JP4464267B2 - Vehicle crash overturn prevention device - Google Patents

Description

  The present invention relates to a collision toppling prevention device for preventing a vehicle traveling on a rail from colliding and falling due to wheel removal.

A typical example of a vehicle traveling on a rail is a rail vehicle. A railway vehicle includes a carriage with wheels and travels on a rail composed of two parallel rails.
Here, this type of railway vehicle is provided with means for preventing a collision with another railway vehicle. For example, there is a railway vehicle having a protrusion at the tip of the leading vehicle, in which the protrusion is equipped with a fluid bag (for example, see Patent Document 1). In this case, the impact energy is absorbed by the fluid back at the time of collision. Also, as shown in FIG. 5, there is a structure in which a one-claw stopper 2 is provided on the lower part of the carriage supporting the vehicle body, for example, the axle cover 1, so that the vehicle is not displaced more than a certain distance in the vehicle width direction at the time of derailment. For example, Patent Document 2). In this case, the stopper piece 2 contacts the rail 3 at the time of derailment to prevent the vehicle from falling while allowing the vehicle to travel.
JP 2003-285739 A JP-A-10-250576

However, when a railway vehicle is derailed due to an earthquake when the railway vehicle is traveling at a high speed, it is expected that it will take a considerable amount of time for the railway vehicle to sufficiently decelerate. The Further, although the fluid bag at the front end of the vehicle can cushion the impact at the time of the collision, it cannot prevent the occurrence of the collision in the first place. In particular, a railway vehicle that travels at a high speed like the Shinkansen (registered trademark) has a small brake deceleration in the high-speed region, so it cannot be said that there is no risk that a large lateral displacement of the vehicle will occur if derailment occurs due to an earthquake or the like. It was a thing.
Further, even when the stopper piece contacts the rail at the time of derailment to prevent the vehicle from falling while allowing the vehicle to travel, for example, a fastening device 5 for fixing the rail 3 to the sleeper 6 is shown in FIG. As shown in the figure, if the derailed wheels 4 are stepped on and destroyed, the rail 3 itself may have no function of preventing the derailed vehicle from falling.
Further, when the fastening of the rail 3 to the sleeper 6 is broken, there is a possibility that the stopper piece may induce a derailment of a succeeding or preceding healthy vehicle.
The present invention has been made in view of such circumstances, and an object of the present invention is to prevent a vehicle from colliding or overturning even if a derailment occurs, and to follow or precede a healthy vehicle. Is to prevent derailment.

An apparatus for preventing a vehicle from overturning according to the present invention that solves the above-mentioned problem is that the vehicle body is supported by a carriage provided with wheels, and when the wheel of a vehicle traveling on a rail deviates from the rail, a device for preventing, in contact with the rail only when the wheel at the lower end of the truck deviates from the rail, together with the vehicle is prevented from departing a predetermined distance or more in the vehicle width direction from the rail, the A guide member that allows the vehicle to travel by contacting the rail at a position above the tread surface of the wheel is provided, and a contact surface of the guide member with the rail is located above the tread surface of the wheel. .
In this vehicle collision overturn prevention device, when the vehicle is derailed, the guide member provided at the lower part of the vehicle body comes into contact with the rail, and the displacement in the width direction and height direction of the vehicle is restricted to the minimum. The body can be prevented from falling.
In addition, since the vehicle body is guided along the rail from when the wheel is removed until it stops, collision with the oncoming vehicle or the structure can be prevented without greatly deviating from the rail. Furthermore, the attack angle with respect to the healthy vehicle is suppressed to prevent the healthy vehicle from being derailed or toppled.

Further, the present invention is characterized in that the guide member has a recess that contacts the rail only when the wheel deviates from the rail and restricts the vehicle from moving in either the left or right direction of the vehicle width. To do.
In this vehicle collision overturn prevention device, when a wheel is removed, a rail enters the recess to guide the movement of the vehicle body. The vehicle body does not deviate more than the distance corresponding to the width of the recess at the maximum in the left-right direction. Therefore, it is possible to prevent the vehicle from colliding with an oncoming vehicle or a structure or the vehicle body from falling.
Further, by suppressing the displacement of the wheeled vehicle to a minimum, it is possible to prevent the wheeled vehicle from expanding without increasing the attack angle with respect to another healthy vehicle.

According to the present invention, the guide member is characterized in that a resin material having a large friction coefficient is disposed in a concave portion in contact with the rail.
In this vehicle collision overturn prevention device, since the resin material having a large friction coefficient is disposed in the recess of the guide member, the distance from when the vehicle body comes off until it stops can be shortened.

In addition, the present invention is characterized in that the guide member is provided at a lower end of a shaft box provided in the carriage.
In this vehicle collision overturn prevention device, when the wheel is removed, the guide member provided at the lower end of the axle box abuts on the rail and regulates displacement in the width direction and height direction of the vehicle to the minimum. The body can be prevented from falling. Moreover, there is no possibility that the wheels will destroy the rail fastening device, and the effect of preventing the wheels from falling can be expected to the end. Furthermore, derailment of the succeeding or preceding healthy wheel can be prevented.

