fall prevention side wall 11, but actually, it is also provided on the support portion 10 b of the vehicle fall prevention side wall 10. Yes.
When the cushioning material 12 is provided in this way, when the railway vehicle 7 is derailed and tilted due to an earthquake or the like, the railway vehicle 7 comes into contact with the support portions 10b and 11b of the vehicle falling prevention side walls 10 and 11, Since the shock absorbers 12 and 12 also come into contact with each other and the shock to the railway vehicle 7 is reduced by the shock absorbers 12 and 12, damage to the railway vehicle 7 can be reduced.

Further, as shown in FIGS. 4 and 5, guide members 15 may be provided on both side surfaces of the railway vehicle 7 so that a part thereof protrudes from the side surface of the railway vehicle 7.
In this example, the guide member 15 is a wheel 15 that is rotatable about an axis provided vertically, and a part of the outer periphery of the wheel 15 protrudes from the side surface of the railway vehicle 7. In addition, two guide members (wheels) 15 are provided on both opposite side surfaces of the railway vehicle 7 so as to be separated from each other in the front-rear direction. Yes.
When the guide member 15 is provided in this way, when the railcar 7 is derailed and tilted due to an earthquake or the like, the railcar 7 comes into contact with the support portions 10b and 11b of the vehicle fall prevention side walls 10 and 11, Since the guide member 15 rolls on the support members 10b and 11b, the impact when the railway vehicle 7 comes into contact with the vehicle overturning prevention side walls 10 and 11 is reduced, and thus damage to the railway vehicle 7 can be reduced.

(Second Embodiment)
FIG. 6 shows a second embodiment and is a cross-sectional view of a railroad vehicle overturn prevention structure. This embodiment is different from the first embodiment in that the shape of the vehicle overturning prevention side wall and the soundproof wall are provided. This point will be described in detail, and the first embodiment is different from the first embodiment. Common parts are denoted by the same reference numerals and description thereof is omitted.

The vehicle falling prevention side wall 10 erected on both sides of the floor slab 3 includes a side wall 10a and a support portion 10c. The support part 10c protrudes from the side wall 10a to the rail side. The support portion 10c can be brought into contact with the side surface of the railway vehicle 7 when the railway vehicle 7 derails, and the upper surface thereof is located above the position of the center of gravity of the railway vehicle 7.
Moreover, the upper wall 16 provided with soundproofing is installed in the outer edge part of the upper surface of the support part 10c. The upper wall 16 constitutes a soundproof wall together with the vehicle overturning prevention side wall 10. Noise in the lower part of the railway vehicle 7 is soundproofed in the vehicle overturning prevention side wall 10, and noise in the upper part of the railway vehicle 7 is 16 is soundproofed.
In other words, in this example, the vehicle fall prevention side wall 10 is used as at least a part (lower part) of the soundproof wall by providing the vehicle fall prevention side wall 10 with the soundproofing upper wall 16.

As described above, in the present embodiment, the vehicle fall prevention side wall 10 is also used as at least a part (lower part) of the soundproof wall, so that it is not necessary to form the entire soundproof wall, and therefore economically and in design. Excellent fall prevention structure.
In the present embodiment, the soundproof wall is configured by providing the upper wall 16 on the vehicle tipping prevention side 10. However, the present invention is not limited to this, and the vehicle tipping prevention side wall 10 is extended upward to provide the vehicle. The soundproof wall may be configured only by the fall prevention side wall 10.
Further, in the present embodiment, the upper wall 16 is provided on the vehicle fall prevention side wall 10, but instead of the upper wall 16, an upper balustrade is provided, and a balustrade is configured together with the lower portion of the vehicle fall prevention side wall 10. Also good. In this case as well, it is not necessary to form the entire rail, so that the structure for preventing overturning is excellent in terms of economy and design.

  In the first and second embodiments, the case where the fall prevention structure according to the present invention is applied to a viaduct for installing a rail has been described as an example. However, the present invention describes a bridge, embankment, It can also be applied to tunnels.

(Third embodiment)
FIG. 7 shows a third embodiment of the present invention and is a perspective view of a main part of the fall prevention structure.
The fall prevention structure of this example can be applied to the fall prevention structure of a railway vehicle traveling on a rail provided on an existing bridge, viaduct, embankment or the like.
On both sides of the existing rails 6, 6, the vehicle fall prevention bodies 20 are provided at predetermined intervals in the extending direction of the rails 6 and located within 500 mm outside the building limit. The distance between the vehicle overturn prevention bodies 20, 20 adjacent to each other in the extending direction of the rail 6 is set slightly shorter than the length of one vehicle. In FIG. 7, since one side of the rails 6 and 6 is shown, the vehicle overturn prevention body 20 is provided on one side of the rails 6 and 6, but actually is provided opposite to each other on both sides.

