JP2019172234A - Fall prevention structure of vehicle - Google Patents

Abstract

To provide a fall prevention structure of a vehicle capable of reducing an influence on an appearance of a forefront part of a leading vehicle without hindering airflow flowing to a side surface from a front surface of the leading vehicle.SOLUTION: A fall prevention structure 5 prevents a passenger from falling into a gap between vehicles. A leading vehicle 2A can connect a forefront part of the leading vehicle 2A with the other vehicle. A fall prevention part 6 prevents a passenger from falling into a gap between the other vehicle connected to the leading vehicle 2A and the leading vehicle 2A. A plurality of fall prevention parts 6 are arranged with intervals in a height direction of a vehicle body end surface 3a of the leading vehicle 2A. The fall prevention part 6 is an axial member and a length direction of the axial member is disposed toward a traveling direction of the leading vehicle 2A. A shock mitigating part 6b mitigates the shock acting on an object when the object collides with a tip part of the fall prevention part 6.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a vehicle fall prevention structure for preventing passengers from falling into a gap between vehicles.

  In rail vehicles, in order to prevent passengers traveling by rail (hereinafter referred to as passengers) from falling into the gaps between the vehicles from the station landing platform, a fall prevention jar is attached to the end of the vehicle. Yes. Such fall-prevention tips are used to prevent the fall of passengers and crew members passing between vehicles and to protect them from wind and rain. It is a kind and is formed in the shape of a flexible and deformable mortar or fence.

  As shown in FIG. 43, the conventional vehicle fall prevention structure 105 is attached to the end face 102a of one intermediate vehicle 102A and the end face 102a of the other intermediate vehicle 102B connected to the intermediate vehicle 102A. And a rubber thorn 102b made of a sheet-like elastic body with a predetermined width bent into a U-shape (see, for example, Patent Document 1). In such a conventional fall-preventing structure 105, the rubber dust 102b prevents the passenger from falling from the landing in the gap between the one intermediate vehicle 102A and the other intermediate vehicle 102B.

Japanese Utility Model Publication No. 05-094047

  In the conventional vehicle fall-preventing structure 105, a plate-shaped rubber dust 102b is provided on the end face 102a of the intermediate vehicles 102A and 102B that do not have a driver's cab. Therefore, in the conventional vehicle fall prevention structure 105, when the intermediate vehicles 102A and 102B are connected to each other, the gap between the end surface 102a of the intermediate vehicle 102A and the end surface 102a of the intermediate vehicle 102B is blocked by the rubber drum 102b. Therefore, the rubber dust 102b has little influence on the overall appearance of the vehicle. In a railway vehicle, there are cases where leading vehicles having cabs are connected to each other, or intermediate vehicles 102A and 102B are connected to the leading vehicle. In this case, in the conventional vehicle fall prevention structure 105, if the rubber dust 102b is attached to the end face of the leading vehicle having the driver's cab, the appearance of the leading portion of the leading vehicle is impaired, and the appearance of the leading portion is affected. There is a problem that will affect. Further, in the conventional vehicle fall prevention structure 105, when the rubber dust 102b is attached to the front face of the leading vehicle, there is a problem that air resistance increases or aerodynamic noise is generated depending on the shape of the leading portion of the leading vehicle. is there.

  The subject of this invention is providing the fall prevention structure of the vehicle which can reduce the influence which it has on the external appearance of the head part of a head vehicle, without preventing the airflow which flows from the front surface of a head vehicle to a side surface.

The present invention solves the above-mentioned problems by the solving means described below.
In addition, although the code | symbol corresponding to embodiment of this invention is attached | subjected and demonstrated, it is not limited to this embodiment.
As shown in FIGS. 1 to 3, 8, 9, 13, 18, 23, 27, 32, and 38 to 40, the invention of claim 1 The vehicle is a fall prevention structure for preventing the vehicle from falling, and the vehicle is a leading vehicle (2A) capable of connecting another vehicle to the leading portion of the vehicle, and the leading vehicle is connected to the leading vehicle. In the gap between the other vehicle (2A, 2B) to be connected and the leading vehicle, a falling preventing portion (6) for preventing the passenger from falling is provided, and the falling preventing portion is the leading vehicle. A vehicle fall prevention structure (5), wherein a plurality of the front surfaces of the vehicle are arranged at intervals in the height direction (Z).

  According to a second aspect of the present invention, in the vehicle fall prevention structure according to the first aspect, as shown in FIGS. 1 to 7 and FIGS. 11 to 42, the fall prevention portion is provided at a tip portion of the fall prevention portion. A vehicle fall prevention structure comprising an impact relaxation portion (6b) for relaxing an impact acting on an object when the object collides.

  According to a third aspect of the present invention, in the vehicle fall prevention structure according to the second aspect, as shown in FIGS. 23 to 37, the impact relaxation portion is adjacent in the height direction of the front surface (3a) of the leading vehicle. A vehicle fall prevention structure characterized in that a tip end portion of an upper fall prevention portion connected to a tip end portion of a lower fall prevention portion is connected.

  According to a fourth aspect of the present invention, in the vehicle fall prevention structure according to the third aspect, as shown in FIGS. 23 to 36, the impact relaxation portion includes a tip portion of the upper fall prevention portion and a lower fall prevention portion. A vehicle fall prevention structure characterized in that the vehicle is a bending member that is bent from the tip portion so as to be connected to the tip portion.

  According to a fifth aspect of the present invention, in the vehicle fall prevention structure according to the third aspect, as shown in FIG. 37, the impact relaxation portion includes a tip end portion of the upper fall prevention portion and a tip portion of the lower fall prevention portion. A vehicle fall-preventing structure characterized by being a covering member that covers these tip portions so as to be connected to each other.

  A sixth aspect of the present invention is the vehicle fall prevention structure according to any one of the first to fifth aspects, wherein FIG. 1, FIG. 2, FIG. 13, FIG. 18, FIG. 23, FIG. As shown in FIGS. 38 and 39, the fall prevention portion is a vehicle fall prevention structure characterized in that it is arranged in the height direction of the front right side and the front left side of the leading vehicle.

  A seventh aspect of the present invention is the vehicle fall prevention structure according to any one of the first to sixth aspects of the present invention, wherein FIGS. 1 to 6, 11, 23, 37 (A) and 37 (D). As shown in FIGS. 38 to 42, when the fall prevention portion is a shaft-like member, the fall prevention portion faces the length direction of the shaft-like member in the traveling direction (X) of the leading vehicle. The vehicle fall prevention structure is characterized by being arranged.

  The invention according to claim 8 is the vehicle fall prevention structure according to any one of claims 1 to 6, wherein FIG. 13, FIG. 14, FIG. 16, FIG. 17, FIG. (B) (E) When the fall prevention portion is a plate-like member, the fall prevention portion has a thickness direction of the plate-like member with the length direction of the plate-like member directed in the traveling direction of the leading vehicle. A vehicle fall prevention structure characterized in that the direction is arranged in the height direction (Z) of the leading vehicle.

  A ninth aspect of the present invention is the vehicle fall prevention structure according to any one of the first to sixth aspects, wherein FIGS. 18 to 22, FIGS. 32 to 36 and FIGS. As shown in FIG. 4, when the fall prevention portion is a plate-like member, the fall prevention portion has a length direction of the plate-like member directed to a traveling direction of the leading vehicle, and a width direction of the plate-like member is set. The vehicle fall prevention structure is arranged in the height direction (Z) of the leading vehicle.

  According to a tenth aspect of the present invention, in the vehicle fall prevention structure according to any one of the first to eighth aspects, as shown in FIGS. 38 to 42, the leading vehicle is a front surface of the leading vehicle. A vehicle comprising a separation restraining part (9) for restraining separation of the airflow from the leading vehicle by guiding the airflow (F) toward (3a) to the side surfaces (3b, 3c) of the leading vehicle. This is a fall prevention structure.

  According to an eleventh aspect of the present invention, in the vehicle fall prevention structure according to the tenth aspect, the separation suppressing portion guides the airflow to a gap (Δ) between a front surface of the leading vehicle and the fall prevention portion. A vehicle fall prevention structure including a fin portion (10).

