JP2008213693A - Falling down prevention device for railway vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a falling down prevention device for a railway vehicle capable of attaining prevention of falling down of the railway vehicle traveling or stopping on a track and being also applicable to an existing track facility and the railway vehicle. <P>SOLUTION: The falling down prevention device for the railway vehicle is provided with a track side stopper 22 laid along a rail 51 of the track 52; and a vehicle side stopper 23 provided on the railway vehicle 11. The track side stopper 22 and the vehicle side stopper 23 are provided at positions where the vehicle side stopper 22 and the track side stopper 23 are engaged or abutted on each other when the vehicle is inclined by a constant angle or more, falling down of the railway vehicle 11 is prevented by engagement or abutment of both members. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a railway vehicle overturn prevention device, and more particularly to an apparatus for preventing the vehicle from overturning when a lateral load such as an earthquake or gust is applied to a vehicle traveling on a track.

As a device to guide the vehicle to travel on the roadbed or roadbed with sleepers when the railcar derails due to natural disasters such as earthquakes and gusts of wind, a track (rail) ) And a tipping prevention device in which a vehicle body is provided with a stopper device or a guide portion that restrains the vehicle from being displaced in the width direction (see, for example, Patent Documents 1 and 2). In addition, it has also been proposed to prevent the railcar from falling over by extending a side wall for preventing overturning on both sides of the rail (see, for example, Patent Document 3).
JP-A-10-250576 JP 2006-44355 A JP-A-2005-76392

  However, in the fall prevention devices described in Patent Documents 1 and 2, since the railcar after derailment is controlled so as not to greatly deviate from the track to prevent the railcar from falling, an earthquake, a gust of wind, or excessive speed When the vehicle enters the curve, a lateral load such as a centrifugal force is applied to the vehicle on the track, and there is a risk of falling without derailing. Further, as described in Patent Document 3, the method of extending the side walls for preventing overturning on both sides of the rail is effective in preventing overturning of the railway vehicle, but the cost required for installation and maintenance is extremely large. Furthermore, it is extremely difficult to add to existing facilities.

  Therefore, the present invention can not only prevent a vehicle traveling on a track from falling, but also can prevent a vehicle that has stopped at a large cant position, for example, and can be applied to existing track facilities and railway vehicles. An object of the present invention is to provide a rolling stock fall prevention device.

  In order to achieve the above object, a first configuration of the railway vehicle overturn prevention device according to the present invention is an apparatus for preventing overturn of a rail vehicle traveling on a track, and is laid along the rail of the track. A track-side stopper and a vehicle-side stopper provided on the railway vehicle, wherein the track-side stopper and the vehicle-side stopper are engaged with the vehicle-side stopper and the track-side stopper when the vehicle is inclined at a certain angle or more. It is characterized in that it is arranged at the position where the two match.

  The track-side stopper in the first configuration includes a base mounting piece fixed to the track, a rising piece that rises from the base mounting piece in a range that does not violate the vehicle limit above the rail upper surface, and the vertical stopper. An engagement piece bent in an outward or inward direction from the upper end of the upper piece, and the vehicle-side stopper includes an attachment base fixed to a shaft box portion of a carriage, and the engagement base from the attachment base. An engaging arm projecting higher than the rail upper surface in the vicinity of the joint piece, and an engaging portion bent downward from the projecting end of the engaging arm toward the lower side of the engaging piece. The lower surface of the engaging piece and the upper surface of the engaging portion are provided at positions where they can be engaged.

  A second configuration of the railway vehicle overturn prevention device according to the present invention is a device for preventing overturning of a railroad vehicle traveling on a track, and a track-side stopper laid along the rail outside the track. And a vehicle-side stopper provided at a position outside the wheels of the railway vehicle, wherein the track-side stopper and the vehicle-side stopper are arranged on the vehicle side stopper on the inclination direction side when the vehicle is inclined at a certain angle or more. Is disposed at a position where it contacts the track-side stopper.

