JP5153740B2 - Deviation prevention device for derailment vehicles - Google Patents

Description

  The present invention relates to a derailed vehicle departure prevention apparatus for preventing a vehicle body from deviating from a vehicle limit due to interference of a wheel shaft of a derailed railway vehicle with a lead rail of a branching device.

  If the railway vehicle deviates significantly from the track after derailing and before it stops, it will collide with structures around the track and vehicles on the adjacent track, increasing the damage. For example, as a derailment accident that has actually occurred in the past, the derailed wheel axle collides with the lead rail of the branch line provided in the branching device and is guided by this, so that the derailed vehicle greatly deviates from the vehicle limit. There is a case of collision with a train.

As a conventional technique for preventing the departure of the track of the derailed vehicle, for example, Patent Document 1 describes that the carriage is provided with a guide member that contacts the rail and restricts displacement in the vehicle width direction when the wheel deviates from the rail. Has been.
Further, Patent Document 2 describes that a guide disk projecting in a flange shape from the axle middle part of the wheel shaft to the outer diameter side is provided, and the deviation of the vehicle is prevented by engaging the guide disk and the rail at the time of derailment. ing.

  Further, as a technique for preventing the collision between the lead rail and the wheel in the above-described branching device, for example, Patent Document 3 discloses that a derailed wheel shaft is provided in a guide member and a shaft box arranged along a track. It is described that a slope plate that lifts the wheel to almost the same height as the lead rail head is provided at a location where the vehicle travels while being guided by the member. The slope board and the tread board connected to the slope board are respectively arranged on the point part side and the crossing part side on the outer side and the distance between the two rails of the reference line.

JP 2006-182261 A JP 2006-256498 A JP 2009-35935 A

  In the technique described in Patent Document 3, it is necessary to mount guided members on the axle boxes of all vehicles, and it is necessary to install a large number of slope plates and guide members on the track side. In some cases, the construction is extremely complicated and the cost is high. In addition, although it is described in Patent Document 3 that the tread plate on which the slope plate is provided may be provided over the entire region where wheel removal is predicted, the guide member and the guided member are temporarily not provided. It is unclear how the slope plate should be arranged in the section without any description.

Also, if the train continues to run with the vehicle behind the train derailed, damage such as track damage and vehicle collision will increase, so it is desired to stop the train immediately if there is a derailed vehicle. The
In view of the above-described problems, an object of the present invention is to provide a derailment vehicle departure prevention device that has a simple structure and that effectively prevents the derailment vehicle from deviating from the track without taking any special measures. .
Another object of the present invention is to provide a derailed vehicle departure prevention device that can detect derailment of a vehicle being trained and prompt a stop of the train.

In order to solve the above-described problems, a derailment vehicle departure prevention apparatus according to the present invention is a derailment vehicle departure prevention apparatus provided in a branching device in which a reference line and a branching line each constituted by a pair of left and right rails are branched. The vehicle is on the entry side of the vehicle running backward on the reference line with respect to the lead rail of the branch line arranged at the interval between the left and right rails of the reference line, and inside the left and right rails of the reference line, respectively. It is provided over the full width between guard rails provided, and has a slope part which raises the wheel of a derailment vehicle which runs the interval of the rail on either side of the reference line to the same height as the head of the lead rail.
According to the present invention, when a wheel that has been derailed between the left and right rails passes between the left and right guard rails, it can be lifted by the slope and passed over the head of the lead rail. It is possible to prevent the vehicle body and the like from deviating from the vehicle limit by colliding with the side surface of the lead rail and being guided and displaced in the sleeper direction. On the other hand, when the removed wheel passes outside the guard rail, the wheel is guided to the main rail side by the guard rail and passes through the distance between the lead rail and the main rail. Can be prevented from colliding.
According to the present invention, it is only necessary to provide one slope portion per one branching device, and it is not necessary to take measures such as providing a guide member on the vehicle side. Therefore, the structure is simple and special for the vehicle. The departure from the track of the derailed vehicle can be effectively prevented without taking any measures.
In addition, in this specification, a claim, etc., a branching device shall not only be a thing which has a movable type | mold tongrail etc. but shall also include the overpass branching device using a pre-emption device.