  According to the present invention, it is possible to reduce the influence on the appearance of the leading portion of the leading vehicle without hindering the airflow flowing from the front surface to the side surface of the leading vehicle.

1 is a perspective view schematically showing a vehicle including a vehicle fall prevention structure according to a first embodiment of the present invention. 1 is a front view schematically showing a vehicle including a vehicle fall prevention structure according to a first embodiment of the present invention. 1 is a longitudinal sectional view schematically showing a vehicle including a vehicle fall prevention structure according to a first embodiment of the present invention. It is sectional drawing which shows the state cut | disconnected by the IV-IV line of FIG. It is sectional drawing which expands and shows the V section of FIG. 1 is a perspective view schematically showing an appearance of a fall prevention portion of a vehicle fall prevention structure according to a first embodiment of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS It is an external view which shows roughly the fall prevention part of the fall prevention structure of the vehicle which concerns on 1st Embodiment of this invention, (A) is a top view, (B) is a side view, (C) is It is a front view, (D) is sectional drawing which shows the state cut | disconnected by the VII-VIID line of (B). BRIEF DESCRIPTION OF THE DRAWINGS It is a side view which shows typically the division | segmentation merged state of leading vehicles provided with the fall prevention structure of the vehicle which concerns on 1st Embodiment of this invention, (A) is a side view at the time of connecting leading vehicles, (B) is a side view when leading vehicles are divided. BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a side view schematically showing an increased and reduced state between a leading vehicle and an intermediate vehicle having a vehicle fall prevention structure according to the first embodiment of the present invention, where (A) is a case where an intermediate vehicle is added to the leading vehicle. (B) is a side view when the intermediate vehicle is disconnected from the leading vehicle. BRIEF DESCRIPTION OF THE DRAWINGS It is a top view which shows typically the state by which leading vehicles provided with the vehicle fall prevention structure which concerns on 1st Embodiment of this invention were connected, (A) is a top view which shows the state which moves a straight area. (B) is a top view which shows the state which moves a curve area. It is a perspective view which shows roughly the external appearance of the fall prevention part of the fall prevention structure of the vehicle which concerns on 2nd Embodiment of this invention. It is an external view of the fall prevention part of the fall prevention structure of the vehicle which concerns on 2nd Embodiment of this invention, (A) is a top view, (B) is a side view, (C) is a front view. (D) is sectional drawing which shows the state cut | disconnected by the XII-XIID line | wire of (B). It is a perspective view which shows roughly the vehicle provided with the fall prevention structure of the vehicle which concerns on 3rd Embodiment of this invention. It is a perspective view which shows roughly the external appearance of the fall prevention part of the fall prevention structure of the vehicle which concerns on 3rd Embodiment of this invention. It is an external view of the fall prevention part of the fall prevention structure of the vehicle which concerns on 3rd Embodiment of this invention, (A) is a top view, (B) is a side view, (C) is a front view. (D) is sectional drawing which shows the state cut | disconnected by the XV-XVD line | wire of (B). It is a perspective view which shows roughly the external appearance of the fall prevention part of the fall prevention structure of the vehicle which concerns on 4th Embodiment of this invention. It is an external view of the fall prevention part of the fall prevention structure of the vehicle which concerns on 4th Embodiment of this invention, (A) is a top view, (B) is a side view, (C) is a front view. (D) is sectional drawing which shows the state cut | disconnected by the XVII-XVIID line | wire of (B). It is a perspective view which shows roughly the vehicle provided with the fall prevention structure of the vehicle which concerns on 5th Embodiment of this invention. It is a perspective view which shows roughly the external appearance of the fall prevention part of the fall prevention structure of the vehicle which concerns on 5th Embodiment of this invention. It is an external view of the fall prevention part of the fall prevention structure of the vehicle which concerns on 5th Embodiment of this invention, (A) is a top view, (B) is a side view, (C) is a front view. (D) is sectional drawing which shows the state cut | disconnected by the XX-XXD line | wire of (B). It is a perspective view which shows roughly the external appearance of the fall prevention part of the fall prevention structure of the vehicle which concerns on 6th Embodiment of this invention. It is an external view of the fall prevention part of the fall prevention structure of the vehicle which concerns on 6th Embodiment of this invention, (A) is a top view, (B) is a side view, (C) is a front view. (D) is sectional drawing which shows the state cut | disconnected by the XXII-XXIID line of (B). It is a perspective view which shows roughly the vehicle provided with the fall prevention structure of the vehicle which concerns on 7th Embodiment of this invention. It is a perspective view which shows roughly the external appearance of the fall prevention part of the fall prevention structure of the vehicle which concerns on 7th Embodiment of this invention. It is an external view of the fall prevention part of the fall prevention structure of the vehicle which concerns on 7th Embodiment of this invention, (A) is a top view, (B) is a side view, (C) is a front view. (D) is sectional drawing which shows the state cut | disconnected by the XXV-XXVD line | wire of (B). It is an external view of the fall prevention part of the fall prevention structure of the vehicle which concerns on 8th Embodiment of this invention, (A) is a top view, (B) is a side view, (C) is a front view. (D) is sectional drawing which shows the state cut | disconnected by the XXVI-XXVID line | wire of (B). It is a perspective view which shows roughly the vehicle provided with the fall prevention structure of the vehicle which concerns on 9th Embodiment of this invention. It is a perspective view which shows roughly the external appearance of the fall prevention part of the fall prevention structure of the vehicle which concerns on 9th Embodiment of this invention. It is an external view of the fall prevention part of the fall prevention structure of the vehicle which concerns on 9th Embodiment of this invention, (A) is a top view, (B) is a side view, (C) is a front view. (D) is sectional drawing which shows the state cut | disconnected by the XXIX-XXIXD line | wire of (B). It is a perspective view which shows roughly the external appearance of the fall prevention part of the fall prevention structure of the vehicle which concerns on 10th Embodiment of this invention. It is an external view of the fall prevention part of the fall prevention structure of the vehicle which concerns on 10th Embodiment of this invention, (A) is a top view, (B) is a side view, (C) is a front view. (D) is sectional drawing which shows the state cut | disconnected by the XXXI-XXXID line | wire of (B). It is a perspective view which shows roughly the vehicle provided with the fall prevention structure of the vehicle which concerns on 11th Embodiment of this invention. It is a perspective view which shows roughly the external appearance of the fall prevention part of the fall prevention structure of the vehicle which concerns on 11th Embodiment of this invention. It is an external view of the fall prevention part of the fall prevention structure of the vehicle which concerns on 11th Embodiment of this invention, (A) is a top view, (B) is a side view, (C) is a front view (D) is sectional drawing which shows the state cut | disconnected by the XXXIV-XXXIVD line | wire of (B). It is a perspective view which shows roughly the external appearance of the fall prevention part of the fall prevention structure of the vehicle which concerns on 12th Embodiment of this invention. It is an external view of the fall prevention part of the fall prevention structure of the vehicle which concerns on 12th Embodiment of this invention, (A) is a top view, (B) is a side view, (C) is a front view. (D) is sectional drawing which shows the state cut | disconnected by the XXXVI-XXXVID line | wire of (B). It is a perspective view which shows roughly the external appearance of the fall prevention part of the fall prevention structure of the vehicle which concerns on 13th Embodiment of this invention, (A) is a perspective view when the main-body part of a fall prevention part is a shaft-shaped member. (B) and (C) are perspective views when the main body portion of the fall prevention portion is a plate-like member, and (D) to (F) are longitudinal sectional views of (A) to (C). . It is a perspective view which shows roughly the vehicle provided with the fall prevention structure of the vehicle which concerns on 14th Embodiment of this invention. It is a front view which shows roughly the vehicle provided with the fall prevention structure of the vehicle which concerns on 14th Embodiment of this invention. It is a longitudinal cross-sectional view which shows roughly the vehicle provided with the fall prevention structure of the vehicle which concerns on 14th Embodiment of this invention. It is sectional drawing which shows the state cut | disconnected by the XLI-XLI line | wire of FIG. It is sectional drawing which expands and shows the XLII part of FIG. It is a perspective view which shows schematically the conventional vehicle fall prevention structure.

