JP2006315602A - Run-on and derailment preventive device - Google Patents

Run-on and derailment preventive device Download PDF

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JP2006315602A
JP2006315602A JP2005142298A JP2005142298A JP2006315602A JP 2006315602 A JP2006315602 A JP 2006315602A JP 2005142298 A JP2005142298 A JP 2005142298A JP 2005142298 A JP2005142298 A JP 2005142298A JP 2006315602 A JP2006315602 A JP 2006315602A
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vehicle body
rail
brake shoe
vehicle
control device
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Morihiro Saito
守弘 斎藤
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Abstract

<P>PROBLEM TO BE SOLVED: To provide a run-on and derailment preventive device capable of preventing any run-on in advance so as not to reach the run-on at once by detecting the inclination of a vehicle body, controlling a vehicle body posture inclination control device and a derailment preventive device, allowing a brake shoe and a rail to slide by a gap or to lock. <P>SOLUTION: The inclination of a vehicle body is detected by a vehicle body inclination detection switch. The vehicle body is inclined in the direction opposite to the direction of the centrifugal force by a vehicle body inclination mechanism and a vehicle body supporting device by a vehicle body posture inclination control device. A derailment preventive device is controlled by the vehicle body posture inclination control device. An upper electromagnet is started, a rod is retracted, and a recess of a falling brake shoe and a rail are allowed to slide with a gap therebetween. The derailment preventive device is controlled by the vehicle body posture inclination control device through the emergency lock button operation. A lower electromagnet is started, the rod is retracted, the recess of the falling brake shoe is locked to the rail to prevent slide-up. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

本発明は電車車両のレール上を走行する鉄道車両の滑り上がりを起こしても、一気に乗り上がりに至らないように乗り上がりを未然に防ぐ乗り上がり脱線防止装置に係る。 The present invention relates to a ride-on derailment prevention device that prevents a ride from getting on at a stretch even if a rail vehicle running on a rail of a train goes up.

従来の技術の特開平０６−２４７３０４号公報にあるものは、車体の下面に電磁石化するブレーキ・シューを上下動自在に設け、磁性吸着力により鉄道レールに吸着せるように構成した鉄道車両の制動装置があり、車体に装着して直接レールにブレーキ、シューを磁気力で吸着させることによって強力な制動力を発生させ、鉄道車両を極めて短時間で確実に制動装置で停止させるものが提案されているが、従来の制動装置が車体そのものに取着されたものは、急カーブの半径R（１５０R）が小さい場合に急ブレーキを掛けた場合、車両に遠心力が働き、車体の横方向に力が働き、滑り上がり、乗り上がり走行で滑走することになり、例えば、時速８０ｋｍで走行する鉄道車両は約２７０ｍも滑走するため、車体が遠心力で滑り上がり、片輪走行後の乗り上がり脱線等の事故を発生する恐れがあり、最悪の場合車両の転覆も考えられる。
特開平０６−２４７３０４号公報 Japanese Patent Application Laid-Open No. 06-247304 discloses a braking system for a railway vehicle in which a brake shoe for electromagnetization is provided on the lower surface of a vehicle body so as to be movable up and down and can be attracted to a railway rail by a magnetic attraction force. There is a device that is mounted on the car body and directly brakes the rail and attracts the shoe with magnetic force to generate a strong braking force, and it is proposed to stop the railway vehicle with the braking device reliably in a very short time However, when the conventional braking device is attached to the vehicle body itself, if the brake is applied suddenly when the radius R (150R) of the sharp curve is small, centrifugal force will act on the vehicle and force it in the lateral direction of the vehicle body. For example, a railway vehicle that travels at a speed of 80 km / h will slide approximately 270 m, so that the car body will slide up due to centrifugal force, so There is a risk of an accident of riding up derailment or the like after, overthrow of the worst case where the vehicle is also considered.
Japanese Patent Laid-Open No. 06-247304

鉄道車両が急カーブに超過の速度で入り、非常ブレーキ操作で、乗り上がり、片輪走行の後に飛び上がり、脱線転覆を防止するために、急カーブで遠心力と反対方向に車体を傾斜させ、反対方向の車体を横方向にどう傾斜させ脱線を防ぐかの課題と、車両の前後の台車下で滑り上がりを事前に防ぐために、前後の台車の下面でレール上面にどう挟み込み摺動移動させ、滑り上がりを起こしても、一気に乗り上がりに至らないように未然に乗り上がりを防ぐ課題と、滑り上がり後の乗り上がりを非常ロックボタン操作で台車の下面で、どうレールにロックさせ車両を停止させ乗り上がり防止させることが課題となる。 Railroad car enters a sharp curve at an excessive speed, climbs on an emergency brake, jumps up after one-wheel drive, and leans the car body in the opposite direction to the centrifugal force to prevent derailment caps The problem of how to tilt the vehicle body in the lateral direction to prevent derailment, and how to prevent sliding up under the bogies before and after the vehicle in advance, how to sandwich and slide the upper surface of the rail on the lower surface of the bogies before and after Even if you make a climb, you can prevent it from getting on all at once, and the ride after the slide is locked to the rail by the emergency lock button operation on the bottom of the carriage, stopping the vehicle and riding It is a problem to prevent the rise.