  The track-side stopper in the second configuration has a contact surface on an upper surface that does not violate the vehicle limit, and the vehicle-side stopper has an attachment base fixed to the axle box portion of the carriage, A contact arm projecting higher than the rail upper surface near the contact surface from the mounting base, and provided at a position where the contact surface and the contact arm can contact when the vehicle is inclined. It is characterized by having.

  Furthermore, a third configuration of the railway vehicle overturn prevention device according to the present invention is an apparatus for preventing the overturn of the railway vehicle stopped on the track, and is provided at a position outside the wheel of the railway vehicle at the tip of the cylinder rod when shortened. Is within the vehicle limit, and a cylinder is provided in which the tip of the cylinder rod contacts the track when extended, and the cylinder is provided in a shaft box portion of the carriage.

  According to the first and second configurations of the railway vehicle toppling prevention device of the present invention, when a lateral load is applied to the vehicle due to an earthquake or a gust of wind, and the vehicle is inclined, the track side stopper and the vehicle side stopper are By engaging or abutting, the vehicle is prevented from further tilting. Further, in the third configuration, the stability against a lateral load can be improved by extending the cylinder while the vehicle is stopped and bringing the tip of the cylinder rod into contact with the sleepers or the road bed of the track.

  FIG. 1 to FIG. 7 show a first embodiment of the rolling stock fall prevention device of the present invention. FIG. 1 is a front view, FIG. 2 is a side view of the main part, and FIG. FIG. 4 is a front view showing a state of the vehicle body in a normal state, and FIG. 5 is an inclination of the vehicle body when one track side stopper and the vehicle side stopper are engaged. FIG. 6 is a front view showing the state of inclination of the vehicle body when the anti-tilt side axle box support device is most lowered, and FIG. 7 is the inclination of the vehicle body when the air spring on the inclination direction is punctured. It is a front view which shows a state.

  The railway vehicle 11 travels on a track 52 having a pair of left and right rails 51, and a carriage 14 having wheels 13 that rotate while being guided by the rails 51 is provided on the front and rear sides of the vehicle body 12. As the track 52, a ballast track in which a sleeper is held by a ballast, a slab track made of reinforced concrete, or the like is frequently used.

  A cart 14 shown in this embodiment is a bolsterless cart in which the vehicle body 12 is supported by a pillow spring comprising a pair of left and right air springs 16 provided on the cart frame 15, and the cart frame 15 and the vehicle body 12 are connected by a traction device 17. The both ends of the wheel shaft 18 having the wheels 13 at both ends are rotatably held by a shaft box 19, and the shaft box 19 is held by the carriage frame 15 via a shaft box support device 20 having a shaft spring 20a and the like. Has been.

  The overturn prevention device 21 includes a track-side stopper 22 provided on the track side and a vehicle-side stopper 23 provided on the vehicle side. The track-side stopper 22 is continuously laid on the outside of the rail 51 in a direction parallel to the rail 51 at a constant interval, and includes a base mounting piece 22a fixed to the track 52, and the base An abbreviation having an upright piece 22b that rises from the mounting piece 22a to a position above the upper surface of the rail 51, an engagement piece 22c that is bent from the upper end of the upright piece 22b toward the outside of the track, and a reinforcing piece 22d. The base mounting piece 22 a is fastened together with the sleepers and the roadbed constituting the track 52 together with the rail 51 by the fastening device 53. Therefore, it can be installed at a lower cost than the conventional method in which the side walls for preventing overturning are extended on both sides of the rail, and maintenance is easy.

  The vehicle-side stopper 23 includes an attachment base portion 23a attached and fixed to the lower portion of the axle box support device 20 with a bolt 24 and the like, and an engagement projecting from the attachment base portion 23a to the vicinity of the engagement piece 22c of the track-side stopper 22. It is formed in a substantially U shape having an arm 23b and an engagement portion 23c bent inward from the protruding end of the engagement arm 23b toward the lower side of the engagement piece 22c.