According to the present invention, the guide member is provided at a lower end of a gear case provided in the carriage.
In this vehicle collision overturn prevention device, since the guide member is provided at the lower end of the gear case, when the vehicle body derails to the inside of the track, the displacement in the width direction and the height direction of the vehicle is restricted to the minimum so that the vehicle body overturns. Can be prevented.

According to the present invention, only when the wheel deviates from the rail at the lower end of the carriage, the rail contacts the rail, thereby preventing the vehicle from deviating from the rail in the vehicle width direction by a certain distance or more, and the wheel rail. The guide member that allows the vehicle to travel while minimizing the displacement in the height direction with respect to the vehicle is provided, so that when the vehicle derails, the vehicle body travels substantially along the rail by the guide member and then stops. become. Therefore, the vehicle body does not greatly deviate from the rail, so that the vehicle body is prevented from colliding with other vehicles and structures when the vehicle is derailed. Also, the vehicle will not fall over.
Furthermore, there is no possibility that the wheel breaks the rail fastening device, and the fall-preventing effect by the rail can be expected to the end.

The best mode for carrying out the invention will be described in detail with reference to the drawings. FIG. 1 is a side view showing a schematic configuration of a collision overturn prevention device according to an embodiment of the present invention, and FIG. 2 is an explanatory diagram showing a schematic configuration of the collision overturn prevention device of the present invention.
The railway vehicle 10 travels on two parallel rails 3 constituting a track, and has a plurality of pairs of wheels 4 disposed on the rails 3. The wheels 4 are rotatably supported by a carriage 7. ing. At least two trolleys 7 are provided in the front-rear direction of the railway vehicle 10, and a vehicle body 11 is placed on each trolley 7. A seat or the like (not shown) is provided inside the vehicle body 11 so that an occupant can be boarded . The carriage 7 and the vehicle body 11 are rotatably connected via a vertical center pin (not shown). Further, a damper device (not shown) for restricting the rotation of the vehicle body 11 is bridged between the carriage 7 and the vehicle body 11 so as to absorb the impact in the rotation direction. A shaft spring device 12 is bridged between both upper side portions of the carriage 7 and both lower side portions of the vehicle body 11 so as to absorb vertical vibrations.

  The wheel 4 is integrally fitted to an axle 13 that supports the wheel 4, and the axle 13 is rotatably supported on the carriage 7 via an axle box 15 that includes a bearing 14. As shown in FIG. 2, a guide member 17 having a recess 16 that opens downward is provided at the lower end of the axle box 15. The width of the recess 16 is larger than the width of the rail 3. The lower end of the guide member 17 is set to be higher than the top of the rail 3 by a predetermined length during normal traveling. These guide members 17 constitute a collision overturn prevention device for the vehicle, and the bottom end of the wheel 4 is not in contact with the fastening device 5 when the top of the rail 3 comes into contact with the recess 16 of the guide member 17. The height position of the carriage 7 is held.

Moreover, since the recessed part 16 of the guide member 17 has the protrusion parts 17a and 17b at both ends, even when the vehicle 10 moves in either the left or right direction of the vehicle width, it can be regulated. Further, the guide member 17 is provided with a resin-based brake member 18 having a large friction coefficient and a light weight in the concave portion 16 that contacts the top of the rail 3. Since the guide member 17 is provided on the axle box 15, a resin material similar to the wheel tread brake shoe, which is a lightweight material, is used so that the unsprung load under the carriage can be reduced. By adopting such a configuration, it is possible to minimize the influence on normal driving and to obtain a braking effect equivalent to that of a healthy vehicle even during derailment.
Moreover, the guide member 17 may be provided in the left and right axle boxes 15, or only one of them may be provided.

Next, the operation of the railway vehicle 10 will be described.
First, during normal travel, the wheel 4 rotates on the rail 3, and the railway vehicle 10 travels along the rail 3. At this time, the guide member 17 is positioned above the rail 3 by a predetermined distance and does not interfere with the rail 3.
Here, when the railway vehicle 10 is removed from the rail 3 due to an earthquake or the like while the railway vehicle 10 is traveling, the wheels 4 of the carriage 7 are detached from the rail 3. Accordingly, the positions of the carriage 7 and the vehicle body 11 are lowered. At this time, the top of the rail 3 enters the recess 16 of the guide member 17. Moreover, as shown in FIG. 3, the wheel 4 can hold | maintain a predetermined height position by the guide member 17, without falling to the ground. As a result, the railway vehicle 10 travels while being brought into contact with the rail 3 so as to be hooked on the rail 3. When the vehicle body 11 travels away from the rail 3, the side surface of the rail 3 and the projections 17a and 17b formed at both ends of the recess of the guide member 17 come into contact with each other and act as stoppers. As mentioned above, it does not deviate from the rail 3. In other words, the guide member 17 allows the displacement between the vehicle body 11 and the rail 3 in the width direction of the vehicle body 11 only within the range of the width of the recess 16, and as a result, the railway vehicle 10 travels substantially along the rail 3. Then, it is decelerated by the brake on the cart 7 side, the friction between the brake member 18 of the guide member 17 and the rail 3, etc., and eventually stops.