本発明は、非常ブレーキ操作の前段階に、異常の空気バネの撓み変位量Δを、車体支持装置で車体の傾斜を車体傾斜検出スイッチで検出し、車体姿勢傾斜制御装置を制御して、吸着励磁コイルを励磁して台車の台車枠内で車体傾斜機構で傾斜する車体を車体支持装置で遠心力と反対方向に車体を横方向に傾斜させて遠心力に対抗させる手段と、車体傾斜検出スイッチが検出し、車体姿勢傾斜制御装置で脱線防止装置を制御し、上方の電磁石を起動させ、上方の電磁石のロッドを引っ込め、ハウジング内からブレーキ・シューを下方に落下し、レール上面にブレーキ・シューの底面部をギャップで挟み込み摺動移動させ、滑り上がりを起こしても、一気に乗り上がり至らないように未然に乗り上がりを防止の危険度の第一段階で対処し、運転手が非常ロックボタン操作をすることにより車体姿勢傾斜制御装置で脱線防止装置を制御し、下方の電磁石を起動し、下方の電磁石のロッドを引っ込めるからブレーキ・シューは下方に落下し、落下するブレーキ・シューの凹部でレールにロックさせ車両を停止させ滑り上がりを起こしても、一気に乗り上がりに至らないように防止する危険度の最終段階で対処するようにしたものである。 In the present invention, before the emergency brake operation, an abnormal air spring deflection displacement Δ is detected by the vehicle body support device using the vehicle body inclination detection switch, and the vehicle body posture inclination control device is used to control the suction. Means for exciting the exciting coil and tilting the vehicle body tilted by the vehicle body tilting mechanism within the bogie frame of the bogie by tilting the vehicle body laterally in the opposite direction to the centrifugal force by the vehicle body supporting device, and the vehicle body tilt detecting switch Is detected, the derailment prevention device is controlled by the vehicle body posture inclination control device, the upper electromagnet is activated, the upper electromagnet rod is retracted, the brake shoe falls downward from the inside of the housing, and the brake shoe The driver's bottom face is sandwiched between gaps and moved in a sliding manner. By operating the emergency lock button, the declination prevention device is controlled by the body posture tilt control device, the lower electromagnet is activated, and the lower electromagnet rod is retracted, so the brake shoe falls downward and the brake shoe falls. Even if the vehicle is stopped and the vehicle slips up by locking it to the rail in the recess, the risk is dealt with at the final stage of the risk of preventing it from getting on at once.

上述のように本発明の乗り上がり脱線防止装置は、急カーブで車体に遠心力が横方向に作用し、車体の傾斜で空気バネが異常撓み変位量Δで、車体傾斜検出スイッチが検出し、車体姿勢傾斜制御装置を制御し、吸着励磁コイルを励磁して台車の台車枠内で車体傾斜機構と車体支持装置で遠心力と反対方向に車体を横方向に傾斜させて遠心力に対抗させ車両の滑り上がりを防ぐに速効の、乗り上がり防止により問題点を解決し、車体傾斜検出スイッチが検出して、車体姿勢傾斜制御装置で脱線防止装置を制御し、ハウジング内の上方の電磁石を起動させブレーキ・シューを下方に落下させ、ハウジングから突出したブレーキ・シューの凹部の底面部とレール上面にギャップで、ブレーキ・シューの凹部でレールを挟み込み摺動移動させ、滑り上がりを起こしても、一気に乗り上がりに至らないように未然に乗り上がり防止の危険度の第一段階で対処して問題点を解決し、運転手が非常ロックボタン操作で車体姿勢傾斜制御装置で脱線防止装置を制御し、下方の電磁石を起動し、ブレーキ・シューは下方に落下し、落下するブレーキ・シューの凹部でレールにロックさせ車両を停止させ滑り上がりを起こしても、一気に乗り上がりに至らないように未然に乗り上がり防止の危険度の最終段階で対処して問題点を解決したものである。 As described above, the climbing derailment prevention device of the present invention has a sharp curve in which the centrifugal force acts laterally on the vehicle body, the air spring is abnormally deflected and displaced by the vehicle body tilt, and the vehicle body tilt detection switch detects, A vehicle that controls the vehicle body posture inclination control device, excites the adsorption excitation coil, and tilts the vehicle body laterally in the direction opposite to the centrifugal force by the vehicle body tilt mechanism and the vehicle body support device within the bogie frame of the cart to counter the centrifugal force. The problem is solved by preventing climbing, which is fast-acting to prevent the vehicle from slipping up, and the vehicle body tilt detection switch detects it, controls the derailment prevention device with the vehicle body posture tilt control device, and activates the upper electromagnet in the housing. The brake shoe is dropped downward, the gap between the bottom surface of the recess of the brake shoe protruding from the housing and the top surface of the rail is sandwiched by the recess of the brake shoe, and the slide is moved to slide. In order to prevent the vehicle from getting on at once, the first step of the risk of preventing the ride will be addressed and the problem will be solved. Controls the derailment prevention device, activates the lower electromagnet, the brake shoe falls down, locks on the rail in the recessed part of the falling brake shoe, stops the vehicle and causes the ride to go up at once The problem was solved by dealing with it at the final stage of the risk of preventing it from getting on.