  It is an absolute condition that the position of the uppermost end of the track-side stopper 22, usually the position of the upper surface portion of the engagement piece 22c, does not come into contact with various vehicles traveling on the track 52 on which the track-side stopper 22 is laid. Even when the wheel diameter is reduced and the carriage 14 or the vehicle body 12 is lowered by the correction of the wheel, for example, when the diameter range of the wheel 13 is 860 mm to 790 mm, the components of the carriage 14 are It sets so that it may be below the height which the track side stopper 22 does not contact the apparatus attached under the floor of the vehicle body 12. FIG.

  On the other hand, the position of the lowermost end of the vehicle-side stopper 23, usually the position of the lower surface portion of the engaging portion 23c, is an absolute condition that the vehicle 11 does not come into contact with the rail 51 when traveling on the point portion. Even when the wheel diameter is reduced by 13 cutting and the vehicle-side stopper 23 is lowered, the vehicle-side stopper 23 is set to be higher than the upper surface of the rail 51.

  Even when the lowest end of the vehicle-side stopper 23 is higher than the upper surface of the rail 51, the vehicle limit S may be exceeded and the building limit T may be violated. For example, a third rail (third rail) current collecting system As in the case of current collector shoes (collector shoes), there is no problem in normal vehicle travel when considered as equipment that is integrated with the structure on the track side.

  Further, the mutual positional relationship between the engaging piece 22c of the track-side stopper 22 and the engaging portion 23c of the vehicle-side stopper 23 is such that the lower surface of the engaging piece 22c and the upper surface of the engaging portion 23c at the time of normal traveling or stopping. And the vehicle 11 is largely inclined due to a lateral load caused by a gust of wind, the vehicle 11 is largely inclined due to an earthquake, Thus, when the vehicle 13 is moved up and down greatly, the lower surface of the engagement piece 22c and the upper surface of the engagement portion 23c are set in contact with each other when the wheel 13 is lifted from the rail 51. ing.

  For example, as shown in FIG. 3, when the left wheel 13 is lifted from the rail 51 by a predetermined amount in FIG. 3, the engagement piece 22c of the track side stopper 22 provided along the left rail 51 and the vehicle side stopper The positional relationship between the engagement piece 22c and the engagement portion 23c is set so that the engagement portion 23c of the engagement portion 23c is engaged and the wheel 13 is prevented from further rising from the rail 51.

  Thus, when the wheel 13 is lifted from the rail 51 by a predetermined amount, the track-side stopper 22 and the vehicle-side stopper 23 are engaged with each other, so that the wheel 13 is lifted from the rail 51 and the carriage 14 is enlarged. Inclination is prevented and the vehicle 11 is prevented from falling. Further, the track-side stopper 22 and the vehicle-side stopper 23 include a protruding end (outer end) of the engaging piece 22c, an inner side of the engaging arm 23b of the vehicle-side stopper 23, and a protruding end (inner end) of the engaging portion 23c. Since the outer surface of the rising piece 22b of the track-side stopper 22 faces the outer surface, the lateral movement of the carriage 14 with respect to the track 53 is also restricted, and derailment is prevented.

  Further, by considering the stroke of the air spring 16, the moving range of the axle box support device 20, and the inclination angle of the carriage 14 and the vehicle body 12 with respect to the inclination angle of the wheel shaft 18, not only the vehicle 11 falls but also the inclination of the vehicle body 12. Can prevent secondary disasters caused by. That is, as shown in FIG. 4, during normal traveling, the vehicle body 12 and the carriage 14 are within the vehicle limit S except for a part regardless of the wheel diameter. In this state, when the crosswind is received by the gust of wind and the entire vehicle is inclined leeward (leftward in FIG. 5) and the wheel 13 on the windward side is lifted from the rail 51 as shown in FIG. The track-side stopper 22 and the vehicle-side stopper 23 on the anti-tilt side engage with each other to suppress the tilt of the vehicle 11, so that the tilted vehicle body 12 slightly exceeds the vehicle limit S.