(First embodiment)
Hereinafter, a first embodiment of the present invention will be described in detail with reference to the drawings.
The track 1 shown in FIGS. 1 to 4 is a path (track) on which the leading vehicle 2A travels. The track 1 includes a pair of rails 1a for guiding the wheels 4a of the leading vehicle 2A shown in FIGS. The leading vehicle 2 </ b> A is a moving body that travels along the track 1. The leading vehicle 2A is, for example, a railway vehicle such as a train, a train, or a locomotive. The leading vehicle 2A includes a vehicle body 3 shown in FIGS. 1 to 4, a carriage 4 shown in FIG. 3, a fall prevention structure 5 shown in FIGS. The leading vehicle 2A has a fall prevention function for preventing a passenger from falling from a landing such as a station platform (passenger platform), and an air resistance reduction function for reducing the air resistance generated by the airflow F. The leading vehicle 2A shown in FIGS. 1 to 4 is a vehicle capable of connecting another vehicle to the leading portion of the leading vehicle 2A, as shown in FIGS. Room). The leading vehicle 2A is, for example, a control vehicle that can perform train operation control and has no prime mover, a control electric vehicle that can perform train operation control and has a prime mover, or a control internal combustion vehicle.

  The vehicle body 3 shown in FIGS. 1 to 4 is a structure for loading and transporting passengers. The vehicle body 3 includes a vehicle body end surface (vehicle body front surface) 3a shown in FIGS. 1 to 4, vehicle body side surfaces 3b and 3c shown in FIGS. 1, 2, 4, and 6, and a vehicle body upper surface 3d shown in FIGS. And a vehicle body bottom surface 3e shown in FIG. 1 and FIG. The vehicle body end surface 3a shown in FIGS. 1 to 4 is an outer plate (wife plate) that constitutes the wife's stance (front structure) of the leading vehicle 2A, and is the leading portion of the leading vehicle 2A. The vehicle body end surface 3a has, for example, a face plate formed in a flat surface or a curved surface, and a chamfered or rounded portion formed at a connection portion between the vehicle body side surfaces 3b and 3c and the vehicle body upper surface 3d, and a side edge portion of the vehicle body end surface 3a and The shape is similar to a streamline with the upper edge portion retracted backward. The vehicle body end surface 3a includes a wife entrance 3f that is used when passengers and crew members move between the front and rear vehicles when the leading vehicle 2A is connected during formation, and the front of the cab for the crew members to look forward. The front window (front glass) 3g etc. which were formed in are provided. The vehicle body side surfaces 3b and 3c shown in FIGS. 1, 2, 4 and 6 are outer plates (side plates) constituting the side stance (side structure) of the leading vehicle 2A. As shown in FIG. And a side window 3i used when a crew member gets on and off. A vehicle body upper surface 3d shown in FIGS. 1 to 3 is an outer plate (roof plate) that constitutes a roof structure (roof structure) of the leading vehicle 2A, and an on-roof device such as an air conditioner for air-conditioning the vehicle interior. Is installed. A vehicle body bottom surface 3e shown in FIGS. 1 and 3 is an outer plate constituting a floor structure (floor structure) of the leading vehicle 2A, and a traveling device such as a carriage 4 is installed. A cart 4 shown in FIG. 3 is a traveling device (running device) that supports the vehicle body 3 and travels on the track 1. The carriage 4 includes wheels 4a that are in rolling contact with the rail 1a.

  The fall prevention structure 5 shown in FIGS. 1-6 is a structure which prevents that a passenger falls in the clearance gap between vehicles. The fall prevention structure 5 is used when the leading vehicles 2A are connected to each other as shown in FIG. 8 (A) or when the leading vehicle 2A and the intermediate vehicle 2B are connected as shown in FIG. 9 (A). Passengers are prevented from entering the gaps between them, and passengers are prevented from falling onto the track 1 from the station landing. The fall prevention structure 5 is not a structure in which a conventional fall prevention structure 105 as shown in FIG. 43 is arranged on the end face 102a opposite to the driver's cab side of the leading vehicle 2A, but a wife on the cab side of the leading vehicle 2A. Arranged on the surface. The fall prevention structure 5 is disposed below both edge portions of the vehicle body end surface 3a so as not to obstruct the field of view of the crew in the leading vehicle 2A, and is disposed so as to protrude from the vehicle body end surface 3a. The fall prevention structure 5 includes a fall prevention portion 6 shown in FIGS. 1 to 7, a mounting portion 7 shown in FIGS.

  The fall prevention unit 6 shown in FIGS. 1 to 7 is a part that prevents a passenger from falling into a gap between the other vehicle connected to the leading vehicle 2A and the leading vehicle 2A. As shown in FIG. 10 (A), the fall prevention unit 6 is configured so that passengers can pass between the fall prevention unit 6 on the one leading vehicle 2A side and the fall prevention unit 6 on the other leading vehicle 2A side when passing through the straight section. A slight gap that does not fall is formed. On the other hand, as shown in FIG. 10 (B), the fall prevention unit 6 includes a fall prevention unit 6 on one leading vehicle 2A side and a fall prevention unit 6 on the other leading vehicle 2A side when passing through a branching device or a curved section. Deflection when in contact. The fall prevention unit 6 applies an elastic force (repulsive force) to the passenger so that the passenger leaves the gap between the vehicles when the passenger collides with the fall prevention unit 6. The fall prevention unit 6 is a shaft-like member as shown in FIGS. 1 and 3 to 6, and the length direction of this shaft-like member is set to the length of the leading vehicle 2 </ b> A as shown in FIGS. 1, 3, and 4. It is arranged in the direction of travel. As shown in FIGS. 1 to 4, the fall prevention unit 6 protrudes by a predetermined protrusion amount in the length direction (front-rear direction (X-axis direction)) of the leading vehicle 2A, and the width direction (left and right) of the leading vehicle 2A. Direction (Y-axis direction)) and a height direction (vertical direction (Z-axis direction)) of the leading vehicle 2A. As shown in FIGS. 1 to 3, a plurality of fall prevention units 6 are arranged at intervals in the height direction of the vehicle body end surface 3 a of the leading vehicle 2 </ b> A. The fall prevention part 6 is arranged at an interval enough to prevent a passenger from falling between the fall prevention parts 6 adjacent in the height direction. As shown in FIGS. 1 and 2, the fall prevention units 6 are arranged in the height direction on the right and left sides of the vehicle body end surface 3a of the leading vehicle 2A (for example, three at regular intervals). The fall prevention unit 6 is disposed within a vehicle limit range that is the upper, lower, left, and right limits that the outline of the cross-sectional shape of the leading vehicle 2A should not exceed when the leading vehicle 2A stops on a straight or curved track. Has been. As shown in FIG. 4, the fall prevention portion 6 has the vehicle body side surfaces 3 b and 3 c of the leading vehicle 2 </ b> A and the outer edge portion of the fall prevention portion 6 coincide with each other, or the fall prevention portion 6 has a lower position than the vehicle body side surfaces 3 b and 3 c. The outer edge is arranged slightly inside or outside.

As shown in FIGS. 1 to 3, the fall prevention portion 6 protrudes from the vehicle body end surface 3 a of the leading vehicle 2 </ b> A at an interval along the lower side edge portions on both sides of the vehicle body end surface 3 a of the leading vehicle 2 </ b> A. As shown in FIG. 4, the center line L ₁ of the fall prevention portion 6 extends substantially parallel to the center line L ₀ of the leading vehicle 2A. The fall prevention part 6 is detachably fixed to the mounting part 7 by a fixing member such as a bolt or a screw. The fall prevention unit 6 is attached to the mounting unit 7 by sliding the fall prevention unit 6 from the upper side to the lower side with respect to the mounting unit 7, and the fall prevention unit 6 from the lower side to the upper side with respect to the mounting unit 7. It is removed from the mounting part 7 by sliding the part 6. The fall prevention portion 6 includes a main body portion 6a shown in FIGS. 1 to 7, an impact relaxation portion 6b, joint portions 6c and 6d shown in FIGS. 5 and 7, an attachment portion 6e, and the like.