以下、本発明の実施の形態を図１〜図５に基づいて説明する。   Hereinafter, embodiments of the present invention will be described with reference to FIGS.

本発明について図を参照して説明すると、図１について説明すると、１は鉄道車両の車体で、車体１は下部の前後に配設された台車２の台車枠３を備えて走行自在に支持され、台車２は台車枠３の上部には空気バネ１７で車体支持装置２７を介して車体１が載置される。
台車枠３内に鉄道レール４上を回転する鉄輪５及び鉄輪制動装置６が配設され、鉄輪制動装置６は複式か単式のブロック・ブレーキである。
図２の、７は脱線防止装置で台車２に固定するハウジング８を設け、車体１を載置した台車２の台車枠３に、車体姿勢傾斜制御装置１１で脱線防止装置７で制御し、下方に落下するブレーキ・シュー９を、常時は上方の電磁石で、電磁石のロッド２０で溝２１に係止させ、ハウジング８内にブレーキ・シュー９は付勢され収納されている。そのブレーキ・シュー９の下方の摩擦面に凹部２３を有するレール４を帆依願する幅（レ０ル４幅の２倍）のブレーキ・シュー９の形状は、台車２の前後の鉄輪の間に収まる長さ（最大で）を有する直方体形状である。当該ブレーキ・シュー９の材質は車両用鉄輪材質と同等品である。
ブレーキ・シュー９の凹部２３の突先部の両フランジ２４をハウジング８から突出させ凹部２３の底面部１０と両突先部の両フランジ２４を上下動自在に配置されている。
図３は、急カーブでの車体１の遠心力Fの働く図であり、その車体支持装置２７である空気バネ１７の異常な撓み変位量Δで車体傾斜検出スイッチ１５は検出される。
遠心力で異常な撓み変位量Δを車体支持装置２７の空気バネ１７で車体１が傾斜したことを車体傾斜検出スイッチ１５で検出し、車体姿勢傾斜制御装置１１を制御し、吸着励磁コイル１２を励磁し、台車枠平行台１３の良導材鉄板１９と吸着励磁コイルのロッド２９を吸着し、支点１８を軸として台車枠平行台１３を傾斜させる車体傾斜機構２８で、台車２の台車枠３内で台車枠平行台１３を傾斜させ、台車枠平行台１３の空気バネ１７とコイルバネ１４の車体支持装置２７で車体１を横方向に傾斜させてなる、台車２の台車枠３内の車体傾斜機構２８と車体支持装置２７で遠心力と反対方向に車体１を横方向に傾斜させるものである。
図５で解るように、脱線防止装置７で、ハウジング８の上方の電磁石が起動してロッドが引っ込んでいて、下方に落下し、下方の電磁石のロッド２０と切り欠き部１６で係止させた同位置に付勢されたブレーキ・シュー９を示す図ものである。
車体支持装置２７の空気バネ１７の異常撓み変位量Δで、車体１が傾斜ことを車体傾斜検出スイッチ１５の検出で、車体姿勢傾斜制御装置１１で脱線防止装置７を制御して、上方の電磁石が起動し、上方の電磁石のロッド２０は引っ込むから、ブレーキ・シュー９は下方に落下し、ブレーキ・シュー９の切り欠き部１６が下方の電磁石のロッド２０と係止させて同位置に付勢されている。ハウジング８からブレーキ・シュー９の凹部２３を突出させ、ハウジング８から突出したブレーキ・シュー９の凹部２３の底面部１０とレール４A上面にギャップを設け、ブレーキ・シュー９の凹部２３の底面部から突先部の両フランジ２４がレール４を両側面をギャップを持って挟み込み摺動移動可能に付勢されている。
切り欠き部１６を設けて，動作時ブレーキ・シュー９の凹部２３とレール４との摺動接触面を少ならしめ、摺動移動及びロック停止時の衝撃、衝撃による過負荷を少ならしめ、当該ハウジング８に切り欠き部１６の面積を大きくでき強度増、強度大にする事が出来る。
図６は、ブレーキ・シュー９の下面の摩擦面に設けた凹部２３の底面部１０の幅を、レール４の上面幅とほぼ同一幅で、レール４A上面と底面部１０のギャップと凹部２３の突先部の両フランジ２４とレール継ぎ目板２２の先端のギャップをほぼ同一にしてある。
図８に示す如く、ギャップを同一にすることで運転手が非常ロックボタン２６操作した時、ブレーキ・シュー９とレール４をロックして落下後の車両停止に障害にならないようにしたものである。
下方の電磁石のロッド２０で支え支持された落下したブレーキ・シュー９の凹部２３の底面部１０の両突先部の両フランジ２４の両外側に、移動レール切り欠き部２５（切り替え分岐レール先端除け）を切削設けて、脱線防止装置７の制御の際、滑り上がりを防ぐ作動距離内に分岐、移動レールがあっても移動レール切り欠き部２５（切り替え分岐レール先端除け）の加工を施すことで脱線防止装置７の制御続行を可能にするものである。
脱線防止装置７は台車２の台車枠３内で、ハウジング８の内に収納されたブレーキ・シュー９は、ブレーキ・シュー９の凹部２３とレール４の上面４Ａと対面するように下面に固定され、脱線防止装置７は前後の２台の台車２において、一方のレール４に対して２個従って左右のレールに対しては合計４個が設けられている。
図7は、過遠心力で空気バネ１７の異常な撓み変位量Δで車体の傾斜を車体支持装置２７で傾斜を車体傾斜検出スイッチ１５が検出すると、車体姿勢傾斜制御装置１１の制御により、右側の吸着励磁コイル１２を励磁させ、励磁された右側の吸着励磁コイル１２は台車枠平行台１３の良導材鉄板１９と吸着励磁コイルのロッド２９を吸着させ、支点１８を軸として、当該台車枠平行台１３を右側に傾斜させる車体傾斜機構２８で、台車枠平行台１３の空気バネ１７とコイルバネ１４である車体支持装置２７を介して車体１を右側の横方向に傾斜させ、台車２の台車枠３内の車体傾斜機構２８で車体支持装置２７で、遠心力Fと反対方向に横方向に傾斜させて、遠心力Fに対抗させて遠心力を解消し、この点でも滑り上がりを防ぎ未然に乗り上がりを防止できる。
本発明は、遠心力Fで異常に傾斜する撓み変位量Δを車体支持装置２７で車体傾斜検出スイッチ１５で検出し、車体姿勢傾斜制御装置１１を制御し、吸着励磁コイル１２を励磁し、台車の台車枠内の車体傾斜機構２８と車体支持装置で遠心力Fの方向と反対方向に車体１を横方向に傾斜させて遠心力を解消、滑り上がりを起こしても一気に乗り上がりに至らないように乗り上がり防止するものである。
車体傾斜検出スイッチ１５を検出し、車体姿勢傾斜制御装置１１で脱線防止装置７を制御するハウジング８内に収納するブレーキ・シュー９の下方先端の摩擦面には凹部２３の底面部１０とレール４幅をほぼ同一で、凹部２３の底面部１０とレール４Ａ上面のギャップと凹部２３の両突先部の両フランジ２４先端とレール継ぎ目板２２の上面のギャップをほぼ同一にし、凹部２３の両突先部の両フランジ２４を鉄輪の斜面状に仕上げ、且つ両フランジ２４の外側面に移動レール切り欠き部２５を設け、両フランジ２４を先細り状にして両フランジ２４としたもので、ブレーキ・シュー９の凹部２３の底面部１０とレール４幅をほぼ同一で、凹部２３の底面部１０とレール４Ａ上面のギャップと凹部２３の両突先部の両フランジ２４先端とレール継ぎ目板２２の上面のギャップをほぼ同一にしてある。
図８に示すように、上記のギャップを同一にすることで、運転手が非常ロックボタン２６で、ブレーキ・シュー９をレール４にロックし落下後のロックの停止距離に障害にならないようにしてある。（レール４とレール軌道敷の設備に損害、損傷無きよう配慮する）
凹部２３の突先部の両フランジ２４の外側面を移動レールの軌道敷内での、切り欠き部２５（分岐レール先端除け）で、ブレーキ・シュー９の凹部２３をレール４にロックさせ車両の停止移動の距離に障害にならいようにしたものである。
ブレーキ・シュー９の凹部２３の底面部１０の幅とレール４の上面幅をほぼ同一にし、凹部２３の両突先部の両フランジ２４を鉄輪の斜面状に仕上げた両フランジ２４でレール４の両側端をギャップで挟み込むよう電磁石のロッド２０で切り欠き部１６と係止させ、
ブレーキ・シュー９の凹部２３を付勢してギャップを持って摺動移動させるから、車体傾斜検出スイッチ１５で検出して、車体姿勢傾斜制御装置１１で脱線防止装置７を制御して、上方の電磁石を起動させて、落下するブレーキ・シュー９の凹部２３の底面部１０とレール４Ａ上面と両フランジ２４とレール４の両側面をギャップを持って摺動移動させ、滑り上がりを起こしても、一気に乗り上がりに至らないように防ぐに効果絶大で、この段階で滑り上がりを防止し車両を停止出来れば鉄道車両は勿論、レール軌道設備の損傷を最小限にすることが出来る。
上述のように、車体１の傾斜を車体傾斜検出スイッチ１５で検出して、車体姿勢傾斜制御装置１１で脱線防止装置７を制御し、上方の電磁石を起動し、電磁石のロッド２０が引っ込むから、ブレーキ・シュー９は落下し、落下する切り欠き部１６と下方の電磁石のロッド２０を係止させ、同位置に付勢させ、ハウジング８内から突出したブレーキ・シュー９の摩擦面に設けた凹部２３の底面部１０と両突先部に鉄輪の斜面状の仕上がりの両フランジ２４をギャップを持ってレール４の両側端を挟み込み状態にし、ブレーキ・シュー９の凹部２３とレール４に対しギャップを持って摺動移動させ、滑り上がりを起こしても、
一気に乗り上がりに至らない危険度の第一段階で対処して乗り上がり脱線を防止する。
その後鉄道車両の車体１が振れが起き、擬音発生で最悪の状態になれんば、（この時、鉄道車両の速度は減速状態にあるものとする）運転手は非常ロックボタン２６操作、操作された非常ロックボタン２６で車体姿勢傾斜制御装置１１で脱線防止装置７を制御し、下方の電磁石が起動し、電磁石のロッド２０が引っ込むからブレーキ・シュー９が下方に落下し、図８に示すように、落下するブレーキ・シュー９の摩擦面の凹部２３の底面部１０と、凹部２３の両突先部の鉄輪の斜面状の仕上がりの両フランジ２４でレール４にロックさせるから滑り上がりを起こしても、一気に乗り上がりに至らないようにして、車両を停止させ、乗り上がりを防ぎ脱線を防止する危険度の最終段階に対処し、鉄道車両とレールとレール軌道敷の設備に損害、損傷あるも、人身事故を最小限にする滑り上がりを防ぎ車両を停止させ、乗り上がりを防止する乗り上がり脱線防止装置としたものである。
通常、運転手がブレーキ操作を行うと、既設のブロック・ブレーキ６が作動して鉄輪５