  Further, as shown in FIG. 6, with the track side stopper 22 and the vehicle side stopper 23 engaged, the axle box support device 20 descends most from the carriage frame 15 within the moving range and leaves the vehicle body 12. Even if the carriage 14 and the vehicle body 12 are inclined until the vehicle reaches the state, the inclined vehicle body 12 does not greatly exceed the vehicle limit S. Further, as shown in FIG. 7, even when the air spring 16 on the inclined side is punctured from the state of FIG. 6 and the vehicle body 12 is largely inclined with respect to the carriage 14, the vehicle body 12 hardly exceeds the building limit T. Even if the vehicle travels in such an inclined state, the vehicle body 12 does not collide with the building and is destroyed, and a secondary disaster due to the collision with the building can be avoided.

  Considering earthquakes, gusts, and other various lateral loads, the track-side stoppers 22 are preferably installed on both sides of the entire line except for points that hinder the traveling of the vehicle 11. In order to prevent the vehicle 11 from toppling, it may be installed on a track such as a bridge portion, embankment portion, or a portion with a large curve cant. Even if there is an influence of wind such as a part surrounded by a wall, installation on a small part may be omitted. In consideration of the seasonal wind, it can be provided mainly only on the windward side.

  Furthermore, the laying position and fixing method of the track-side stopper 22 can be arbitrarily selected. As described above, the track-side stopper 22 is fastened together with the rail 51 by the rail fastening device 53 as described above. The sleepers used can be used as they are, and no dedicated mounting brackets are required, so that the track-side stopper 22 can be installed simultaneously with the installation and replacement of the rail 51. Further, by providing the vehicle-side stopper 23 at a portion of the axle box 19 that moves up and down together with the wheel 13, the vehicle-side stopper 23 is reliably engaged with the track-side stopper 22 when the wheel 13 is lifted from the rail 51. Can do.

  In addition, the protrusion direction of the engagement piece 22c and the engagement part 23c may be a reverse direction, and the surface to engage may not be a horizontal direction.

  8 and 9 show a second embodiment of the railway vehicle overturn prevention device according to the present invention, FIG. 8 is a front view, and FIG. 9 is a state where one track side stopper and the vehicle side stopper are in contact with each other. FIG. In the following description, the same components as those shown in the first embodiment are denoted by the same reference numerals, and detailed description thereof is omitted.

  The fall prevention device shown in this embodiment corresponds to the track-side stopper 31 outside the wheel 13 of the vehicle 11 and the track-side stopper 31 laid in parallel with the rail 51 along the outside of the rail 51 of the track 52. The vehicle side stopper 32 provided so that it may be provided.

  The track-side stopper 31 has an abutment surface 31a formed of a plane substantially parallel to the rail surface on the upper surface, and is fixed to the sleepers and roadbed of the track 52 by appropriate fixing means. The track-side stopper 31 can have any lower shape as long as it has a contact surface 31a on the upper surface, and H-shaped steel, groove-shaped steel, hat-shaped steel, Z-shaped steel, rails, etc. can be used. In the same manner as described above, the fastening device 53 can be configured to be fastened together with the rail 51. Similarly to the above, the height of the contact surface 31a is set in a range that does not invade the vehicle limit S, and is set to a height that does not contact various vehicles traveling on the track 52, preferably in a range that does not exceed the building limit. To do.

  The vehicle-side stopper 32 includes a mounting base portion 32a attached and fixed to the lower portion of the axle box support device 20 with a bolt 24 and the like, and a protrusion protruding from the mounting base portion 32a to the vicinity of the contact surface 31a of the track-side stopper 31. The lower surface of the projecting end of the engagement arm 32b is a contact portion 32c that contacts the contact surface 31a when the vehicle 11 is inclined. In the vehicle-side stopper 32 as well, the lower end of the abutting portion 32c is higher than the upper surface of the rail 51, preferably in a range not exceeding the vehicle limit S, so that it does not come into contact with the rail 51 during point driving or the like. Set to.

