JP6601985B2 - Vehicle fall prevention structure - Google Patents

Description

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

  In railway vehicles, to prevent a passenger traveling on the railroad (hereinafter referred to as a passenger) from falling from the platform of the station into the gap between the vehicles, a fall prevention jar is attached to the end of the vehicle. . 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. 35, 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 platform into 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, rubber thorns 102b are provided on the end faces of the intermediate vehicles 102A and 102B that do not have a driver's cab. For this reason, in the conventional vehicle fall prevention structure 105, when the intermediate vehicles 102A and 102B are connected to each other, the rubber dust 102b prevents the passenger from falling into the gap between the intermediate vehicle 102A and the intermediate vehicle 102B. Can do. However, in the conventional vehicle fall prevention structure 105, when the leading vehicles having the driver's cabs are connected to each other, or when the intermediate vehicles 102A and 102B are connected to the leading vehicle, the gaps between these vehicles are separated by the rubber dust 102b. There is a problem that cannot be closed.

  The subject of this invention is providing the fall prevention structure of the vehicle which can prevent that a passenger falls in the clearance gap between these connection parts, and can improve safety, when a leading vehicle and another vehicle are connected. That is.

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. 23 and 24, the invention of claim 1 is a vehicle fall prevention structure for preventing a passenger from falling into a gap between the vehicles. The leading vehicle (2A) can be connected to the leading vehicle, and the leading vehicle falls in the gap between the other vehicle (2A, 2B) coupled to the leading vehicle and the leading vehicle. includes a fall prevention part (6) to prevent the said top as stream toward the front of the vehicle passes through, a gap is formed between the front surface of the front car and the fall prevention structure, the leading vehicle The vehicle fall prevention structure (5) is characterized in that the fall prevention structure is fixed to the leading vehicle in a state where the fall prevention portion always protrudes from the front surface (3a) .

  According to a second aspect of the present invention, in the vehicle fall prevention structure according to the first aspect, as shown in FIGS. 23, 24, 26 and 27, the fall prevention portion is detachably attached to the leading vehicle. A vehicle fall prevention structure comprising a mounting portion (18).

A third aspect of the present invention, the fall prevention structure according to claim 2, as shown in FIGS. 23 and 24, the mounting portion supports the holding portion (18a) for holding the fall prevention part A structure for preventing the vehicle from falling is provided with support portions (18b, 18c).

According to a fourth aspect of the present invention, in the vehicle fall prevention structure according to the third aspect , the support portion (18b) is detachably fixed to the frame (3j) of the leading vehicle, and the holding portion and A structure for preventing the vehicle from falling is characterized in that the vehicle body is connected.

According to a fifth aspect of the present invention, in the vehicle fall prevention structure according to the third aspect , the support portion (18c) is detachably fixed to the front surface of the leading vehicle, and the holding portion and the vehicle body are connected to each other. A vehicle fall prevention structure characterized by being connected.

  According to the present invention, when the leading vehicle and another vehicle are connected, it is possible to improve safety by preventing the passenger from falling into the gap between these connecting portions.

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. It is sectional drawing which shows the state cut | disconnected by the VI-VI line of FIG. 7 is an enlarged cross-sectional view showing a part of a vehicle including the vehicle fall prevention structure according to the first embodiment of the present invention, and FIG. 7A is an enlarged cross-sectional view showing a VIIA portion of FIG. FIG. 7B is an enlarged sectional view showing a VIIB portion of FIG. 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 vehicle provided with the fall prevention structure of the vehicle which concerns on 2nd 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 2nd Embodiment of this invention. It is sectional drawing which shows the state cut | disconnected by the XIII-XIII line | wire of FIG. It is sectional drawing which shows the state cut | disconnected by the XIV-XIV line | wire of FIG. 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 front 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 sectional drawing which shows the state cut | disconnected by the XVII-XVII line of FIG. It is sectional drawing which shows the state cut | disconnected by the XVIII-XVIII line | wire of FIG. It is a perspective view which shows roughly the vehicle provided with the fall prevention structure of the vehicle which concerns on 4th 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 4th Embodiment of this invention. It is sectional drawing which shows the state cut | disconnected by the XXI-XXI line | wire of FIG. It is sectional drawing which shows the state cut | disconnected by the XXII-XXII line | wire of FIG. It is a perspective view of a leading vehicle provided with the vehicle fall prevention structure concerning a 5th embodiment of this invention. It is a side view which shows the state which connected leading vehicles provided with the fall prevention structure of the vehicle which concerns on 5th Embodiment of this invention. It is a front view of the fall prevention part of the fall prevention structure of the vehicle which concerns on 5th Embodiment of this invention. It is a side view of the fall prevention part of the fall prevention structure of the vehicle which concerns on 5th Embodiment of this invention. It is sectional drawing which shows the state cut | disconnected by the XVII-XVII line of FIG. FIG. 28 is a configuration diagram of the wind tunnel test apparatus used for the wind tunnel test, (A) is a side view, (B) is a plan view, and (C) is cut along line XXVIII-XXVIIIC in (B). It is sectional drawing which shows the state which carried out. It is an external view of the model vehicle used for the wind tunnel test, (A) is a top view, (B) is a side view, (C) is a front view. It is an external view of the vehicle head part of the model vehicle used for the wind tunnel test, (A) is a front view, (B) is a side view which abbreviate | omits and shows a part. BRIEF DESCRIPTION OF THE DRAWINGS It is a top view of the fall prevention structure which concerns on the Example of this invention, (A)-(D) is a top view of Examples 1-1-1-4, (E)-(H) is Example 2. It is a top view of -1 to 2-4. It is a graph which shows the measurement result of the air resistance coefficient of the model vehicle used for the wind tunnel test. It is a graph which shows the measurement result by visualization of the flow around the head part of the model vehicle used for the wind tunnel test. It is a photograph which shows the measurement result by visualization of the flow around the head part of the model vehicle used for the wind tunnel test, (A) is a measurement result of Example 2-4, (B) is a measurement result of a comparative example. . 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 and 6 is a path (track) on which the leading vehicle 2A travels, and includes a pair of rails 1a for guiding the wheels 4a of the leading vehicle 2A. The leading vehicle 2A is a moving body that travels along the track 1 and is 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 6, a carriage 4 shown in FIG. 3, a fall prevention structure 5 shown in FIGS. 1 to 5, an airflow separation suppressing structure 8 shown in FIGS. It has. The leading vehicle 2A includes a fall prevention function that prevents a passenger from falling from the platform, and a separation suppression function that suppresses separation of the flow of the airflow F. The leading vehicle 2A shown in FIGS. 1 to 5 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.