の回転を次第に停止状態に制御するものである。 The present invention will be described with reference to the drawings. When FIG. 1 is described, reference numeral 1 denotes a railway vehicle body, and the vehicle body 1 includes a carriage frame 3 of a carriage 2 arranged at the front and rear of the lower part, and is supported in a freely movable manner. In the bogie 2, the vehicle body 1 is placed on the bogie frame 3 by an air spring 17 via a vehicle body support device 27.
An iron wheel 5 and an iron wheel braking device 6 that rotate on the railroad rail 4 are disposed in the bogie frame 3, and the iron wheel braking device 6 is a double or single block brake.
In FIG. 2, 7 is a derailment prevention device provided with a housing 8 that is fixed to the carriage 2, and the carriage frame 3 of the carriage 2 on which the vehicle body 1 is placed is controlled by the derailment prevention device 7 by the vehicle body posture inclination control device 11, and The brake shoe 9 that is dropped is normally held by the upper electromagnet and is locked in the groove 21 by the rod 20 of the electromagnet, and the brake shoe 9 is urged and stored in the housing 8. The shape of the brake shoe 9 having a width (twice the width of the rail 4) for which the rail 4 having the recess 23 is applied to the lower friction surface of the brake shoe 9 is formed between the iron wheels before and after the carriage 2. It is a rectangular parallelepiped shape having a length (maximum) that can be accommodated. The material of the brake shoe 9 is the same as the material of the vehicle iron ring.
Both flanges 24 at the tips of the recesses 23 of the brake shoe 9 are protruded from the housing 8, and the bottom surface 10 of the recesses 23 and both flanges 24 at both tips are arranged to be movable up and down.
FIG. 3 is a diagram in which the centrifugal force F of the vehicle body 1 works at a sharp curve, and the vehicle body tilt detection switch 15 is detected by an abnormal deflection displacement amount Δ of the air spring 17 that is the vehicle body support device 27.
An abnormal deflection displacement Δ due to centrifugal force is detected by the vehicle body inclination detection switch 15 that the vehicle body 1 is inclined by the air spring 17 of the vehicle body support device 27, the vehicle body attitude inclination control device 11 is controlled, and the adsorption excitation coil 12 is operated. The carriage frame 3 of the carriage 2 is excited by the vehicle body tilting mechanism 28 that attracts the good conductive iron plate 19 of the carriage frame parallel stage 13 and the rod 29 of the adsorption excitation coil and tilts the carriage frame parallel stage 13 about the fulcrum 18 as an axis. The vehicle body tilt in the bogie frame 3 of the bogie 2 is formed by tilting the bogie frame parallel base 13 in the vehicle body and tilting the vehicle body 1 laterally by the air spring 17 of the bogie frame parallel base 13 and the vehicle body support device 27 of the coil spring 14. The mechanism 28 and the vehicle body support device 27 incline the vehicle body 1 in the lateral direction in the direction opposite to the centrifugal force.
As can be seen from FIG. 5, in the derailment prevention device 7, the upper electromagnet of the housing 8 is activated and the rod is retracted, falls downward, and is locked by the lower electromagnet rod 20 and the notch 16. It is a figure which shows the brake shoe 9 biased to the same position.
When the vehicle body tilt detection switch 15 detects that the vehicle body 1 is tilted with the amount of abnormal deflection Δ of the air spring 17 of the vehicle body support device 27, the derailment prevention device 7 is controlled by the vehicle body posture inclination control device 11, and the upper electromagnet Since the upper electromagnet rod 20 is retracted, the brake shoe 9 falls downward, and the notch 16 of the brake shoe 9 is engaged with the lower electromagnet rod 20 and biased to the same position. Has been. The recess 23 of the brake shoe 9 is protruded from the housing 8, and a gap is provided between the bottom surface 10 of the recess 23 of the brake shoe 9 protruding from the housing 8 and the top surface of the rail 4 </ b> A, from the bottom surface of the recess 23 of the brake shoe 9. Both flanges 24 at the tip end are biased so that the rail 4 is sandwiched with gaps on both side surfaces and slidable.