  As shown in FIG. 8, the mutual positional relationship between the contact surface 31a of the track-side stopper 31 and the contact portion 32c of the vehicle-side stopper 32 is as follows. As shown in FIG. 9, when the vehicle 11 is tilted to the left side in the drawing and the right wheel 13 is lifted from the rail 51 by a predetermined amount as shown in FIG. The contact portion 32c is set so as to contact the contact surface 31a.

  As a result, the rotation center in the tilt direction moves from the contact portion between the wheel 13 and the rail 51 to the contact portion between the contact surface 31a and the contact portion 32c. The center becomes a position away from the vehicle 11, and the vehicle 11 can be prevented from falling. Moreover, when the vehicle 11 derails, the wheel 13 can be guided by the track-side stopper 31 to restrict the lateral movement of the carriage 14.

  Therefore, also in the fall prevention device shown in this embodiment, the same effect as the fall prevention device shown in the first embodiment can be obtained, and the vehicle 11 is caused by earthquakes, gusts, and other various lateral loads. Can be prevented from falling. Moreover, the fall prevention device of the present embodiment has an advantage that the track-side stopper 31 can be installed within the construction limit T and the vehicle-side stopper 32 can be installed within the vehicle limit.

  The contact surface 31a of the track-side stopper 31 does not have to be horizontal, and the protruding direction of the engaging arm 32b is arbitrary, but as shown in the present embodiment, it protrudes downward in the direction away from the rail 51. By doing so, the abutting portion 32c can be arranged at a position away from the rail 51, so that the fall prevention effect can be further improved.

  10 and 11 show a third embodiment of the railway vehicle toppling prevention device of the present invention. FIG. 10 is a front view, and FIG. 11 is a side view of the main part.

  The overturn prevention device shown in the present embodiment is provided with a cylinder 41 that operates in the vertical direction outside the wheel 13 of the vehicle 11, and the cylinder rod 42 of the cylinder 41 is extended to extend the vehicle 11. Try to prevent.

  The cylinder 41 is held by a bracket 44 that is fixed to the lower portion of the axle box support device 20 of the carriage 14 with a bolt 43. When the cylinder 41 is shortened, the entire cylinder 41 including the tip 42a of the cylinder rod 42 is within the range of the vehicle limit S. It is in a state that fits inside. As shown by an imaginary line in FIG. 10, the extension length of the cylinder rod 42 is such that when the cylinder rod 42 is extended, the cylinder rod tip 42a abuts against sleepers, ballasts, slabs, and the like constituting the track 52. Is set.

  Therefore, by extending the cylinder rod 42 when the vehicle is stopped, the rotation center in the vehicle body tilt direction when a large lateral load is applied to the vehicle 11 is from the contact portion between the normal wheel 13 and the rail 51. Since it moves to the portion of the cylinder rod tip 42a, the center of rotation is away from the center of gravity of the vehicle 11, the stability against lateral load is improved, and the vehicle 11 can be prevented from falling.

  As long as the cylinder 41 is attached outside the rail 51, any position of the carriage 14 and the vehicle body 12 can be selected, and the cylinder 41 can be provided at the four corners of the vehicle body 12. By providing the cylinder 41 in the shaft box portion using the box support device 20 or the like, the stroke can be shortened and the strength when the cylinder rod 42 is extended can be improved. Further, the compressed air of the vehicle 11 can be used as the fluid for operating the cylinder 41, and a pneumatic circuit or a hydraulic circuit dedicated to the cylinder 41 may be provided. Furthermore, it is possible to combine the respective fall prevention devices shown in the first and second embodiment examples with the fall prevention device shown in the third embodiment example.