  The main body 6a shown in FIGS. 1 to 7 is a part constituting the main body of the fall prevention unit 6. As shown in FIGS. 4 and 5, the main body 6a has a substantially square cross-sectional shape when cut along a horizontal plane, and a substantially circular cross-sectional shape when cut along a vertical surface as shown in FIG. 7D. It is. The main body 6a is, for example, an elastic body such as rubber or synthetic resin, a metal such as aluminum, or a combination thereof. The main body portion 6a is a cylindrical member in which a part or all of the main body portion 6a is flexible, and has a higher rigidity on the base side than the front end side of the main body portion 6a. The base part side is formed with a lower rigidity, or the entire body part 6a is formed with a lower rigidity.

  The impact mitigating portion 6b is a portion that mitigates the impact acting on the object when the object collides with the tip of the fall preventing portion 6. The impact relaxation portion 6b is connected to the distal end portion of the main body portion 6a, and as shown in FIG. 5, the cross-sectional shape when cut along a horizontal plane is substantially semicircular, as shown in FIG. The cross-sectional shape when cut along the vertical plane is substantially circular like the main body 6a. The impact relaxation portion 6b constitutes the tip portion of the fall prevention portion 6, and is rounded to prevent damage when the impact relaxation portions 6b come into contact with each other. For example, when the passenger collides, the shock relaxation unit 6b relieves the shock that acts on the passenger and also the shock that acts on the fall prevention unit 6. The impact relaxation portion 6b is smoothly connected to the outer peripheral surface of the main body portion 6a so that no step is formed between the shock relaxation portion 6b and the outer peripheral surface of the main body portion 6a. The impact relaxation portion 6b is an elastic body such as a rubber or a synthetic resin that has a lower rigidity than the main body portion 6a and is flexible. The impact relaxation portion 6b is a flexible hollow member, for example.

  The joint 6c shown in FIGS. 5 and 7 is a part to be joined to the joint 6d on the impact relaxation part 6b side, and the joint 6d is a part to be joined to the joint 6c on the main body part 6a side. The joint portions 6c and 6d join the main body portion 6a and the impact relaxation portion 6b so that no stepped portion is formed between them. The joint portions 6c and 6d detachably join the main body portion 6a and the impact relaxation portion 6b so that the impact relaxation portion 6b can be replaced when the impact relaxation portion 6b is damaged. The attachment portion 6 e is a portion for attaching the fall prevention portion 6 to the mounting portion 7. As shown in FIG. 5, the attachment portion 6e is a concavo-convex portion formed at the rear end (base) of the main body portion 6a of the fall prevention portion 6, and is detachably fitted to the attachment portion 7a on the attachment portion 7 side. To do.

  The mounting portion 7 shown in FIGS. 5 and 7 is a portion that detachably mounts the fall prevention portion 6 to the vehicle body end surface 3a of the leading vehicle 2A. The mounting portion 7 attaches the fall prevention portion 6 to the vehicle body end surface 3a of the leading vehicle 2A while holding the fall prevention portion 6. The mounting portion 7 functions as a support structure that supports the fall prevention portion 6. The mounting portion 7 is detachably fixed to the vehicle body end surface 3a of the leading vehicle 2A by a fixing member such as a bolt or a screw. The mounting portion 7 is smoothly connected to the outer peripheral surface of the fall preventing portion 6 so that no step is formed between the mounting portion 7 and the outer peripheral surface of the fall preventing portion 6. The mounting portion 7 is smoothly connected to the vehicle body end surface 3a and the vehicle body side surfaces 3b, 3c so that no step is formed between the vehicle body end surface 3a and the vehicle body side surfaces 3b, 3c. As shown in FIG. 5, the mounting portion 7 includes mounting portions 7a and 7b, an inner surface 7c, an outer surface 7d, and the like.

  An attachment portion 7 a shown in FIG. 5 is a portion for attaching the fall prevention portion 6 to the mounting portion 7. The attachment portion 7 a is a groove formed in a concave shape at the distal end portion of the mounting portion 7, and is formed along the height direction of the mounting portion 7. The attachment portion 7a is fitted to the uneven portion of the attachment portion 6e on the fall prevention portion 6 side, and guides the fall prevention portion 6 so as to be movable in the vertical direction when the fall prevention portion 6 is attached or detached. The attachment portion 7b is a portion for attaching the attachment portion 7 to the vehicle body end surface 3a of the leading vehicle 2A. The attachment portion 7 b is formed in a flat surface at the rear end portion of the mounting portion 7 and is formed along the height direction of the mounting portion 7. The inner surface 7 c is a part constituting the inner side surface of the mounting portion 7. The outer surface 7 d is a part that constitutes the outer side surface of the mounting portion 7.

Next, the operation of the vehicle fall prevention structure according to the first embodiment of the present invention will be described.
(Fall prevention function)
Trains T ₁ and T ₂ shown in FIG. 8 and FIG. 9 are vehicles configured for the purpose of driving track 1. Trains T ₁ and T ₂ are, for example, passenger trains designed to transport passengers. The train T ₁ shown in FIG. 8 is formed by two trains T ₁₁ and T ₁₂ having different terminal stations or starting stations. The train T ₂ shown in FIG. 9 is organized by two trains T ₂₁ and T ₂₂ having different end stations. The leading vehicle 2A has a cab (crew room) that controls the trains T ₁ and T ₂ and is connected to the head or tail during formation of the trains T ₁₁ , T ₁₂ , T ₂₁ , and T _22. It is. The intermediate vehicle 2B is not provided with a driver's cab (crew room) for controlling the operation of the trains T ₁ and T ₂ and is connected between the leading and trailing leading vehicles 2A, and the trains T ₁ and T ₂ are being organized. In the middle of the vehicle.

The railway vehicle, as shown in FIG. 8, when operating the train T ₁ to the terminus from the starting station, different starting station of the train T _11, T ₁₂ or between different terminal station of the train T _11, T ₁₂ between There are multi-story trains that operate while splitting and merging. For example, as shown in FIG. 8A, such a multi-layer train is formed by combining a plurality of trains T ₁₁ and T ₁₂ having the same starting station but different terminal stations as one train T _1. Then, as shown in FIG. 8 (B), the trains T ₁₁ and T ₁₂ having different terminal stations are divided at the middle station and operated to the terminal station. In addition, for example, as shown in FIG. 8B, such a multi-layer train has a plurality of trains T ₁₁ and T ₁₂ having the same terminal station but different starting stations, and one train T ₁ at the middle station. As shown in FIG. 8 (A), the train T ₁ is driven to the terminal station. In such a through coach, as shown in FIG. 8 (A), are connected in a state where the leading vehicle 2A is facing each other of the lead vehicle 2A and trains T ₂ side of the train T ₁ side one of the train T ₁ It is operated as.

On the other hand, as shown in FIG. 9, the railroad vehicle is subjected to an increase / decrease for adding / disassembling the train while operating the train T ₂ . In such reinforcement, for example, as shown in FIG. 9 (A), train T ₂₂ is merged with train T ₂₁ to form one train T ₂ , and as shown in FIG. At the station, the train T ₂₂ is disconnected (disconnected) from the train T ₂ to form the train T ₂₁ , and this train T ₂₁ is operated to the terminal station. Further, in such increased resolution imaging, for example, as shown in FIG. 9 (B), organized and merged with hematopoiesis train T ₂₂ on the way the station is the train T ₂₁ as one of the train T _2, FIG. It is driving the train T ₂ to the terminus as shown in 9 (a). In such increasing solution formation, Figure 9 (A), the coupled in a state where the intermediate vehicle 2B of the leading vehicle 2A and trains T ₂ side of the train T ₁ side is facing each other one of the train T ₂ It is operated as.

  In the conventional railway vehicle, as shown in FIG. 43, when the intermediate vehicles 102A and 102B are connected to each other, the gap between the connecting portions of the intermediate vehicles 102A and 102B is closed by the fall prevention structure 105, and the passenger falls from the landing area. Is prevented. However, in conventional railway vehicles, the leading vehicle does not include a fall prevention unit. Therefore, when the leading vehicles are connected to each other, or when the intermediate vehicle and the leading vehicle are connected, the connecting portions or leading vehicles of the leading vehicles are connected. A gap is formed at the connection between the vehicle and the intermediate vehicle.