  A vehicle body 3 shown in FIGS. 1 to 6 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 7, vehicle body side surfaces 3b and 3c shown in FIGS. 1, 2, 4, and 6, and FIGS. A vehicle body upper surface 3d and a vehicle body bottom surface 3e shown in FIGS. 1 and 3 are provided. The vehicle body end surface 3a shown in FIG. 1 to FIG. 7 is an outer plate (wife plate) constituting 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 a gable shape that is easy to mass-produce and low in cost. For example, the end face 3a of the vehicle body has a flat face plate and a right angle with the side plate, and a corner portion is chamfered or rounded. 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. The vehicle body upper surface 3d shown in FIG. 1 to FIG. 3 and FIG. 7 is an outer plate (roof plate) constituting the roof stance (roof structure) of the leading vehicle 2A, such as an air conditioner for air conditioning the vehicle interior. Equipment on the roof 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. The cart 4 shown in FIG. 3 is a traveling device (running device) that supports the vehicle body 3 and travels on the track 1, and includes wheels 4a that are in rolling contact with the rail 1a.

  The fall prevention structure 5 shown in FIGS. 1-5 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 on track 1 from the platform of the station. The fall prevention structure 5 is not a structure in which the conventional fall prevention structure 105 as shown in FIG. 35 is arranged on the end face 102a opposite to the driver's cab side of the leading vehicle 2A, but the 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 5, a mounting portion 7 shown in FIG.

  1 to 5 is a portion that prevents a passenger from falling into a gap between another vehicle connected to the leading vehicle 2A and the leading vehicle 2A. As shown in FIGS. 4 and 5, the fall prevention unit 6 has a substantially triangular cross section when cut along a horizontal plane, and a substantially square cross section when cut along a vertical surface as shown in FIGS. It is a plate-like member. 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 part 6 is formed with a small thickness toward the tip part 6a so that the part near the tip part 6a has flexibility. 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. As shown in FIGS. 1, 4, and 5, the fall prevention unit 6 protrudes by a predetermined protrusion amount in the X-axis direction (the front-rear direction (length direction) of the leading vehicle 2 </ b> A), and the Y-axis direction (the leading The vehicle 2A has a predetermined thickness in the left-right direction (width direction), and has a predetermined length in the Z-axis direction (the vertical direction (height direction) of the leading vehicle 2A). The fall prevention unit 6 is an elastic body such as rubber, a rigid body such as aluminum, or a combination thereof. The fall prevention part 6 is preferably, for example, a part or all of the fall prevention part 6 is an elastic body having flexibility, and the tip part 6a side is gradually thinned toward the tip part 6a. A molded rubber plate is preferred.