Notch 16 is provided to reduce the sliding contact surface between the recess 23 of the brake shoe 9 and the rail 4 during operation, to reduce the impact during sliding movement and lock stop, and the overload caused by the impact, The area of the notch 16 can be increased in the housing 8, and the strength can be increased and the strength can be increased.
FIG. 6 shows that the width of the bottom surface portion 10 of the recess 23 provided on the friction surface on the lower surface of the brake shoe 9 is substantially the same as the width of the upper surface of the rail 4, and the gap between the rail 4 A upper surface and the bottom surface portion 10 and the recess 23. The gaps at the tips of both flanges 24 at the tip and the rail joint plate 22 are made substantially the same.
As shown in FIG. 8, when the driver operates the emergency lock button 26 by making the gap the same, the brake shoe 9 and the rail 4 are locked so as not to obstruct the vehicle stop after dropping. .
On both outer sides of the flanges 24 at both ends of the bottom surface 10 of the recessed portion 23 of the brake shoe 9 that is supported and supported by the lower electromagnet rod 20, there is a moving rail cutout 25 (excluding the tip of the switching branch rail). ) Is provided, and when the derailment prevention device 7 is controlled, the moving rail notch 25 (excluding the switching branch rail tip) is processed even if there is a branching or moving rail within the working distance to prevent the slipping up. The control of the derailment prevention device 7 can be continued.
The derailment prevention device 7 is fixed to the lower surface in the bogie frame 3 of the bogie 2 and the brake shoe 9 housed in the housing 8 is opposed to the recess 23 of the brake shoe 9 and the upper surface 4A of the rail 4. In the two front and rear carriages 2, two derailment prevention devices 7 are provided for one rail 4, and thus a total of four for the left and right rails.
FIG. 7 shows that when the vehicle body inclination detection switch 15 detects the inclination of the vehicle body by the vehicle body support device 27 with an abnormal deflection displacement amount Δ of the air spring 17 due to excessive centrifugal force, the vehicle body attitude inclination control device 11 controls the right side. The right excitation excitation coil 12 is excited to adsorb the good conducting material iron plate 19 of the carriage frame parallel base 13 and the rod 29 of the adsorption excitation coil, and the carriage frame about the fulcrum 18 as an axis. The vehicle body tilting mechanism 28 that tilts the parallel platform 13 to the right side tilts the vehicle body 1 laterally on the right side via the air spring 17 of the carriage frame parallel platform 13 and the vehicle body support device 27 that is the coil spring 14. The vehicle body tilting mechanism 28 in the frame 3 is tilted laterally in the direction opposite to the centrifugal force F by the vehicle body support device 27 to counteract the centrifugal force F, thereby eliminating the centrifugal force. Ride on It can be prevented.
In the present invention, a deflection displacement amount Δ that is abnormally tilted by centrifugal force F is detected by the vehicle body tilt detection switch 15 by the vehicle body support device 27, the vehicle body posture tilt control device 11 is controlled, the adsorption excitation coil 12 is excited, and the carriage The vehicle body tilt mechanism 28 and the vehicle body support device in the bogie frame tilt the vehicle body 1 laterally in the direction opposite to the direction of the centrifugal force F to eliminate the centrifugal force, so that even if it slips up, it does not get on all at once. It is to prevent getting on.
The bottom surface portion 10 of the recess 23 and the rail 4 are provided on the friction surface at the lower end of the brake shoe 9 that is housed in the housing 8 that detects the vehicle body inclination detection switch 15 and controls the derailment prevention device 7 by the vehicle body posture inclination control device 11. The gaps between the bottom surface 10 of the recess 23 and the top surface of the rail 4A and the gaps between the tips of the flanges 24 at both tips of the recess 23 and the top surface of the rail joint plate 22 are substantially the same. Both flanges 24 at the front end are finished in the shape of a slope of an iron wheel, and a moving rail notch 25 is provided on the outer surface of both flanges 24. Both flanges 24 are tapered to form both flanges 24, brake shoes The width of the bottom surface portion 10 of the concave portion 23 and the rail 4 is substantially the same, the gap between the bottom surface portion 10 of the concave portion 23 and the top surface of the rail 4A, the tips of both flanges 24 at both ends of the concave portion 23, and the rail. It is almost the same gap of the upper surface of the seam plate 22.