  As shown in FIG. 8 and FIG. 9, since the fall prevention unit 6 exists at the head of the leading vehicle 2A, as shown in FIG. 8 (A), when the leading vehicles 2A of the multi-layer train are connected to each other, The fall prevention portion 6 closes the gap between the connecting portions of the leading vehicles 2A. As a result, the fall preventing unit 6 prevents the passenger from falling from the landing area in the gap between the connecting parts of the leading vehicles 2A. Further, as shown in FIG. 9A, even when the train is reinforced, when the leading vehicle 2A and the intermediate vehicle 2B are connected, the gap in the connecting portion between the leading vehicle 2A and the intermediate vehicle 2B Is prevented by the fall prevention unit 6. As a result, the fall prevention unit 6 prevents the passenger from falling from the landing area in the gap between the connecting parts of the leading vehicle 2A and the intermediate vehicle 2B.

  As shown in FIG. 10A, when these leading vehicles 2A travel in a straight section in a state where the leading vehicles 2A are connected to each other, the fall prevention portion 6 closes the gap between the connecting portions of the leading vehicles 2A. On the other hand, as shown in FIG. 10B, when the leading vehicle 2A enters the curved section from the straight section, the corners of the leading vehicle 2A outside the track 1 (on the outer track side) are separated from each other and the leading vehicle 2A is separated. The gap between the connecting portions of the leading vehicles 2A becomes wider, the corners of the leading vehicle 2A on the inner side (inner track side) of the track 1 approach each other, and the gap between the connecting portions of the leading vehicles 2A becomes narrower. As shown in FIG. 10 (B), even if the leading vehicle 2A passes through the curved section, the falling prevention unit 6 on the one leading vehicle 2A side and the falling prevention unit 6 on the other leading vehicle 2A side contact each other. Both the fall prevention parts 6 bend, and both the impact relaxation parts 6b moderate the impact, so that the fall prevention parts 6 are not damaged. Similarly, even if the impact mitigation portion 6b of the fall prevention portion 6 on the one leading vehicle 2A side and the impact relief portion 6b of the fall prevention portion 6 on the other leading vehicle 2A side contact, Since it bends, the impact relaxation part 6b is not damaged. When a passenger collides with the fall prevention portion 6 of the leading vehicle 2A shown in FIGS. 8 and 9, the impact relaxation portion 6b is elastically deformed to reduce the impact acting on the passenger, and the impact acting on the fall prevention portion 6 Is also eased.

(Air resistance reduction function)
When the leading vehicle 2A including the fall prevention unit 6 illustrated in FIGS. 1 to 4 travels in the X-axis direction, the airflow F toward the vehicle body end surface 3a of the leading vehicle 2A collides with the vehicle body end surface 3a. For this reason, as shown in FIG. 6, when the air flow F colliding with the vehicle body end surface 3a passes between the upper fall prevention portion 6 and the lower fall prevention portion 6, this air flow F is applied to the vehicle body side surfaces 3b and 3c. Flowing along. As a result, the airflow F flowing from the vehicle body end surface 3a of the leading vehicle 2A toward the vehicle body side surfaces 3b and 3c is not obstructed by the falling prevention portion 6, and the drag acting on the falling prevention portion 6 is reduced and the leading vehicle 2A is reduced. The acting air resistance is reduced.

The vehicle fall prevention structure according to the first embodiment of the present invention has the following effects.
(1) In the first embodiment, the leading vehicle 2A is a vehicle capable of connecting another vehicle to the leading portion of the leading vehicle 2A. The other vehicle connected to the leading vehicle 2A and the leading vehicle 2A The fall prevention part 6 which prevents that a passenger falls is provided in the clearance gap between. In the first embodiment, a plurality of fall prevention portions 6 are arranged at intervals in the height direction of the vehicle body end surface 3a of the leading vehicle 2A. For this reason, it is possible to change the shape of the fall prevention unit 6 while ensuring the fall prevention function, thereby reducing the size of the fall prevention unit 6 and preventing the appearance of the leading vehicle 2A from being damaged, and preventing the fall. The influence which the part 6 has on the design of the leading vehicle 2A can be greatly reduced. In addition, since the airflow F colliding with the vehicle body end surface 3a passes between the upper fall prevention unit 6 and the lower fall prevention unit 6, the drag acting on the fall prevention unit 6 is reduced, and acts on the leading vehicle 2A. Air resistance can be greatly reduced.

(2) In the first embodiment, when the object collides with the tip of the fall prevention unit 6, the fall prevention unit 6 includes an impact relaxation unit 6b that reduces the impact acting on the object. For this reason, for example, when a passenger who has fallen to the track 1 from the landing area collides with the tip of the fall prevention unit 6, the passenger may be injured or the fall prevention unit 6 may be damaged by the impact at the time of the collision. Can be prevented. Moreover, when the fall prevention parts 6 collide with each other when passing a sharp curve or a turnout, it is possible to prevent the fall prevention part 6 from being damaged by an impact at the time of the collision.

(3) In the first embodiment, the fall prevention portions 6 are disposed in the right and left height directions of the vehicle body end surface 3a of the leading vehicle 2A. For this reason, the visual resistance of the fall prevention part 6 can be reduced, and it is possible to prevent a great influence on the design of the leading part of the leading vehicle 2A. Moreover, the weight of the whole fall prevention part 6 can be reduced, and the fall prevention part 6 can be attached to the vehicle body end surface 3a with a simple structure. Furthermore, since the air resistance acting on the fall prevention part 6 is reduced, it is not necessary to firmly attach the fall prevention part 6 to the vehicle body end surface 3a, and the support structure of the fall prevention part 6 can be simplified.

(4) In the first embodiment, when the fall prevention portion 6 is a shaft-like member, the fall prevention portion 6 is arranged with the length direction of the shaft-like member directed in the traveling direction of the leading vehicle 2A. Yes. For this reason, when the leading vehicles 2A are connected to each other, or when the leading vehicle 2A and the intermediate vehicle 2B are connected, it is possible to prevent the fall prevention unit 6 from preventing passengers from falling between the vehicle bodies 3 from the landing. it can.

(Second Embodiment)
In the following, the same parts as those shown in FIGS. 1 to 10 are denoted by the same reference numerals and detailed description thereof is omitted.
Unlike the fall prevention part 6 shown in FIG.6 and FIG.7, the front-end | tip part of this fall prevention part 6 shown in FIG.11 and FIG.12 is streamlined. As shown in FIG. 12D, the fall prevention unit 6 has a substantially circular cross-sectional shape of the main body 6a when cut along a vertical plane, as shown in FIGS. 11 and 12A and 12B. The appearance of the impact relaxation portion 6b is streamlined. In the second embodiment, in addition to the effects of the first embodiment, the air resistance acting on the vehicle body end surface 3a of the leading vehicle 2A can be further reduced.

(Third embodiment)
The fall prevention unit 6 shown in FIGS. 13 to 15 is a plate-like member, the length direction of the plate-like member is directed to the traveling direction of the leading vehicle 2A, and the thickness direction of the plate-like member is directed to the leading vehicle 2A. It is arranged in the height direction. As shown in FIG. 13, the fall prevention unit 6 protrudes by a predetermined protruding amount in the length direction of the leading vehicle 2A, has a predetermined width in the width direction of the leading vehicle 2A, and has a height of the leading vehicle 2A. It has a predetermined thickness in the direction. As shown in FIG. 13 and FIGS. 15A and 15B, the main body portion 6a has a substantially square planar shape and side surface shape, and has a cross section when cut along a vertical surface as shown in FIG. It is a substantially square shape. As shown in FIG. 13 and FIG. 15A, the impact relaxation portion 6b has a substantially semicircular planar shape, and the cross-sectional shape when cut along a vertical plane as shown in FIG. It is a substantially quadrangle like

The vehicle fall prevention structure according to the third embodiment of the present invention has the following effects in addition to the effects of the first embodiment.
In the third embodiment, when the fall prevention portion 6 is a plate-like member, the length direction of the plate-like member is directed to the traveling direction of the leading vehicle 2A, and the thickness direction of the plate-like member is directed to the leading vehicle 2A. It is arranged toward the height direction. For this reason, the gap between the leading vehicle 2A or the gap between the leading vehicle 2A and the intermediate vehicle 2B can be blocked by the plate-like member fall prevention portion 6 to prevent passengers from falling from the landing to the track 1. Can do. In addition, since the plate-shaped member fall prevention portions 6 are arranged at intervals in the vertical direction, there is no influence on the appearance of the leading vehicle 2A, and the airflow F is generated between the upper and lower fall prevention portions 6 of the plate-like member. Since it passes, the air resistance acting on the leading vehicle 2A can be reduced.