As shown in FIGS. 1 to 3, the fall prevention portion 6 protrudes from the vehicle body end surface 3a of the leading vehicle 2A along the lower side edge portions on both sides of the vehicle body end surface 3a of the leading vehicle 2A. as such are inclined inwardly with respect to the center line L ₀ of the leading vehicle 2A, with respect to the center line L ₀ of the leading vehicle 2A the center line L ₁ of the fall prevention part 6 becomes inclined angle θ Is arranged. When the inclination angle θ is less than 20 °, the fall prevention unit 6 reduces the effect of suppressing the separation of the air flow F and increases the air resistance acting on the leading vehicle 2A, and when the inclination angle θ exceeds 35 °, the clearance between the vehicles is reduced. the order fall prevention unit 6 becomes large to small, leading vehicle 2A within the scope of this leading vehicle 2A body face 3a inside the tilt angle θ = 20 ° ~35 ° in respect to the center line L ₀ in It is preferable to incline. The fall prevention unit 6 includes a tip 6a shown in FIGS. 1 to 5, an inner surface (inner side surface) 6b shown in FIGS. 1 and 3 to 5, and an outer surface (shown in FIGS. 1, 4 and 5). Outer side surface) 6c and a mounting portion 6d shown in FIG. 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 tip portion 6 a shown in FIGS. 1 to 5 is a portion constituting the tip of the fall prevention portion 6. The tip portion 6a is rounded to prevent damage when the fall prevention portions 6 come into contact with each other. The inner surface 6 b shown in FIGS. 1 and 3 to 5 is a portion that constitutes the inner side surface of the fall prevention portion 6. The inner surface 6b is formed as a flat surface like the vehicle body side surfaces 3b and 3c of the vehicle body 3, and is located inside the vehicle body end surface 3a when viewed from the vehicle body end surface 3a side. The outer surface 6 c shown in FIGS. 1, 4, and 5 is a part that constitutes the outer side surface of the fall prevention portion 6. As shown in FIG. 5, the outer surface 6c is formed in a flat surface near the attachment portion 6d in parallel with the inner surface 6b, and is located outside the vehicle body end surface 3a when viewed from the vehicle body end surface 3a side. The outer surface 6c is formed in an inclined surface (tapered surface) that is inclined at a predetermined angle so as to approach the inner surface 6b as it approaches the tip end portion 6a. A mounting portion 6 d shown in FIG. 5 is a portion for mounting the fall prevention portion 6 to the mounting portion 7. The attachment portion 6 d is a concavo-convex portion formed at the rear end portion of the fall prevention portion 6, and is formed linearly along the height direction of the fall prevention portion 6.

  The mounting portion 7 shown in FIG. 5 is a portion that detachably mounts the fall prevention portion 6 to the peeling suppression portion 9A. The mounting portion 7 attaches the fall preventing portion 6 to the peeling restraining portion 9A while holding the fall preventing portion 6. The mounting portion 7 functions as a support structure that supports the fall prevention portion 6. The mounting portion 7 includes mounting portions 7a and 7b, an inner surface 7c, an outer surface 7d, and the like. The mounting portion 7 is detachably fixed to the fin portion 10 of the separation suppressing portion 9A by a fixing member such as a bolt or a screw.

  The attachment portion 7 a 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 linearly along the height direction of the mounting portion 7. The attachment portion 7a is fitted to the uneven portion of the attachment portion 6d of the fall prevention portion 6, 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 peeling suppressing portion 9A. The mounting portion 7b is formed flat at the rear end portion of the mounting portion 7, and is formed linearly in the same manner as the mounting portion 7a 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 inner surface 7c is smooth on the inner surface 6b of the fall prevention portion 6 so that the airflow F flowing along the inner surface 6b of the fall prevention portion 6 flows along the inner surface 7c. It is connected. The outer surface 7 d is a part that constitutes the outer side surface of the mounting portion 7. The outer surface 7d is smooth on the outer surface 6c of the fall prevention portion 6 so that the air flow F flowing along the outer surface 6c of the fall prevention portion 6 flows along the outer surface 7d. It is connected.

  The airflow separation suppressing structure 8 shown in FIGS. 1 to 7 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 suppresses the separation of the airflow F by reducing the air resistance of the leading vehicle 2A by guiding the airflow F colliding with the vehicle body end surface 3a to the vehicle body side surfaces 3b and 3c and the vehicle body upper surface 3d. The increase in the apparent vehicle cross-sectional area of the front portion of the vehicle 2A 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. 1 to 7, the airflow separation suppressing structure 8 includes separation suppressing portions 9 </ b> A to 9 </ b> C that suppress the separation of the airflow F from the leading vehicle 2 </ b> A. As shown in FIGS. 1 and 2, the airflow separation suppressing structure 8 is disposed so as to surround the vehicle body end surface 3 a along both edges and the upper edge of the vehicle body end surface 3 a.

  1 to 5 guides the air flow F toward the vehicle body end surface 3a of the leading vehicle 2A from the surface of the fall prevention unit 6 to the vehicle body side surfaces 3b and 3c of the leading vehicle 2A, thereby causing the leading vehicle 2A. The separation of the air flow F from the air is suppressed. As shown in FIG. 5, the peeling prevention portion 9 </ b> A is disposed between the fall prevention portion 6 and the mounting portion 7 and the vehicle body end surface 3 a, and both edges of the vehicle body end surface 3 a as shown in FIGS. 1 to 4. 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 separation suppressing portion 9A is supported by the leading vehicle 2A and can be detachably mounted on the leading vehicle 2A side. The peeling suppression portion 9A includes a fin portion 10 shown in FIGS. 1 and 3 to 5, a support portion 11 shown in FIGS. 4 and 5, and the like.