In this invention, it can be set as the structure by which the plane part which has the substantially same height as the head of the said lead rail is provided between the said slope part and the said lead rail.
According to this, the surface of the slope portion can be formed so as not to incline in the sleeper direction by interposing the plane portion in front of the lead rail that is skewed and curved with respect to the main rail of the reference line, It is possible to prevent the wheels of the derailed vehicle from flowing in the sleeper direction by the slope portion.

In the present invention, the upper end portion of the slope portion is disposed along the side portion of the lead rail, and the slope of the slope portion in the running direction of the reference line is continuously from the left rail side to the right rail side. It can be configured to change.
According to this, the size of the departure prevention device in the traveling direction of the reference line can be made compact, and can be installed even when only a narrow space can be secured.
In this case, it can be set as the structure provided with the some convex part which protruded upwards from the said slope part, and extended along the running direction of the said reference line substantially.
According to this, it is possible to prevent the wheels of the derailed vehicle from flowing in the sleeper direction by the convex portion.

Further, in the present invention, it may be configured to include a collision detection unit that detects a collision between the slope portion and the wheel shaft of the derailed vehicle, and an alarm output unit that outputs an alarm according to the output of the collision detection unit. .
According to this, by detecting a collision between the wheel axis of the derailed vehicle and the slope portion, the derailment of the vehicle is reliably detected with a simple configuration, and an alarm is output based on this to detect the train including the derailed vehicle. The oncoming and parallel trains can be stopped and the damage can be effectively prevented from expanding.
In this case, the warning output means may have a warning display means provided in front of the knitting growth of the train including the derailed vehicle from the slope portion.
According to this, the train driver including the derailed vehicle can be notified of the derailment and the train can be immediately stopped.

  As described above, according to the present invention, it is possible to provide a derailment vehicle departure prevention apparatus that prevents the derailment vehicle from deviating from the vehicle limit without taking any special measures.

BRIEF DESCRIPTION OF THE DRAWINGS It is a figure which shows the branch device provided with 1st Embodiment of the departure prevention apparatus of the derailment vehicle to which this invention is applied, Comprising: Fig.1 (a) is a typical top view seen from upper direction, FIG.1 (b) FIG. 2 is a schematic cross-sectional view taken along the line bb in FIG. FIG. 2A is a diagram showing a branching device provided with a second embodiment of a departure prevention device for a derailment vehicle to which the present invention is applied, and FIG. 2A is a schematic plan view seen from above, and FIG. FIG. 3 is a schematic cross-sectional view taken along the line bb in FIG. 2 (a). FIG. 3A is a diagram showing a branching device provided with a third embodiment of a departure prevention device for a derailment vehicle to which the present invention is applied, and FIG. 3A is a schematic plan view seen from above, and FIG. FIG. 5 is a schematic cross-sectional view taken along the line bb in FIG. It is a typical external appearance perspective view of the departure prevention apparatus of FIG. It is a schematic diagram which shows the structure of the warning device to the formation head in 4th Embodiment of the departure prevention apparatus of the derailment vehicle to which this invention is applied.

<First Embodiment>
Hereinafter, a derailment vehicle departure preventing apparatus according to a first embodiment of the present invention will be described with reference to the drawings.
As shown in FIG. 1, the branching device 1 is provided between a reference line 10 that extends in a straight line and a branch line 20 that extends in a curved line.
In FIG. 1A, when a vehicle (backward vehicle) entering the reference line 10 from the left side is used as a reference, the branch line 20 is arranged so as to merge with the reference line 10 from the left side.
In the following description of each rail, the distinction between left and right refers to when viewed from the back vehicle.

The reference line 10 includes a right main rail 11, a left main rail 12, a left lead rail 13, a left tongue rail 14, a left guard rail 15, a right guard rail 16, and the like.
The right main rail 11 extends in a straight line.
The left main rail 12 is arranged in parallel with being spaced apart from the right main rail 11 by a predetermined distance, and is arranged extending linearly. The left main rail 12 is disposed at a portion other than the gap between the branch lines 20.

The left lead rail 13 is provided between the branch lines 20 and is arranged on the same straight line as the left main rail 12. At both ends of the left lead rail 13, a gap is provided through which a wheel flange portion of a vehicle traveling on the branch line 20 passes.
The left tongue rail 14 can swing around a vertical axis provided at the end of the left lead rail 13 on the point portion side (right side in FIG. 1).