It is a front view which shows the 1st example of a fall prevention apparatus of the railway vehicle of this invention. It is a side view of the principal part similarly. It is a front view which shows the state which one track side stopper and the vehicle side stopper engaged. It is a front view which shows the state of the vehicle body at the time of normal. It is a front view which shows the inclination state of a vehicle body when one track side stopper and a vehicle side stopper engage. It is a front view which shows the inclination state of a vehicle body when the axle box support apparatus of the anti-inclination direction side falls most. It is a front view which shows the inclination state of a vehicle body when the air spring of an inclination direction is punctured. It is a front view which shows the 2nd example of the fall prevention apparatus of the railway vehicle of this invention. It is a front view which shows the state which one track side stopper and the vehicle side stopper contact | abutted. It is a front view which shows the 3rd example of the fall prevention apparatus of the railway vehicle of this invention. It is a side view of the principal part similarly.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 11 ... Railway vehicle, 12 ... Car body, 13 ... Wheel, 14 ... Bogie, 15 ... Bogie frame, 16 ... Air spring, 17 ... Towing device, 18 ... Wheel shaft, 19 ... Shaft box, 20 ... Shaft box support device, 20a ... Axis spring, 21 ... Fall prevention device, 22 ... Track side stopper, 22a ... Base mounting piece, 22b ... Upright piece, 22c ... Engagement piece, 22d ... Reinforcement piece, 23 ... Vehicle side stopper, 23a ... Mounting base, 23b ... engaging arm, 23c ... engaging part, 24 ... bolt, 31 ... track side stopper, 31a ... contact surface, 32 ... vehicle side stopper, 32a ... mounting base, 32b ... engaging arm, 32c ... contact part, 41 ... Cylinder, 42 ... Cylinder rod, 42a ... Cylinder rod tip, 43 ... Bolt, 44 ... Bracket, 51 ... Rail, 52 ... Track, 53 ... Fastening device, S ... Vehicle limit, T ... Building limit

Claims (6)

  An apparatus for preventing a railway vehicle traveling on a track from overturning, comprising: a track-side stopper laid along the rail of the track; and a vehicle-side stopper provided on the railcar, the track-side stopper And the vehicle-side stopper is disposed at a position where the vehicle-side stopper and the track-side stopper are engaged when the wheel is lifted from the rail, respectively.   The track-side stopper includes a base mounting piece fixed to the track, a rising piece that rises from the base mounting piece at a position above the rail upper surface and does not violate the vehicle limit, and an upper end portion of the rising piece. The vehicle-side stopper is attached to the axle box portion of the carriage, and from the attachment base to the vicinity of the engagement piece. An engaging arm projecting higher than the rail upper surface; and an engaging portion bent downward from the projecting end of the engaging arm toward the lower side of the engaging piece. The railroad vehicle overturn prevention device according to claim 1, wherein the railroad vehicle is provided at a position where the upper surface of the engagement portion can be engaged with the upper surface of the engagement portion.   An apparatus for preventing a railroad vehicle traveling on a track from falling, a track-side stopper laid along the rail outside the track, and a vehicle-side stopper provided at a position outside the wheels of the railcar The track-side stopper and the vehicle-side stopper are arranged at positions where the vehicle-side stopper on the tilt direction side contacts the track-side stopper when the vehicle is tilted at a certain angle or more. To prevent rolling over of rolling stock.   The track-side stopper has an abutting surface on an upper surface that does not violate the vehicle limit, and the vehicle-side stopper is fixed to the axle box portion of the carriage, and the contact from the mounting base. A contact arm that protrudes higher than the rail upper surface in the vicinity of the contact surface, and is provided at a position where the contact surface and the contact arm can contact when the vehicle is inclined. The fall prevention device for a railway vehicle according to claim 3.   A device for preventing a railway vehicle that has stopped on a track from tipping over, wherein the cylinder rod tip is within the vehicle limit when shortened, and the cylinder rod tip contacts the track when extended, at a position outside the wheel of the railway vehicle. An apparatus for preventing a railway vehicle from falling over.   6. The apparatus for preventing overturning of a railway vehicle according to claim 5, wherein the cylinder is provided in a shaft box portion of the carriage.

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