As shown in FIG. 8, by making the above gaps the same, the driver can lock the brake shoe 9 to the rail 4 with the emergency lock button 26 so that the stopping distance of the lock after dropping does not become an obstacle. is there. (Be careful not to damage or damage the rail 4 and rail track equipment)
The outer surface of both flanges 24 at the tip of the recess 23 is a notch 25 (excluding the branch rail tip) in the track rail of the moving rail, so that the recess 23 of the brake shoe 9 is locked to the rail 4 and the vehicle It is designed not to obstruct the distance of stop movement.
The width of the bottom surface 10 of the recess 23 of the brake shoe 9 and the width of the top surface of the rail 4 are made substantially the same, and both flanges 24 of the both ends of the recess 23 are finished in the shape of a slope of an iron wheel. The electromagnet rod 20 is engaged with the notch 16 so that both ends are sandwiched by a gap,
Since the recess 23 of the brake shoe 9 is urged to slide with a gap, it is detected by the vehicle body inclination detection switch 15, and the derailment prevention device 7 is controlled by the vehicle body posture inclination control device 11 to Even if the electromagnet is activated and the bottom portion 10 of the recess 23 of the brake shoe 9 to be dropped, the top surface of the rail 4A, both flanges 24, and both sides of the rail 4 are slid and moved with a gap, It is extremely effective in preventing the vehicle from getting on at a stretch, and if the vehicle can be stopped at this stage by preventing the vehicle from slipping, damage to the rail track equipment as well as the rail vehicle can be minimized.
As described above, since the inclination of the vehicle body 1 is detected by the vehicle body inclination detection switch 15, the derailment prevention device 7 is controlled by the vehicle body posture inclination control device 11, the upper electromagnet is activated, and the electromagnet rod 20 is retracted. The brake shoe 9 falls, and the notch 16 and the lower electromagnet rod 20 that are dropped are locked and urged to the same position, and a recess provided on the friction surface of the brake shoe 9 protruding from the inside of the housing 8. 23, the both ends of the rail 4 are sandwiched between the bottom face portion 10 and the both end portions of the flanges 24 with the gap between the flanges 24, and the gaps between the recesses 23 of the brake shoe 9 and the rail 4 are formed. Even if it is slid and moved,
Take measures at the first stage of the danger level that does not lead to climbing at a stretch to prevent climbing and derailment.
Thereafter, if the vehicle body 1 of the railway vehicle is shaken and becomes a worst state due to generation of an artificial sound (assuming that the speed of the railway vehicle is in a decelerating state at this time), the driver is operated by operating the emergency lock button 26. Further, the derailment prevention device 7 is controlled by the vehicle body posture inclination control device 11 by the emergency lock button 26, the lower electromagnet is activated, and the electromagnet rod 20 is retracted, so that the brake shoe 9 falls downward, as shown in FIG. Furthermore, the bottom surface portion 10 of the concave portion 23 of the friction surface of the brake shoe 9 to be dropped and the two flanges 24 of the inclined surfaces of the steel wheels at both tip portions of the concave portion 23 are locked to the rail 4, thereby causing a sliding up. However, stop the vehicle at once, stop the vehicle, deal with the final stage of the risk of preventing the climb and prevent derailment, damage the railway vehicle and rail and rail track equipment, Scratches some, to stop the vehicle to prevent slippage up to minimize the injury is obtained by the ride up derailing prevention device that prevents riding up.
Normally, when the driver performs a brake operation, the existing block brake 6 is activated and the wheel 5
Is gradually controlled to stop.