The left guard rail 15 is disposed inside the left main rail 12 with a gap through which a wheel flange portion of a vehicle traveling on the reference line 10 passes. The left guard rail 15 extends from the end of the right lead rail 23 of the branch line 20 on the crossing portion side (left side in FIG. 1) toward the approach side of the back vehicle traveling on the reference line 10.
The right guard rail 16 is disposed inside the right main rail 11 (inside the gauge) with a gap through which a wheel flange portion of a vehicle traveling on the reference line 10 passes. The right guard rail 16 is disposed at the same position as the left guard rail 15 in the traveling direction of the reference line 10.

The branch line 20 includes a right main rail 21, a left main rail 22, a right lead rail 23, a right tongue rail 24, a right guard rail 25, a left guard rail 26, and the like.
The right main rail 21 has an end on the reference line 10 side connected to an end on the crossing side of the left main rail 12 of the reference line 10.
The end of the left main rail 22 on the reference line 10 side is connected to the end of the reference line 10 on the point side of the left main rail 12.

The right lead rail 23 is disposed between the rails of the reference line 10, and is formed in an arc shape in which the approaching side of the backward vehicle is convex. Both end portions of the right lead rail 23 are connected to the left guard rail 15 of the reference line 10 and the right tongue 24 of the branch line 20.
The right tongue rail 24 can swing around a vertical axis provided at the point side end of the right lead rail 23.

The right guard rail 25 is disposed inside the right main rail 21 with a gap through which a wheel flange portion of a vehicle traveling on the branch line 20 passes. The right guard rail 25 extends from the end portion side end portion of the left lead rail 13 of the reference line 10 to the approach side of the backward vehicle traveling on the branch line 20.
The left guard rail 26 is disposed inside the left main rail 22 with a gap through which a wheel flange portion of a vehicle traveling on the branch line 20 passes. The left guard rail 26 extends from the end of the reference line 10 on the left lead rail 13 side of the left main rail 12 to the approaching side of the backward vehicle traveling on the branch line 20.

The departure prevention device 100 for a derailed vehicle rides the wheel of the wheel shaft WS of the vehicle traveling with the reference line 10 derailed from the back direction, and the head of the right lead rail 23 from the height of the sleeper upper surface level. It lifts up to the height.
The departure prevention apparatus 100 includes a slope portion 101, a plane portion 102, and the like.

As shown in FIG. 1A, the inclined surface portion 101 is formed in a rectangular shape having a long side direction parallel to the traveling direction of the reference line 10 as viewed from above. The end of the slope portion 101 on the right lead rail 23 side is located near the connecting portion between the left guard rail 15 and the right lead rail 23 in the traveling direction of the reference line 10. Further, the end portion on the approaching side of the backward vehicle in the slope portion 101 is disposed so as to protrude from the end portion of the left guard rail 15 to the approaching side of the backward vehicle.
Further, both end portions of the inclined surface portion 101 in the sleeper direction are disposed in close contact with the left guard rail 15 and the right guard rail 16 of the reference line.

  As shown in FIG. 1 (b), the slope portion 101 extends from the sleeper upper surface level to the head level of the right lead rail 23 from the end portion on the approaching side of the back vehicle to the end portion on the right lead rail 23 side. It is formed to rise with a certain gradient. Moreover, this gradient is uniform at any position in the sleeper direction.

  As shown in FIG. 1A, the flat surface portion 102 is provided between the end portion of the inclined surface portion 101 on the right lead rail 23 side and the right lead rail 23. The planar portion 102 has a planar upper surface that has substantially the same height as the head of the right lead rail 23. The end portion of the flat portion 102 on the right lead rail 23 side is disposed along the side surface of the right lead rail 23. Further, the flat portion 102 is set to have a width in the sleeper direction equal to that of the slope portion 101.

  The departure prevention device 100 does not function as long as the vehicle travels normally without derailment, and is used only temporarily during derailment, so it does not need durability to endure the passage of multiple trains, for example. It is. The departure prevention device 100 can be formed of, for example, a metal such as concrete or iron, wood, or the like.