(Fourth embodiment)
Unlike the fall prevention part 6 shown in FIGS. 13-15, the tip part of the fall prevention part 6 shown in FIGS. 16 and 17 is streamlined. As shown in FIG. 17D, the fall prevention portion 6 has a streamlined cross-sectional shape of the main body portion 6a when cut along a vertical plane, as shown in FIGS. 16 and 17A and 17B. The appearance of the impact relaxation portion 6b is streamlined. In the fourth embodiment, in addition to the same effects as in the third embodiment, air resistance acting on the vehicle body end surface 3a of the leading vehicle 2A can be further reduced.

(Fifth embodiment)
18 to 20 is a plate-shaped member, the length direction of the plate-shaped member is directed to the traveling direction of the leading vehicle 2A, and the width direction of the plate-shaped member is the height of the leading vehicle 2A. It is arranged in the vertical direction. As shown in FIG. 18, the fall prevention unit 6 protrudes by a predetermined protruding amount in the length direction of the leading vehicle 2A, has a predetermined thickness in the width direction of the leading vehicle 2A, and has a height of the leading vehicle 2A. It has a predetermined width in the direction. As shown in FIGS. 18 and 20A and 20B, the main body 6a has a substantially quadrangular planar shape and side surface shape, and has a cross-sectional shape when cut along a horizontal plane as shown in FIG. It is a substantially square shape. As shown in FIGS. 18 and 20 (B), the side surface shape of the impact relaxation portion 6b is substantially semicircular, and the cross-sectional shape when cut along a vertical plane as shown in FIG. Similar to 6a, it is substantially rectangular. The fifth embodiment has the same effect as the third embodiment.

(Sixth embodiment)
The fall prevention unit 6 shown in FIGS. 21 and 22 is different from the fall prevention unit 6 shown in FIGS. 18 to 20, and the tip of the fall prevention unit 6 is streamlined. As shown in FIG. 22D, the fall prevention unit 6 has a streamlined cross-sectional shape of the main body 6a when cut along a vertical plane, as shown in FIGS. 21 and 22A to 22C. Moreover, the external appearance of the impact relaxation part 6b is streamlined. In the sixth embodiment, in addition to the effects of the fifth embodiment, the air resistance acting on the vehicle body end surface 3a of the leading vehicle 2A can be further reduced.

(Seventh embodiment)
The fall prevention part 6 shown in FIGS. 23 to 25 is a shaft-like member, and the length direction of this shaft-like member is arranged in the traveling direction of the leading vehicle 2A. As shown in FIG. 23, the fall prevention unit 6 is disposed in the height direction on the right side and the left side of the vehicle body end surface 3a of the leading vehicle 2A (for example, two at equal intervals). The impact mitigating part 6b connects the front end part of the upper fall prevention part 6 and the front end part of the lower fall prevention part 6 which are adjacent in the height direction of the vehicle body end surface 3a of the leading vehicle 2A. The impact relaxation part 6b is a curved member that curves from the tip part so as to connect the tip part of the upper fall prevention part 6 and the tip part of the lower fall prevention part 6. As shown in FIGS. 23 and 25 (B), the impact relaxation portion 6b is a belt-like member having a substantially U-shaped side surface, and has a cross-sectional shape similar to that of the main body portion 6a shown in FIG. 25 (D). It is formed in a substantially circular shape.

The vehicle fall prevention structure according to the seventh embodiment of the present invention has the following effects in addition to the effects of the first to sixth embodiments.
(1) In the seventh embodiment, the front end portion of the upper fall prevention portion 6 and the front end portion of the lower fall prevention portion 6 that are adjacent in the height direction of the vehicle body end surface 3a of the leading vehicle 2A are connected to the impact relaxation portion 6b. Connect. For this reason, it is possible to reduce the air resistance acting on the leading vehicle 2A by allowing the airflow F to pass through the space surrounded by the upper and lower fall prevention portions 6 and the impact relaxation portion 6b. Moreover, since the front-end | tip parts of the up-and-down fall prevention part 6 are connected by the impact relaxation part 6b, the influence which it has on the external appearance of 2 A of head vehicles can be reduced.

(2) In the seventh embodiment, the bending member bends from these tip parts so as to connect the tip part of the upper fall prevention part 6 and the tip part of the lower fall prevention part 6. For this reason, since the front-end | tip part of the fall prevention part 6 is connected in the curved state, when a passenger collides, an impact can be further eased by a curved member.

(Eighth embodiment)
The fall prevention unit 6 shown in FIG. 26 is streamlined unlike the fall prevention unit 6 shown in FIGS. The fall prevention unit 6 protrudes by a predetermined protrusion amount in the length direction of the leading vehicle 2A, has a predetermined width in the width direction of the leading vehicle 2A, and has a predetermined thickness in the height direction of the leading vehicle 2A. . As shown in FIG. 26D, the fall prevention unit 6 has a streamlined cross-sectional shape of the main body 6a when cut along a vertical plane, and shock mitigation as shown in FIGS. The appearance of the part 6b is streamlined. In the eighth embodiment, in addition to the effects of the seventh embodiment, the air resistance acting on the vehicle body end surface 3a of the leading vehicle 2A can be further reduced.

(Ninth embodiment)
The fall prevention part 6 shown in FIGS. 27 to 29 is a plate-like member, the length direction of the plate-like member is directed to the traveling direction of the leading vehicle 2A, and the thickness direction of the plate-like member is directed to the leading vehicle 2A. It is arranged in the height direction. As shown in FIG. 27, the fall prevention unit 6 protrudes by a predetermined protrusion amount in the front-rear direction of the leading vehicle 2A, has a predetermined width in the left-right direction of the leading vehicle 2A, and is in the height direction of the leading vehicle 2A. Have a predetermined thickness. As shown in FIGS. 27, 29A, and 29B, the main body 6a has a substantially square planar shape and side shape, and a cross-sectional shape when cut along a vertical surface as shown in FIG. 29D. Is a substantially square. As with the main body 6a shown in FIG. 29D, the impact relaxation portion 6b has a substantially square cross-sectional shape. The ninth embodiment has the same effects as the seventh embodiment.

(10th Embodiment)
30 and 31 protrudes by a predetermined protruding amount in the length direction of the leading vehicle 2A, has a predetermined width in the width direction of the leading vehicle 2A, and the height of the leading vehicle 2A. It has a predetermined thickness in the direction. Unlike the fall prevention unit 6 shown in FIGS. 27 to 29, the fall prevention unit 6 has a streamlined appearance. As shown in FIG. 31D, the fall prevention portion 6 has a streamlined cross-sectional shape of the main body portion 6a when cut along a vertical plane, and the appearance of the impact relaxation portion 6b as shown in FIG. Is streamlined. In the tenth embodiment, in addition to the effects of the ninth embodiment, the air resistance acting on the vehicle body end surface 3a of the leading vehicle 2A can be further reduced.

(Eleventh embodiment)
The fall prevention unit 6 shown in FIGS. 32 to 34 is a plate-shaped member, the length direction of the plate-shaped member is directed to the traveling direction of the leading vehicle 2A, and the width direction of the plate-shaped member is the height of the leading vehicle 2A. It is arranged in the vertical direction. As shown in FIG. 32, the fall prevention unit 6 protrudes by a predetermined protruding amount in the length direction of the leading vehicle 2A, has a predetermined thickness in the width direction of the leading vehicle 2A, and has a height of the leading vehicle 2A. It has a predetermined width in the direction. As shown in FIGS. 32 and 34 (A) and 34 (B), the main body 6a has a substantially quadrangular planar shape and side shape, and has a cross section when cut along a vertical surface as shown in FIG. 34 (D). It is a substantially square shape. As with the main body 6a shown in FIG. 34D, the impact relaxation portion 6b has a substantially square cross-sectional shape. The eleventh embodiment has the same effects as the eighth to tenth embodiments.