鉄道車両の急カーブで遠心力により乗り上がり片輪走行、飛び上がり脱線転覆事故
は、殆ど先頭車両から５番目車両までが事故に遭遇しているから、本発明の乗り上がり脱線防止装置を、前記した先頭車両から５番目車両までに対応させ、滑り上がりを防ぎ、未然に乗り上がりを防止させる乗り上がり脱線防止装置の利用可能性がある。 Since most of the leading vehicle to the fifth vehicle have encountered an accident due to a one-wheel traveling, jumping and derailment overturning accident due to centrifugal force at a sharp curve of a railway vehicle, the climbing derailment prevention device of the present invention has been described above. There is a possibility of using a climbing derailment prevention device that corresponds to the leading vehicle to the fifth vehicle, prevents slipping up, and prevents climbing in advance.

本発明の脱線防止装置を有する鉄道車両の側面図である。It is a side view of a railway vehicle which has a derailment prevention device of the present invention. 本発明の鉄道車両の台車と脱線防止装置の取付説明図である。It is attachment explanatory drawing of the trolley | bogie of the railway vehicle of this invention, and a derailment prevention apparatus. 本発明の鉄道車両の遠心力と車体の傾斜を検出する説明図である。It is explanatory drawing which detects the centrifugal force of the railway vehicle of this invention, and the inclination of a vehicle body. 本発明の車体姿勢傾斜制御装置で遠心力と反対方向に車体を横方向に傾斜させる状態を示す説明図である。It is explanatory drawing which shows the state which inclines a vehicle body to a horizontal direction in the opposite direction to a centrifugal force with the vehicle body attitude | position inclination control apparatus of this invention. 本発明の車体姿勢傾斜制御装置の制御時の脱線防止装置のハウジング内から下方に落下したブレーキ・シューと下方の電磁石のロッドとの作動取り合い関係詳細説明図である。FIG. 5 is a detailed explanatory view of an operation relationship between a brake shoe and a lower electromagnet rod dropped from the inside of the housing of the derailment prevention device during the control of the vehicle body posture inclination control device of the present invention. 本発明の車体姿勢傾斜制御装置で脱線防止装置の制御時のブレーキ・シューの凹部をレールとギャップを持って摺動させる状態を示す詳細説明図である。It is a detailed explanatory view showing a state in which the recess of the brake shoe is slid with a rail and a gap when the derailment prevention device is controlled by the vehicle body posture inclination control device of the present invention. 本発明の車体姿勢傾斜制御装置で制御時の台車内で車体傾斜機構と車体支持装置で車体を傾斜させる関係詳細説明図である。FIG. 5 is a detailed explanatory diagram of a relationship in which a vehicle body is tilted by a vehicle body tilt mechanism and a vehicle body support device in a cart during control by the vehicle body posture tilt control device of the present invention. 本発明の非常ロックボタン操作で、車体姿勢傾斜制御装置で脱線防止装置の制御時のブレーキ・シューの凹部をレールにロックさせる状態を示す詳細説明図である。FIG. 5 is a detailed explanatory view showing a state in which a recess of a brake shoe is locked to a rail when a derailment prevention device is controlled by a vehicle body posture inclination control device by an emergency lock button operation of the present invention.