  1 to 3 and FIG. 7B guides the airflow F colliding with 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 preventing the leading vehicle. This is a part that suppresses the separation of the air flow F from 2A. As shown in FIGS. 1 and 2, the separation suppressing portion 9B is disposed along both edge portions of the vehicle body end surface 3a and the shoulder portion of the vehicle body end surface 3a except for the portion where the separation suppression portion 9A is disposed. . The peeling suppressing portion 9B includes a shoulder portion where the upper half (side upper half) on both sides of the vehicle body end surface 3a, the lower ends (side lower ends) on both sides of the vehicle body end surface 3a, and both the edge portions and the upper edge portion of the vehicle body end surface 3a intersect. (Both shoulders). The peeling suppressing portion 9B includes a louver portion 12 shown in FIGS. 1 to 3, 6 and 7B, a support portion 13 shown in FIGS. 6 and 7B, and the like.

  1 to 3 and FIG. 7A guide the airflow F that has collided with the vehicle body end surface 3a of the leading vehicle 2A to the vehicle body upper surface 3d of the leading vehicle 2A. This is a part that suppresses the separation of the air flow F. As shown in FIGS. 1 and 2, the peeling suppression portion 9 </ b> C is disposed along the upper edge portion (roof portion) of the vehicle body end surface 3 a. The peeling suppression portion 9C includes the fin portion 14 shown in FIGS. 1 to 3 and 7A, the guide portion 15 shown in FIGS. 1, 3, and 7A, and FIGS. 3 and 7A. The support part 16 shown in FIG.

The fin portion 10 shown in FIGS. 1 and 3 to 5 guides the airflow F from the outer surface 6c of the fall prevention portion 6 toward the vehicle body side surfaces 3b and 3c of the leading vehicle 2A, and also the inner surface 6b of the fall prevention portion 6. This is a portion that guides the airflow F to the gap portion Δ ₁ between the vehicle body side surfaces 3b and 3c of the leading vehicle 2A. As shown in FIG. 5, 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 FIGS. 3 and 5, the tip of the fin portion 10 is curved toward the vehicle body end surface 3 a and protrudes slightly forward from the vehicle body end surface 3 a. As shown in FIG. 3, the rear end portion of the fin portion 10 is curved toward the vehicle body side surfaces 3 b and 3 c and is formed in parallel with these surfaces, and slightly protrudes from these surfaces.

Concave curved surface 10a shown in FIG. 5 is a partial guide the airflow F into the gap delta ₁ between the vehicle body side surface 3b, 3c of the inner surface 6b and the leading vehicle 2A of fall prevention unit 6. 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. Concave curved surface 10a is a rear end from the front end (upstream side of the airflow F) gap portion delta ₁ toward the (downstream side of the airflow F) are arranged so as to gradually decrease. The concave curved surface 10a passes through the inner surface 6b of the fall preventing portion 6 and the air flow F flowing along the inner surface 7c of the mounting portion 7 flows along the concave curved surface 10a. The distal end portion is smoothly connected to the inner surface 7 c of the mounting portion 7.

  The convex curved surface 10b is a portion that guides the airflow F from the outer surface 6c of the fall prevention portion 6 toward the vehicle body side surfaces 3b, 3c of the leading vehicle 2A. 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 passes through the outer surface 6c of the fall preventing portion 6 and the convex curve 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 front end portion (upstream side of the airflow F) of the surface 10b is smoothly connected to the outer surface 6c of the fall prevention portion 6, and the rear end portion (downstream side of the airflow F) of the convex curved surface 10b is a concave curved surface. It is smoothly connected to the rear end of 10a.

  The attachment part 10 c is a part for attaching the separation suppressing part 9 </ b> A to the attachment part 7. The attachment portion 10c is formed in a flat shape at the distal end portion of the separation suppressing portion 9A, 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 part 11 shown in FIGS. 4 and 5 is a part that supports the fin part 10 to 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.

Louver 12 shown in FIGS. 6 and 7 (B) shows the vehicle body side 3b, together with the passing air flow F in the gap delta ₂₁ between 3c and the inner fin portion 12a, the inner fin portions 12a and the outer fin portion 12b This is the part that allows the air flow F to pass through the gap Δ ₂₂ between the two. The louver portion 12 includes an inner fin portion 12a, an outer fin portion 12b shown in FIGS. 1 to 3 and 7B, and transmission portions 12c and 12d shown in FIGS.