The vehicle overturn prevention body 20 is made of a H-shaped steel and is erected on a roadbed 21, an oblique reinforcing member 22 that reinforces and supports the column 21, and a guide member 23 that is attached to the upper end of the column 21. And.
The reinforcing member 22 is formed of a steel material, and an upper end portion thereof is fixed to the support column 21 and a lower end portion is embedded and fixed to the roadbed. The reinforcing member 22 reinforces the support column 21 from the rail side, that is, the side opposite to the traveling vehicle side.
The guide member 23 is a roller 23 rotatable around a vertical axis, and this roller 23 is attached to the upper end portion of the support column 21 via an arm 23a.

Thus, in this embodiment, the vehicle fall prevention bodies 20 are provided on both sides of the rail 6 so as to be positioned at a predetermined interval in the extending direction of the rail 6 and within 500 mm outside the building limit. Therefore, when the railway vehicle 7 is derailed and tilted due to an earthquake or the like, the railway vehicle 7 comes into contact with the vehicle fall prevention body 20 and is supported by the vehicle fall prevention body 20 to prevent further tilting. The fall of the railway vehicle 7 can be prevented beforehand.
Further, when the railway vehicle 7 is derailed and tilted due to an earthquake or the like, the railway vehicle 7 comes into contact with the vehicle fall prevention body 20, and at that time, the guide member (roller) 23 relatively moves the side surface of the railway vehicle 7. Since it rolls, the impact when the railway vehicle 7 comes into contact with the vehicle overturn prevention body 20 is reduced, and thus damage to the railway vehicle 7 can be reduced.
Furthermore, since the vehicle fall prevention body 20 includes the support column 21, the reinforcing member 22, and the guide member 22 attached to the support column 21, it can be easily installed on both sides of the existing rail 6.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a perspective view showing a first embodiment of a fall prevention structure for a railway vehicle according to the present invention. FIG. It is a perspective view which shows the state which attached the shock absorbing material to the side wall for vehicle fall prevention similarly. FIG. 2 is a transverse sectional view showing a state where the guide member is attached to the railway vehicle. FIG. 2 is a plan view showing a state where the guide member is attached to the railway vehicle. 3 shows a third embodiment of the railroad vehicle overturn prevention structure of the present invention, and is a cross-sectional view thereof. FIG. FIG. 5 is a perspective view showing a third embodiment of the fall prevention structure for a railway vehicle according to the present invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Viaduct 6 Rail 7 Railway vehicle 10,11 Side wall for vehicle fall prevention 12 Cushioning material 15 Guide member 16 Upper wall part 20 Vehicle fall prevention body 21 Support | pillar 23 Guide member KG Building limit

Claims (6)

Side walls for preventing the vehicle from falling are provided on both sides of the rail on which the railway vehicle runs so as to sandwich the rail,
The vehicle overturn prevention side wall is located within 500 mm outside the building limit and extends along the rail so as to face the side surface of the rail vehicle. Prevention structure. In the fall prevention structure of the railway vehicle according to claim 1,
When the rail is installed on a bridge or a viaduct, the vehicle overturn prevention side wall is also used as a main girder of a bridge or a vertical beam of a viaduct. In the fall prevention structure of the railway vehicle according to claim 1 or 2,
A structure for preventing overturning of a railway vehicle, wherein the vehicle overturning preventing side wall is also used as at least a part of a soundproof wall or a rail. In the fall prevention structure of the railway vehicle according to any one of claims 1 to 3,
A rolling stock preventing structure for a railway vehicle, characterized in that a shock absorber is provided on the side wall for preventing vehicle fall along the longitudinal direction of the side wall for preventing vehicle fall. In the fall prevention structure of the railway vehicle according to any one of claims 1 to 4,
A guide member is provided on a side surface of the railway vehicle so that at least a part thereof protrudes from the side surface of the railway vehicle.
The structure for preventing overturning of a railway vehicle, wherein the guide member slides or rolls on the vehicle overturning prevention side wall when the railway vehicle derails. On both sides of the rail on which the railway vehicle runs, vehicle overturn prevention bodies are provided at predetermined intervals in the rail extending direction and within 500 mm outside the building limit.
The vehicle overturn prevention body includes a column and a guide member attached to the column.
A structure for preventing overturning of a railway vehicle, wherein the guide member relatively slides or rolls on a side surface of the railway vehicle when the railway vehicle derails.

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