符号の説明Explanation of symbols

１ 車体 ２ 台車
３ 台車枠 ４ レール
４Ａ レール上面 ５ 鉄輪
６ 鉄輪制動装置 ７ 脱線防止装置
８ ハウジング ９ ブレーキ・シュー
１０ 底面部 １１ 車体姿勢傾斜制御装置
１２ 吸着励磁コイル １３ 台車枠平行台
１４ コイルバネ １５ 車体傾斜検出スイッチ
１６ 切り欠き部 １７ 空気バネ
１８ 支点 １９ 良導材鉄板
２０ 電磁石のロッド ２１ 溝
２２ レール継ぎ目板 ２３ 凹部
２４ フランジ ２５ 移動レール切り欠き部
２６ 非常ロックボタン ２７ 車体支持装置
２８ 車体傾斜機構 ２９ 吸着励磁コイルのロッド
1 Body 2 Bogie 3 Bogie Frame 4 Rail
4A Rail upper surface 5 Iron wheel 6 Iron wheel braking device 7 Derailment prevention device 8 Housing 9 Brake shoe 10 Bottom portion 11 Car body attitude inclination control device
DESCRIPTION OF SYMBOLS 12 Adsorption exciting coil 13 Carriage frame parallel stand 14 Coil spring 15 Car body inclination detection switch 16 Notch part 17 Air spring 18 Supporting point 19 Blasting material iron plate 20 Electromagnet rod 21 Groove 22 Rail joint board 23 Recessed part 24 Flange 25 Moving rail notch part 26 Emergency lock button 27 Car body support device 28 Car body tilting mechanism 29 Adsorption excitation coil rod

Claims (1)

車体支持装置で傾斜を車体傾斜検出スイッチで検出し、車体姿勢傾斜制御装置を制御し、吸着励磁コイルを励磁して台車の台車枠内で車体傾斜機構と車体支持装置で遠心力と反対方向に車体を横方向に傾斜させ、車体傾斜検出スイッチが検出し、車体姿勢傾斜制御装置で脱線防止装置を制御し、ハウジング内に収納されたブレーキ・シューを、上方の電磁石を起動させ、上方の電磁石のロッドが引っ込むから、ハウジングから突出落下するブレーキ・シューの切り欠き部を、下方の電磁石のロッドに係止させ、同位置に付勢のブレーキ・シューの凹部の底面部と両フランジをレール上面とレールの両側面にギャップを持ってレールを挟み込み摺動させ、ブレーキ・シューの凹部をギャップで摺動させ滑り上がりを防ぎ、非常ロックボタン操作で車体姿勢傾斜制御装置で脱線防止装置を制御し、下方の電磁石を起動し、下方の電磁石のロッドに付勢されたブレーキ・シューは、下方の電磁石のロッドが引っ込むから落下し、ブレーキ・シューの凹部と両フランジでレールにロックさせ車両を停止させ滑り上がりを防ぎ、上方の電磁石の起動でブレーキ・シューでレールとギャップを持って摺動させ滑り上がりを防ぎ、下方の電磁石の起動によりブレーキ・シューをレールにロックさせて車両を停止させた乗り上がり脱線防止装置。
The vehicle body support device detects the inclination with the vehicle body inclination detection switch, controls the vehicle body posture inclination control device, excites the adsorption excitation coil, and in the direction opposite to the centrifugal force in the vehicle body tilt mechanism and the vehicle body support device within the bogie frame. The vehicle body is tilted laterally, detected by the vehicle body tilt detection switch, the derailment prevention device is controlled by the vehicle body attitude tilt control device, the brake shoe housed in the housing is activated, and the upper electromagnet is activated. The notch of the brake shoe that protrudes and drops from the housing is locked to the lower electromagnet rod, and the bottom surface of the recessed portion of the biased brake shoe and both flanges are connected to the top of the rail. With the gap on both sides of the rail, slide it with the rail sandwiched, and slide the recess of the brake and shoe with the gap to prevent sliding up and operate the emergency lock button The derailment prevention device is controlled by the body posture inclination control device, the lower electromagnet is activated, and the brake shoe urged by the lower electromagnet rod falls because the lower electromagnet rod retracts, and the brake shoe Lock the rail with the recess and both flanges to stop the vehicle and prevent it from slipping up, start up the electromagnet above the brake shoe to slide it with the rail and gap to prevent it from sliding up, and activate the lower electromagnet to A climbing derailment prevention device that locks the shoe to the rail and stops the vehicle.
JP2005142298A 2005-05-16 2005-05-16 Run-on and derailment preventive device Pending JP2006315602A (en)

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Application Number Priority Date Filing Date Title
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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR101221038B1 (en) 2010-08-30 2013-01-10 김효상 A tilting device of train
KR101221039B1 (en) 2012-07-31 2013-01-10 김효상 A controll system for tilting train

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR101221038B1 (en) 2010-08-30 2013-01-10 김효상 A tilting device of train
KR101221039B1 (en) 2012-07-31 2013-01-10 김효상 A controll system for tilting train

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