  The inner fin portion 12a shown in FIGS. 1 to 3 and FIG. 7B is a portion that changes the direction of the airflow F. As shown in FIGS. 6 and 7B, the inner fin portion 12a is disposed between the vehicle body 3 and the outer fin portion 12b. As shown in FIG. 7B, the inner fin portion 12a is a blade-shaped member having a concave curved surface 12e and a convex curved surface 12f that are curved toward the vehicle body end surface 3a, and is on the side facing the leading vehicle 2A. Is provided with a concave curved surface 12e, and a convex curved surface 12f is provided on the surface opposite to the side facing the leading vehicle 2A. The front end portion of the inner fin portion 12a is curved toward the vehicle body end surface 3a and protrudes slightly forward from the vehicle body end surface 3a. The rear end portion of the inner fin portion 12a 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 outer fin portion 12b shown in FIGS. 1 to 3 and FIG. 7B is a portion that changes the direction of the airflow F with respect to the inner fin portion 12a. As shown in FIGS. 6 and 7B, the outer fin portion 12b is disposed outside the inner fin portion 12a with a predetermined interval. As shown in FIG. 7B, the outer fin portion 12b includes a concave curved surface 12g and a convex curved surface 12h that are curved toward the vehicle body end surface 3a, and is a blade-like member similar to the inner fin portion 12a. It is. The outer fin portion 12b includes a concave curved surface 12g on the surface facing the inner fin portion 12a, and a convex curved surface 12h on the surface opposite to the side facing the inner fin portion 12a. The front end portion of the outer fin portion 12b is curved toward the vehicle body end surface 3a, and projects slightly forward from the front end portion of the inner fin portion 12a. The rear end portion of the outer fin portion 12b protrudes slightly forward from the rear end portion of the inner fin portion 12a.

  The transmission parts 12c and 12d shown in FIGS. 1 to 3 are parts for the driver of the leading vehicle 2A to watch the outside. The transmission parts 12c and 12d are formed in portions facing the front window 3g and the side window 3h shown in FIG. 1 so that the crew in the driver's cab of the leading vehicle 2A can see the outside. As shown in FIG. 1, the transmission parts 12c and 12d are transparent or translucent parts formed in the driver's field of view so that the louver part 12 does not block the driver's field of view. As shown in FIG. 3, the transmission part 12c is formed in a part of the inner fin part 12a, and the transmission part 12d is formed in a part of the outer fin part 12b. The transmission part 12c is formed of synthetic resin such as polycarbonate or tempered glass, for example.

  The support portion 13 shown in FIGS. 6 and 7B is a portion that supports the inner fin portion 12 a and the outer fin portion 12 b on the vehicle body 3. A plurality of support portions 13 are arranged at predetermined intervals in the length direction of the inner fin portion 12a and the outer fin portion 12b (the height direction of the leading vehicle 2A), and the inner fin portion 12a and the outer fin portion 12b And the inner fin portion 12a and the vehicle body 3 are connected. The support portion 13 is a plate-like member having rounded ends on the upstream side and the downstream side and flat on both sides, and is detachably fixed to the vehicle body 3 by a fixing member such as a bolt or a screw.

The fin portion 14 shown in FIGS. 1 to 3 and FIG. 7A is a portion that allows the air flow F to pass through the gap portion Δ ₃ between the upper surface 3d of the vehicle body. As shown in FIGS. 1 and 2, the fin portion 14 has a portion that guides the airflow F to the center of the vehicle upper surface 3d and a portion that leads the airflow F to both edges of the vehicle upper surface 3d. Projecting forward in the traveling direction (in front of the vehicle body end surface 3a). The fin portion 14 is a portion that changes the direction of the airflow F. As shown in FIG. 7A, the fin portion 14 is a blade-like member having a concave curved surface 14g and a convex curved surface 14h that are curved toward the vehicle body end surface 3a, and is provided on the side facing the leading vehicle 2A. A concave curved surface 14g is provided on the surface, and a convex curved surface 14h is provided on the surface opposite to the side facing the leading vehicle 2A. As shown in FIGS. 3 and 7A, the tip of the fin portion 14 is curved toward the vehicle body end surface 3a, and slightly protrudes forward from the vehicle body end surface 3a. The rear end portion of the fin portion 14 is curved toward the upper surface 3d of the vehicle body and is formed in parallel with the surface of the upper surface 3d of the vehicle body, and slightly protrudes from the surface of the upper surface 3d of the vehicle body.

  1, 3, and 7 (A), the guiding portion 15 causes the airflow F passing through the fin portion 14 to flow along the vehicle body upper surface 3 d of the leading vehicle 2 </ b> A. This is a portion that is guided by the upper surface 3d of the vehicle body. The guide portion 15 is a parallel plate portion disposed in parallel with the vehicle body upper surface 3d with a predetermined distance from the vehicle body upper surface 3d, and both edges are curved along the vehicle body upper surface 3d as shown in FIGS. is doing. The induction | guidance | derivation part 15 is provided with the rectification | straightening part 15a etc. as shown in FIG.1, FIG3 and FIG.7 (A).