(Twelfth embodiment)
35 and 36 protrudes by a predetermined protrusion amount in the length direction of the leading vehicle 2A, has a predetermined width in the width direction of the leading vehicle 2A, and the height of the leading vehicle 2A. It has a predetermined thickness in the direction. Unlike the fall prevention unit 6 shown in FIGS. 32 to 34, the fall prevention unit 6 has a streamlined appearance. As shown in FIG. 36 (D), the fall prevention unit 6 has a streamlined cross-sectional shape of the main body 6a when cut along a vertical plane, and the impact mitigation unit 6b has an external appearance as shown in FIG. 36 (A). It is streamlined. In the twelfth embodiment, in addition to the effects of the eleventh embodiment, the air resistance acting on the vehicle body end surface 3a of the leading vehicle 2A can be further reduced.

(13th Embodiment)
The main body 6a shown in FIGS. 37A and 37D is a shaft-like member having a substantially circular cross-sectional shape, and protrudes by a predetermined protrusion amount in the length direction of the leading vehicle 2A. The main body 6a shown in FIGS. 37B and 37E is a plate-like member having a substantially square cross-sectional shape, protrudes by a predetermined protrusion amount in the length direction of the leading vehicle 2A, and predetermined in the width direction of the leading vehicle 2A. And has a predetermined thickness in the height direction of the leading vehicle 2A. The main body 6a shown in FIGS. 37C and 37F is a plate-like member having a substantially square cross-sectional shape, protrudes by a predetermined protrusion amount in the length direction of the leading vehicle 2A, and predetermined in the width direction of the leading vehicle 2A. And has a predetermined width in the height direction of the leading vehicle 2A. The impact relaxation part 6b is a covering member that covers the tip part of the upper fall prevention part 6 and the tip part of the lower fall prevention part 6 so as to connect them. The impact relaxation portion 6b is a cover-like member having a streamlined appearance so as to reduce air resistance. The thirteenth embodiment has the same effects as the eighth, tenth and twelfth embodiments.

(14th Embodiment)
The leading vehicle 2A shown in FIGS. 38 to 41 includes an airflow separation suppressing structure 8 and the like. The leading vehicle 2A has a fall prevention function for preventing a passenger from falling from the landing and a separation prevention function for suppressing separation of the flow of the airflow F. The airflow separation suppressing structure 8 shown in FIGS. 38 to 42 is a structure that suppresses the separation of the airflow F from the leading portion of the leading vehicle 2A when the leading vehicle 2A travels. The airflow separation suppressing structure 8 guides the airflow F colliding with the vehicle body end surface 3a to the vehicle body side surfaces 3b and 3c, thereby suppressing the separation of the airflow F and reducing the air resistance of the leading vehicle 2A, and reducing the air resistance of the leading vehicle 2A. The increase in the apparent vehicle cross-sectional area of the part is suppressed, and the generation of tunnel micro-pressure waves is reduced. The air flow separation suppressing structure 8 suppresses pressure fluctuations in the tunnel that occur when the leading vehicle 2A enters the tunnel, and reduces vehicle body structural fatigue caused by repeated loads acting on the vehicle body 3 when the vehicle body 3 has an airtight structure. To do. The airflow separation suppressing structure 8 reduces the ear-chucking phenomenon, which is an ear discomfort or a discomfort caused to passengers in the vehicle body 3 due to pressure fluctuations in the tunnel that occur when the leading vehicle 2A enters the tunnel. The air flow separation suppressing structure 8 is formed of, for example, a metal such as aluminum or stainless steel, a synthetic resin such as an acrylic resin, fiber reinforced plastic (FRP), or rubber. As shown in FIGS. 38 to 42, the airflow separation suppressing structure 8 includes a separation suppressing unit 9 that suppresses the separation of the airflow F from the leading vehicle 2A. As shown in FIGS. 38 and 39, the air flow separation suppressing structure 8 is disposed along both edges of the vehicle body end surface 3a.

  The separation suppressing unit 9 shown in FIGS. 38 to 42 guides the air flow F toward the vehicle body end surface 3a of the leading vehicle 2A to the vehicle body side surfaces 3b and 3c of the leading vehicle 2A, thereby separating the air flow F from the leading vehicle 2A. Suppress. As shown in FIG. 42, the peeling prevention part 9 is disposed between the fall prevention part 6 and the mounting part 7 and the vehicle body end surface 3a. As shown in FIGS. 38 to 40, both edges of the vehicle body end surface 3a are arranged. It is arrange | positioned in the lower half (side lower half) of the both sides of the vehicle body end surface 3a along the part. The peeling suppression unit 9 is supported by the leading vehicle 2A and can be detachably mounted on the leading vehicle 2A side. The peeling suppressing portion 9 includes the fin portion 10 shown in FIGS. 38 to 42, the support portion 11 shown in FIGS. 41 and 42, and the like.

  The fin portion 10 shown in FIGS. 38 to 42 is a portion that guides the airflow F to the gap portion Δ between the vehicle body end surface 3a of the leading vehicle 2A and the fall prevention portion 6. As shown in FIG. 42, the fin portion 10 is a member having a blade-like appearance, and includes a concave curved surface 10a, a convex curved surface 10b, an attachment portion 10c, and the like. As shown in FIG. 38, FIG. 39 and FIG. 41, the front end portion of the fin portion 10 is curved toward the vehicle body end surface 3a, and slightly protrudes forward from the vehicle body end surface 3a. As shown in FIGS. 41 and 42, the rear end portion of the fin portion 10 is curved toward the vehicle body side surfaces 3b and 3c and is formed in parallel with these surfaces, and slightly protrudes from these surfaces. .

  The concave curved surface 10a shown in FIG. 42 guides the airflow F colliding with the vehicle body end surface 3a to the vehicle body side surfaces 3b and 3c and guides the airflow F flowing along the inner surface 7c of the mounting portion 7 to the vehicle body side surfaces 3b and 3c. It is. The concave curved surface 10a constitutes the inner surface of the fin portion 10 on the side facing the leading vehicle 2A, and is curved toward the vehicle body end surface 3a. The concave curved surface 10a is arranged such that the gap Δ gradually narrows from the front end portion (upstream side of the airflow F) toward the rear end portion (downstream side of the airflow F). The concave curved surface 10a is smooth on the inner surface 7c of the mounting portion 7 so that the airflow F flowing along the inner surface 7c of the mounting portion 7 flows along the concave curved surface 10a. It is connected to the.

  The convex curved surface 10b is a portion that guides the airflow F flowing along the outer surface 7d of the mounting portion 7 to the vehicle body side surfaces 3b and 3c. The convex curved surface 10b constitutes the outer surface of the fin portion 10 on the side opposite to the side facing the leading vehicle 2A, and is curved toward the vehicle body end surface 3a. The convex curved surface 10b is arranged so that the air flow F flowing along the outer surface 7d of the mounting portion 7 flows along the convex curved surface 10b (the upstream side of the air flow F). Is smoothly connected to the outer surface 7d of the mounting portion 7, and the rear end portion (downstream side of the airflow F) of the convex curved surface 10b is smoothly connected to the rear end portion of the concave curved surface 10a.

  The attachment portion 10 c is a portion for attaching the separation suppressing portion 9 to the mounting portion 7. The attachment portion 10 c is formed flat at the tip of the separation suppressing portion 9, and is formed linearly along the height direction of the fin portion 10. The attachment portion 10c is detachably joined to the attachment portion 7b on the attachment portion 7 side.

  The support portion 11 shown in FIGS. 41 and 42 is a portion that supports the fin portion 10 on the vehicle body 3. A plurality of support portions 11 are arranged at a predetermined interval in the length direction of the fin portion 10 (the height direction of the leading vehicle 2A), and connect the concave curved surface 10a of the fin portion 10 and the vehicle body 3. The support portion 11 is a plate-like member having both ends that are rounded on the upstream and downstream ends and flat on both sides. The support portion 11 is detachably fixed to the vehicle body 3 by a fixing member such as a bolt or a screw.