  In this embodiment, the guide member 17 is provided on the side of the carriage 7 of the railway vehicle 10 so as to prevent collision of the vehicle, and the guide member 17 guides the rail 3 when derailing. The shift in the width direction with respect to the rail 3 can be suppressed within the width of the concave portion 16 of the guide member 17, and the vehicle body 11 can be prevented from greatly deviating. Therefore, the railway vehicle 10 is not largely derailed, and is prevented from colliding with other vehicles and buildings. In addition, the railway vehicle 10 is prevented from falling due to wheel removal. Here, since the guide member 17 is provided on the vehicle body 11 side, the displacement of the vehicle body 11 can be surely suppressed to the minimum even when the vehicle body 11 vibrates greatly due to the vibration of the ground or the railway vehicle 10. .

As shown in FIG. 3, when the vehicle 10 is derailed, the wheel 4 is held at a predetermined height position by the guide member 17 without falling to the ground. As a result, the lower end of the vehicle does not come into contact with the fastening device 5 that fixes the rail 3 to the sleepers 6, and there is no possibility of breaking it.
Therefore, until the derailed railway vehicle stops, the rails 3 are not destroyed by the wheels, and the normal brake of the knitted vehicle that is not derailed can be made effective.

Next, a second embodiment of the present invention will be described with reference to FIG.
FIG. 4 is an explanatory view showing an operating state at the time of wheel removal in another embodiment of the present invention. In the present embodiment, the guide member 117 is disposed at the lower end of the gear case 100 provided in the carriage 7. The gear case 100 is for protecting an axle large gear directly connected to the axle 13 in a carriage equipped with an electric motor. The structure of the guide member 117 is the same as that described above, and the guide member 117 has a recessed portion 116 that opens downward, and is provided with projections 117a and 117b at both ends. When moving in any direction, it can be regulated. A light-weight resin brake member 118 is disposed in the recess 116.

When derailment occurs during travel of the railway vehicle 10 configured in this way, the position of the vehicle body 11 is lowered by the wheel 4 being detached from the rail 3. As a result, the rail 3 comes into contact with the recess 116 of the guide member 117 disposed in the gear case 100. Further, the vehicle body 11 is allowed to be laterally displaced only within the range of the width of the recess 116, and as a result, the railway vehicle 10 travels substantially along the rail 3, and the brake on the carriage 7 side and the guide member 117. Is decelerated due to friction between the rails 3 and the rail 3, and then stops.
In this embodiment, the rail 3 can be guided by the guide member 117 inside the wheel derailed to the outside of the track, and the same effect as the guide member 17 in the first embodiment can be obtained.

  The present invention is not limited to the above-described embodiments and can be widely applied.

It is a side view which shows schematic structure of the collision fall prevention apparatus in embodiment of this invention. It is explanatory drawing which shows schematic structure of the collision falling prevention apparatus. It is explanatory drawing which shows the operating state of the collision fall prevention apparatus at the time of dewheeling. It is explanatory drawing which shows the operating state at the time of the wheel removal in other embodiment. It is explanatory drawing which shows an example of the conventional collision fall prevention apparatus. It is explanatory drawing which shows the time of the wheel removal of the conventional collision fall prevention apparatus.

Explanation of symbols

3 Rail 4 Wheel 5 Fastening device 7 Bogie 10 Vehicle 11 Vehicle body 12 Axle spring device 13 Axle 14 Bearing 15 Shaft box 16, 116 Recess 17, 117 Guide member 17a, 18b Protrusion 18, 18 Brake member

Claims (1)

A device that supports a vehicle body with a carriage provided with wheels, and prevents a collision or a fall of the vehicle when the wheel of the vehicle traveling on the rail deviates from the rail,
The wheel contacts the rail when the wheel deviates from the rail to prevent the vehicle from deviating from the rail in the vehicle width direction by a certain distance or more, and at the position above the tread surface of the wheel. Provide a guide member that allows the vehicle to travel in contact with it,
The contact surface of the guide member with the rail is located above the tread surface of the wheel,
The guide member has a recess that contacts the rail when the wheel deviates from the rail and restricts the vehicle from moving in either the left or right direction of the vehicle width;
The guide member is formed by arranging a resin material having a large friction coefficient in a concave portion that comes into contact with the rail.
The collision overturn prevention device for a vehicle, wherein the guide member is provided at a lower end of an axle box provided in the carriage and a lower end of a gear case provided in the carriage.

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