1, the rectifying section 15a shown in FIGS. 3 and FIG. 7 (A) to guide the airflow F that passes through the gap delta ₃ between the vehicle body upper surface 3d and the fin portion 14 along the vehicle body upper surface 3d, the This is the part that rectifies the air flow F. The rectifying portion 15a is a rectifying plate (extension flat plate) portion extending from the rear end portion of the fin portion 14 substantially in parallel with the vehicle body upper surface 3d of the leading vehicle 2A. The rectifying unit 15a is a long plate-like member having a substantially uniform thickness and width. The rectifying portion 15a is disposed on the upper surface 3d of the vehicle body behind the fin portion 14 with a space between the upper surface 3d of the vehicle body and extends in parallel from the rear end portion of the fin portion 14 along the upper surface 3d of the vehicle body. ing. The rectifying unit 15a is configured such that the air flow F flowing along the concave curved surface 14g and the convex curved surface 14h of the fin portion 14 flows along the inner surface and the outer surface of the rectifying unit 15a. Is smoothly connected to the fin portion 14.

  3 and 7A is a part that supports the rectifying unit 15a to the vehicle body 3. A plurality of support portions 16 are arranged at predetermined intervals in the length direction of the rectifying portion 15a (the width direction of the leading vehicle 2A), and connect the rectifying portion 15a and the vehicle body 3. The support portion 16 is a plate-like member with rounded ends on the upstream side and the downstream side, and is flat on both sides, and 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 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. 35, 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 unit 106, and the passenger falls from the platform. Is preventing. 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 prevention part 6 prevents the passenger from falling from the platform into 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 platform into the gap between the connecting portions 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. Since the both fall prevention parts 6 are bent, the fall prevention part 6 is not damaged. Further, as shown in FIG. 10, the protruding length of the separation suppressing portion 9C that guides the airflow F to both edges of the top surface 3d of the top vehicle 2A causes the airflow F to flow at the center of the top surface 3d of the top vehicle 2A. It is shorter than the protruding length of the guide separation suppressing portion 9C. For this reason, when the leading vehicle 2A moves in the curved section, the separation suppressing unit 9C on the one leading vehicle 2A side and the separation suppressing unit 9C on the other leading vehicle 2A side do not interfere with each other.

(Peeling suppression function)
For example, when the leading vehicle 2A travels in the X-axis direction without the separation suppressing portions 9B and 9C shown in FIGS. 1 to 3, 6, and 7, the airflow F that collides with the vehicle body end surface 3a becomes the vehicle body end surface 3a. The separated airflow F is separated from the front edge of the vehicle body side surfaces 3b, 3c and the vehicle body upper surface 3d away from the upper edge and side edge of the vehicle, and at a position rearward (downstream) in the traveling direction of the leading vehicle 2A. Adhere to. For this reason, the apparent cross-sectional area of the leading portion of the leading vehicle 2A increases due to the separation of the air flow F from the vehicle body end surface 3a, and the pressure fluctuation generated when the leading vehicle 2A enters the fixed structure such as a tunnel increases. To do.

On the other hand, when the leading vehicle 2A travels in the X-axis direction in the presence of the separation suppressing portion 9B shown in FIGS. 1 to 3, 6 and 7B, the airflow F colliding with the vehicle body end surface 3a is changed to the vehicle body side surface 3b. , together with the gap delta ₂₁ between 3c and the inner fin portion 12a passes air flow F, the gap delta ₂₂ between the inner fin portion 12a and the outer fin portion 12b airflow F passes. In addition, when the leading vehicle 2A travels in the X-axis direction in the presence of the separation suppressing portion 9C shown in FIGS. 1 to 3 and 7A, the airflow F that collides with the vehicle body end surface 3a becomes the vehicle body upper surface 3d and the fin portion. The air flow F passes through the gap portion Δ ₃ between the two. The air flow F passing through the gap portion Δ ₃ between the vehicle body upper surface 3 d and the fin portion 14 is guided between the vehicle body upper surface 3 d and the rectification unit 15 a by the guide portion 15.

When the leading vehicle 2A including the separation suppressing portion 9A shown in FIGS. 1 to 5 travels in the X-axis direction, the air flow F toward the tip portion 6a of the fall prevention portion 6 is caused to flow between the outer surface 6c of the fall prevention portion 6 and the mounting portion 7. It flows along the inner surface 7c, and the airflow F flows along the vehicle body side surfaces 3b, 3c from the inner surface 6b of the fall prevention portion 6 and the outer surface 7d of the mounting portion 7. In addition, when the leading vehicle 2A including the peeling prevention portion 9A travels in the X-axis direction, the airflow F toward the tip portion 6a of the fall prevention portion 6 follows the inner surface 6b of the fall prevention portion 6 and the inner surface 7c of the mounting portion 7. flow Te, the vehicle body side 3b, 3c and to the gap delta ₁ between the concave curved surface 10a of the fin 10 passes through airflow F, the airflow F flows along the side surface of the vehicle body 3b, 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 vehicle body upper surface 3d, 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 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 leading vehicle 2 </ b> A includes a fall prevention unit 6 that prevents the passenger from falling in a gap between the two. For this reason, for example, in the case of a multi-layer train T ₁ as shown in FIG. 8A, it is possible to prevent passengers from falling into the gap between the connecting portions of the leading vehicles 2A. Further, in the case of the train T ₂ that performs the reinforcement and coupling as shown in FIG. 9A, it is possible to prevent passengers from falling into the gap in the connecting portion between the leading vehicle 2A and the intermediate vehicle 2B. As a result, when the leading vehicle 2A is connected to another vehicle, it is possible to prevent the passenger from falling into the gap between these connecting portions and improve safety.