As described above, according to the first embodiment, when the wheel derailed between the left and right main rails 11 and 12 of the reference line 10 is located between the left and right guard rails 15 and 16, this is the slope portion. It can be lifted by 101 and passed over the right lead rail 23, and the wheel collides with the side surface of the right lead rail 23 and is guided to the right side of the sleeper direction, thereby preventing the vehicle body from deviating from the vehicle limit. On the other hand, when the removed wheels pass outside the left and right guard rails 15 and 16, the wheels are guided to the corresponding main rails 11 and 12 by the left and right guard rails 15 and 16, respectively, and the right lead rail 23 and the left and right main rails are guided. Since the distance between the rails 11 and 12 is passed, the wheel can be prevented from colliding with the right lead rail 23 in this case as well.
According to the present invention, it is only necessary to provide one slope portion 101 per branching device, and it is not necessary to take measures such as providing a guide member on the vehicle side. It is possible to effectively prevent the departure of the track of the derailed vehicle without taking any countermeasures.
Further, by interposing the flat portion 102 in front of the right lead rail 23, the surface of the slope portion 101 can be formed so as not to incline toward the sleeper, and the wheel of the derailed vehicle is caused to flow toward the sleeper by the slope portion 101. Can be prevented.

Second Embodiment
Next, a second embodiment of the departure prevention apparatus for a derailment vehicle to which the present invention is applied will be described.
Note that, in each embodiment described below, portions that are substantially the same as those of the previous embodiment are denoted by the same reference numerals, description thereof is omitted, and differences are mainly described.
As shown in FIG. 2, the departure prevention apparatus 200 according to the second embodiment has a slope portion 201 directly connected to the right lead rail 23 without providing the flat surface portion 102 unlike the departure prevention apparatus 100 according to the first embodiment. Have The slope 201 is provided in the vicinity of the end of the left guard rail 15 on the vehicle approaching side, and extends from the approaching end disposed along the sleeper direction to the connecting portion with the right lead rail 23 as shown in FIG. In the cross-sectional view along the traveling direction of the reference line 10 as shown in FIG.

Here, the slope of the slope 201 changes continuously in the sleeper direction due to the difference in distance from the end on the approach side to the end on the right lead rail 23 along the traveling direction of the reference line 10. Yes. Specifically, the slope of the slope 201 is greater on the left main rail 12 side than on the right main rail 11 side. For this reason, in the cross-sectional shape of the departure prevention device 200 viewed in the sleeper direction, the inclined surface portion 201 is inclined so that the right main rail 11 side is lower than the left main rail 12 side.
According to the second embodiment described above, the deviation preventing device in the traveling direction of the reference line 10 can be made compact in size, and can be installed even when only a narrow space can be secured.

<Third Embodiment>
Next, a third embodiment of the departure prevention apparatus for a derailment vehicle to which the present invention is applied will be described.
A departure prevention apparatus 300 according to the third embodiment is obtained by adding fins 302 described below to the departure prevention apparatus 200 according to the second embodiment.
As shown in FIGS. 3 and 4, the fin 302 is a flat plate-like member protruding upward from a slope portion 301 similar to the slope portion 201 of the second embodiment. As shown in FIG. 3A, the fin 302 extends along the traveling direction of the reference line 10. For example, four fins 302 are arranged at almost equal intervals in the sleeper direction, and the fins 302 at both ends are provided at both ends of the slope portion 301 and are arranged in close contact with the left and right guard rails 15 and 16. .
As shown in FIG. 3B, the fin 302 is inclined such that the upper end portion thereof gradually increases from the approaching vehicle toward the right lead rail 23 side. The height of the fin 302 is set so as not to exceed the height of the head of each rail.
According to the third embodiment described above, the flow of the wheel shaft WS due to the inclination of the slope portion 301 in the sleeper direction can be prevented by the fins 302 guiding the wheels of the derailment vehicle.

<Fourth embodiment>
Next, a fourth embodiment of the departure prevention apparatus for a derailment vehicle to which the present invention is applied will be described.
The departure prevention apparatus of the fourth embodiment is obtained by adding an impact detection apparatus 401, a traffic light 402, and the like described below to the departure prevention apparatus 100 of the first embodiment.
The impact detection device 401 is a collision detection unit that detects an impact when the wheel shaft WS of the derailed vehicle rides on the slope portion 101 of the departure prevention device 100, for example, and includes a vibration pickup that detects the vibration of the slope portion 101, for example. Yes.
The traffic light 402 is an alarm output (display) means that outputs a derailment alarm by a lighting signal, for example, when the impact detection apparatus 401 detects an impact of the slope portion 101 when connected to the impact detection apparatus 401 by a signal line.