Next, the operation of the vehicle fall prevention structure according to the fourteenth embodiment of the invention will be described.
(Peeling suppression function)
38 to 42, when the leading vehicle 2A travels in the X-axis direction, the airflow F that collides with the vehicle body end surface 3a of the leading vehicle 2A becomes a gap between the vehicle body side surfaces 3b and 3c and the concave curved surface 10a of the fin portion 10. The airflow F flows along the vehicle body side surfaces 3b and 3c through the portion Δ. Further, the airflow F flowing along the inner surface 7c of the mounting portion 7 passes through the gap Δ between the vehicle body side surfaces 3b, 3c and the concave curved surface 10a of the fin portion 10, and along the vehicle body side surfaces 3b, 3c. While flowing, an air flow F flowing along the outer surface 7d of the mounting portion 7 flows along the vehicle body side surfaces 3b and 3c. For this reason, the airflow F is guided from the vehicle body end surface 3a to the vehicle body side surfaces 3b and 3c, and the airflow F flows along these surfaces. As a result, it is possible to suppress an increase in the apparent cross-sectional area of the leading portion of the leading vehicle 2A due to separation of the airflow F that has collided with the vehicle body end surface 3a, and when the leading vehicle 2A enters the fixed structure such as a tunnel. The generated pressure fluctuation is reduced.

The vehicle fall prevention structure according to the fourteenth embodiment of the present invention has the effects described below in addition to the effects of the first to thirteenth embodiments.
(1) In the fourteenth embodiment, by suppressing the separation of the air flow F from the leading vehicle 2A by guiding the air flow F toward the vehicle body end surface 3a of the leading vehicle 2A to the vehicle body side surfaces 3b and 3c of the leading vehicle 2A. Part 9 is suppressed. For this reason, it can suppress that the airflow F which collided with the vehicle body end surface 3a of the top vehicle 2A peels from this vehicle body end surface 3a. In addition, it is possible to suppress the separation of the airflow F that has collided with the vehicle body end surface 3a with a simple structure.

(2) In the fourteenth embodiment, the fin portion 10 guides the airflow F to the gap portion Δ between the vehicle body end surface 3a of the leading vehicle 2A and the fall prevention portion 6. For this reason, it is possible to reduce the air resistance of the leading vehicle 2A by suppressing the airflow F colliding with the vehicle body end surface 3a of the leading vehicle 2A, and to reduce the apparent cross-sectional area of the leading portion of the leading vehicle 2A. It is possible to suppress the increase and reduce the generation of tunnel micro-pressure waves. Further, since the airflow F that collides with the vehicle body end surface 3a passes through the gaps Δ between the vehicle body side surfaces 3b and 3c and the fin portion 10 to the vehicle body side surfaces 3b and 3c, the air resistance of the leading vehicle 2A can be reduced.

(Other embodiments)
The present invention is not limited to the embodiment described above, and various modifications or changes can be made as described below, and these are also within the scope of the present invention.
(1) In this embodiment, the case where the leading vehicles 2A are connected to each other or the leading vehicle 2A and the intermediate vehicle 2B are connected is described as an example, but the opposite side to the cab side of the leading vehicle 2A is described. The present invention can also be applied to the case where the end face is connected to the end face on the driver's cab side of the leading vehicle 2A. Further, in this embodiment, the case where the cross-sectional shape of the fall prevention unit 6 is substantially circular has been described as an example, but the present invention is also applied to the case where the cross-sectional shape of the fall prevention unit 6 is substantially oval. can do. Furthermore, in this embodiment, the case where the fall prevention structure 5 holds a fixed posture has been described as an example, but the present invention can also be applied to the case where the fall prevention structure 5 has a folding structure.

(2) In this embodiment, the case where two or three fall prevention portions 6 are arranged in the height direction of both edge portions of the vehicle body end surface 3a has been described as an example, but both edge portions of the vehicle body end surface 3a are described. The present invention can also be applied to the case where four or more fall prevention portions 6 are arranged in the height direction. Further, in the second embodiment, the case where the cross-sectional shape of the main body portion 6a is substantially circular has been described as an example, but the present invention is also applied to the case where the cross-sectional shape of the main body portion 6a is streamlined. be able to. Furthermore, in the fourteenth embodiment, the case where the fall prevention unit 6 is a shaft-like member and the cross-sectional shape is substantially circular has been described as an example, but the shape of the fall prevention unit 6 is not limited. For example, when the fall prevention part 6 is a shaft-like member and the cross-sectional shape is streamlined, when the fall-prevention part 6 is a plate-like member and the cross-sectional shape is substantially circular or streamlined, or the fall prevention part 6 The present invention can also be applied to the case where the shock relaxation portion 6b is a curved member or a covering member.

1 track 1a rail 2A leading vehicle 2B intermediate vehicle 3 vehicle body 3a vehicle body end face (front surface)
3b, 3c Body side (side)
3d Car body upper surface (upper surface)
3e Body bottom (bottom)
4 truck 4a wheel 5 fall prevention structure 6 fall prevention part 6a main body part 6b impact relaxation part 7 mounting part 8 air flow separation restraining structure 9 peeling prevention part 10 fin part 11 support part F air current Δ gap part L ₀ , L ₁ center line T ₁ , T ₁₁ , T ₁₂ train T ₂ , T ₂₁ , T ₂₂ train X Length direction (front-rear direction (traveling direction))
Y width direction (left-right direction)
Z Height direction (vertical direction)

Claims (11)

A vehicle fall prevention structure for preventing passengers from falling into a gap between vehicles,
The vehicle is a leading vehicle capable of connecting another vehicle to the leading portion of the vehicle,
The leading vehicle includes a fall prevention unit that prevents the passenger from falling in a gap between the other vehicle connected to the leading vehicle and the leading vehicle.
A plurality of the fall prevention parts are arranged at intervals in the height direction of the front surface of the leading vehicle;
A vehicle fall prevention structure characterized by this. In the vehicle fall prevention structure according to claim 1,
The fall prevention part includes an impact relaxation part that relaxes an impact acting on the object when the object collides with the tip of the fall prevention part;
A vehicle fall prevention structure characterized by this. The vehicle fall prevention structure according to claim 2,
The impact relaxation portion connects a tip portion of an upper fall prevention portion and a tip portion of a lower fall prevention portion adjacent in the height direction of the front surface of the leading vehicle;
A vehicle fall prevention structure characterized by this. In the vehicle fall prevention structure according to claim 3,
The impact relaxation part is a curved member that curves from these tip parts so as to connect the tip part of the upper fall prevention part and the tip part of the lower fall prevention part,
A vehicle fall prevention structure characterized by this. In the vehicle fall prevention structure according to claim 3,
The impact relaxation part is a covering member that covers the tip part of the upper fall prevention part and the tip part of the lower fall prevention part so as to connect them,
A vehicle fall prevention structure characterized by this. In the fall prevention structure of the vehicle according to any one of claims 1 to 5,
The fall prevention part is arranged in the height direction of the front right side and front left side of the leading vehicle;
A vehicle fall prevention structure characterized by this. In the vehicle fall prevention structure according to any one of claims 1 to 6,
When the fall prevention part is a shaft-like member, the fall prevention part is arranged with the length direction of the shaft-like member facing the traveling direction of the leading vehicle,
A vehicle fall prevention structure characterized by this. In the vehicle fall prevention structure according to any one of claims 1 to 6,
When the fall prevention portion is a plate-like member, the fall prevention portion directs the length direction of the plate-like member in the traveling direction of the leading vehicle, and sets the thickness direction of the plate-like member to the leading vehicle. Being arranged in the height direction,
A vehicle fall prevention structure characterized by this. In the vehicle fall prevention structure according to any one of claims 1 to 6,
When the fall prevention portion is a plate-like member, the fall prevention portion has a length direction of the plate-like member directed to a traveling direction of the leading vehicle, and a width direction of the plate-like member is set to a height of the leading vehicle. Being placed in the right direction,
A vehicle fall prevention structure characterized by this. The vehicle fall prevention structure according to any one of claims 1 to 8,
The leading vehicle is provided with a separation suppressing unit that suppresses separation of the airflow from the leading vehicle by guiding an airflow toward the front surface of the leading vehicle to a side surface of the leading vehicle;
A vehicle fall prevention structure characterized by this. The vehicle fall prevention structure according to claim 10,
The separation suppressing unit includes a fin unit that guides the airflow to a gap between a front surface of the leading vehicle and the fall prevention unit;
A vehicle fall prevention structure characterized by this.

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