(2) In the first embodiment, by guiding the air flow F toward the vehicle body end surface 3a of the leading vehicle 2A from the inner surface 6b and the outer surface 6c of the fall prevention portion 6 to the vehicle body side surfaces 3b and 3c of the leading vehicle 2A, The separation suppressing unit 9A prevents the separation of the airflow F from the leading vehicle 2A. For this reason, it can suppress that the airflow F which collided with the fall prevention part 6 peels from the vehicle body end surface 3a.

(3) In the first embodiment, the fin portion 10 guides the airflow F from the outer surface 6c of the fall prevention portion 6 toward the vehicle body side surfaces 3b, 3c of the leading vehicle 2A, and the inner surface 6b of the fall prevention portion 6 vehicle side 3b of the lead vehicle 2A, the fin portion 10 in the gap portion delta ₁ between the 3c leads the airflow F. For this reason, it is possible to reduce the air resistance of the leading vehicle 2A by suppressing the separation of the airflow F that has collided with the fall prevention unit 6, and to increase the apparent sectional area of the leading portion of the leading vehicle 2A. And the generation of tunnel micro-pressure waves can be reduced. Also, since the airflow F colliding with the vehicle body face 3a comes off the body side 3b, the gap delta ₁ between 3c and the fin portion 10 side of the vehicle body 3b, the 3c, it is possible to reduce the air resistance of the lead vehicle 2A .

(4) In the first embodiment, the attachment portion 7 is detachably attached to the peeling prevention portion 9A of the fall prevention portion 6. For this reason, the fall prevention part 6 can be easily attached to the existing leading vehicle at low cost without modifying the structure of the existing leading vehicle on a large scale. Further, when the fall prevention unit 6 is deteriorated, damaged or soiled, the fall prevention unit 6 can be easily removed, and can be easily replaced with a new fall prevention unit 6 in a short time.

(5) In the first embodiment, the air flow F colliding with the vehicle body end surface 3a of the leading vehicle 2A is guided 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. The suppression unit 9B suppresses. In the first embodiment, the airflow F colliding with the vehicle body end surface 3a of the leading vehicle 2A is guided to the vehicle body upper surface 3d of the leading vehicle 2A, thereby separating the airflow F from the leading vehicle 2A. Suppresses. For this reason, it can suppress that the airflow F which collided with the vehicle body end surface 3a by simple structure peels.

(6) In the first embodiment, the vehicle body side 3b of the lead vehicle 2A, louver portion 12 to the gap delta ₂₁ between 3c and the inner fin portion 12a with the passing air flow F, the inner fin portions 12a The louver portion 12 allows the air flow F to pass through the gap portion Δ ₂₂ between the outer fin portion 12b and the outer fin portion 12b. Further, in the first embodiment, the fin portion 14 to pass the airflow F into the gap delta ₃ between the vehicle body upper surface 3d of the leading vehicle 2A. For this reason, it is possible to reduce the air resistance of the leading vehicle 2A by suppressing the separation of the airflow F that has collided with the vehicle body end surface 3a, and to increase the apparent sectional area of the leading portion of the leading vehicle 2A. It can suppress and generation | occurrence | production of a tunnel micro atmospheric pressure wave can be reduced. In addition, it is possible to reduce vehicle body structural fatigue caused by repeated loads acting on the vehicle body 3, and to reduce the pinching phenomenon that occurs in passengers in the vehicle body 3 due to fluctuations in atmospheric pressure.

(7) In the first embodiment, the guiding portion 15 guides the airflow F on the top surface 3d of the leading vehicle 2A so that the airflow F passing through the fin portion 14 flows along the top surface 3d of the leading vehicle 2A. To do. For this reason, the guide part 15 arranges the flow of the airflow F on the upper surface 3d of the vehicle body, and the airflow F flows along the upper surface 3d of the vehicle body, so that the airflow separation suppressing effect can be further improved.

(8) In the first embodiment, the fall prevention portion 6 protrudes from the vehicle body end surface 3a of the leading vehicle 2A along both lower edges of the vehicle body end surface 3a of the leading vehicle 2A. fall prevention unit 6 is inclined inwardly with respect to the line L _0. Therefore, by tilting the fall-preventing portion 6 inward, the structure is the same as when the vehicle body end surface 3a is rounded, and the air flow F separated near the vehicle body end surface 3a is reattached to the vehicle body side surfaces 3b and 3c. be able to. As a result, it is possible to improve the effect of suppressing the separation of the airflow F, reduce air resistance, and reduce tunnel micro-pressure waves.

(9) In the first embodiment, the fall prevention part 6 is formed to be thinner toward the tip part 6a. For this reason, the air resistance acting on the fall prevention unit 6 can be reduced, generation of abnormal noise and vibration can be suppressed, and flexibility can be imparted to the fall prevention unit 6. As a result, for example, the fall prevention unit 6 does not come into strong contact with the passenger entering from the platform side, but comes into soft contact, and the passenger can be pushed back to the platform side.