The traffic light 402 is, for example, disposed ahead of the longest train growth of the train that operates the route with respect to the installation position of the departure prevention device 100.
For example, in the example shown in FIG. 5, the train is an n + 1 quantity freight train composed of a locomotive L and freight cars F1 to Fn. In this case, even if the freight car Fn at the rear end of the train is derailed, it is possible to notify the driver of the locomotive L that is the leading car of the derailment alarm.
In addition to such a traffic light 402, a traffic light (not shown) that displays a derailment alarm for the driver of the oncoming train can be provided.
According to the fourth embodiment described above, the derailment of the vehicle is reliably detected by the impact detection device 401 having a simple configuration, and the traffic lights 402 are turned on based on the detected derailment. By letting the driver know that there has been a derailment and stop immediately, the spread of damage can be prevented.

(Other embodiments)
The present invention is not limited to the above-described embodiment, and various applications and modifications are possible. For example, each of the following embodiments to which the above embodiment is applied can be implemented.
(1) The shape, structure, material, manufacturing method, and the like of the slope portion and the flat portion are not limited to those of the above-described embodiments, and can be changed as appropriate. For example, in each embodiment, the slope of the slope portion in the traveling direction of the reference line is substantially constant, but the impact at the time when the wheelset rides on the slope portion may be reduced by changing the slope. Further, the shape and number of convex portions such as fins are not particularly limited.
(2) In the fourth embodiment, the derailment alarm is issued by a traffic signal provided adjacent to the track. However, the present invention is not limited to this, and for example, concentration used for centrally managing train operation. An alarm may be displayed on the control panel or the like. Moreover, a warning may be displayed on the cab of a train by performing track-to-vehicle communication. In this case, the alarm may be output by voice.

DESCRIPTION OF SYMBOLS 1 Branch device 10 Reference line 11 Right main rail 12 Left main rail 13 Left lead rail 14 Left Tongle rail 15 Left guard rail 16 Right guard rail 20 Branch line 21 Right main rail 22 Left main rail 23 Right lead rail 24 Right Ton grail 25 Right guard rail 26 Left guard rail 100 Deviation prevention device 101 Slope portion 102 Plane portion 200 Deviation prevention device 201 Slope portion 300 Deviation prevention device 301 Slope portion 302 Fin 401 Impact detection device 402 Traffic light WS Wheel shaft L Locomotive F1 to Fn Freight car

Claims (6)

A derailment prevention device for a derailment vehicle provided in a branching device for branching a reference line and a branching line each constituted by a pair of left and right rails,
Provided on the entry side of the vehicle that runs backward on the reference line with respect to the lead rail of the branch line arranged at the interval between the left and right rails of the reference line, and is provided inside the left and right rails of the reference line, respectively. A derailed vehicle having a slope that is provided over the entire width between the guard rails and raises the wheels of the derailed vehicle that travels between the left and right rails of the reference line to substantially the same height as the head of the lead rail. Deviation prevention device. The derailment prevention device for a derailment vehicle according to claim 1, wherein a flat surface portion having substantially the same height as a head portion of the lead rail is provided between the slope portion and the lead rail. The upper end of the slope is disposed along the side of the lead rail,
The departure prevention apparatus for a derailed vehicle according to claim 1, wherein the slope of the slope portion in the traveling direction of the reference line continuously changes from the left rail side to the right rail side. The derailment prevention device for a derailment vehicle according to claim 3, further comprising a plurality of convex portions that protrude upward from the slope portion and extend substantially along a traveling direction of the reference line. A collision detection means for detecting a collision between the slope portion and the wheel shaft of the derailment vehicle;
The derailment vehicle departure prevention apparatus according to any one of claims 1 to 4, further comprising: an alarm output unit that outputs an alarm according to an output of the collision detection unit. 6. The derailment vehicle departure prevention apparatus according to claim 5, wherein the alarm output unit includes an alarm display unit provided forward of the train including the derailment vehicle beyond the slope portion.

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