(10) In the first embodiment, the fall prevention unit 6 is an elastic body, a rigid body, or a combination thereof. For example, the whole fall prevention part 6 can be formed with an elastic body, a part of the fall prevention part 6 can be formed with an elastic body, or the whole fall prevention part 6 can be formed with a rigid body. For this reason, for example, when the leading vehicles 2A pass through the curved section, even if 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, Since the fall prevention part 6 bends, it is possible to prevent the fall prevention part 6 from being damaged.

(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.
11 to 14 protrudes from the vehicle body end surface 3a of the leading vehicle 2A along the lower edge portions on both sides of the vehicle body end surface 3a of the leading vehicle 2A. As shown in FIG. it is substantially parallel to the center line L ₀ of the lead vehicle 2A. As shown in FIG. 13, the fall prevention unit 6 has the center line L ₁ of the fall prevention unit 6 substantially parallel to the center line L ₀ of the leading vehicle 2A (substantially parallel to the traveling direction of the leading vehicle 2A). It is arranged to be.

The vehicle fall prevention structure according to the second embodiment of the present invention has the following effects in addition to the effects of the first embodiment.
In the second embodiment, the fall prevention portion 6 protrudes from the vehicle body end surface 3a of the leading vehicle 2A along both lower edges of the vehicle body end surface 3a of the leading vehicle 2A, and the center line L _{0 of the} leading vehicle 2A. In contrast, the fall prevention portion 6 is substantially parallel. For this reason, the separation suppression effect of the airflow F can be improved, air resistance can be reduced, and tunnel micro-pressure waves can be reduced.

(Third embodiment)
The leading vehicle 2A shown in FIGS. 15 to 18 is different from the leading vehicle 2A shown in FIGS. 15A to 18 includes a fin portion 17 and the like. The fin portion 17 is a portion that guides the airflow F from the outer surface 6c of the fall prevention portion 6 toward the vehicle body side surfaces 3b and 3c of the leading vehicle 2A. As shown in FIG. 18, the fin portion 17 is a member having a blade-like appearance as in the fin portion 10 shown in FIGS. 5 and 14, and includes a convex curved surface 17 a and mounting portions 17 b and 17 c. ing. As shown in FIGS. 15, 17, and 18, the front end portion of the fin portion 17 is curved toward the vehicle body end surface 3 a and protrudes slightly forward from the vehicle body end surface 3 a. As shown in FIG. 3, the rear end portion of the fin portion 17 is curved toward the vehicle body side surfaces 3 b and 3 c, and has the same height as these surfaces so that no stepped portion is formed between these surfaces. (Same level) is continuous. As shown in FIG. 18, the fin portion 17 is different from the fin portion 10 shown in FIGS. 5 and 14 in that a gap is formed between the inner surface of the fin portion 17 and the vehicle body side surfaces 3 b and 3 c. The airflow F does not pass between the inner surface 6b of the fall prevention part 6 and the vehicle body side surfaces 3b and 3c of the leading vehicle 2A.

  A convex curved surface 17a shown in FIG. 18 is a portion that guides the airflow F from the outer surface 6c of the fall prevention portion 6 toward the vehicle body side surfaces 3b and 3c of the leading vehicle 2A. The convex curved surface 17a 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 17a passes through the outer surface 6c of the fall preventing portion 6 and flows along the outer curved surface 17a of the mounting portion 7 so that the airflow F flows along the convex curved surface 17a. The front end portion of the surface 17a (upstream side of the airflow F) is smoothly connected to the outer surface 6c of the fall prevention portion 6, and the rear end portion (downstream side of the airflow F) of the convex curved surface 17a is the vehicle body side surface 3b. , 3c is smoothly connected to the tip.

  The attachment portion 17b is a portion for attaching the separation suppressing portion 9A to the attachment portion 7. The attachment portion 17b is formed in a flat shape at the distal end portion of the separation suppressing portion 9A, and is formed linearly along the height direction of the fin portion 17. The attachment portion 17b is detachably joined to the attachment portion 7b on the attachment portion 7 side.

  The attachment portion 17c is a portion for attaching the mounting portion 7 to the leading vehicle 2A. The attachment portion 17c is formed flat at the rear end portion of the separation suppressing portion 9A, and is formed linearly along the height direction of the fin portion 17 like the attachment portion 17b. The attachment portion 17c is detachably joined to the vehicle body end surface 3a of the leading vehicle 2A.

Next, the operation of the vehicle fall prevention structure according to the third embodiment of the invention will be described.
As shown in FIGS. 15 to 18, when the leading vehicle 2 </ b> A travels in the X-axis direction, the air flow F toward the tip portion 6 a of the fall prevention unit 6 causes the outer surface 6 c of the fall prevention unit 6 and the inner surface 7 c of the mounting unit 7. The airflow F flows from the inner surface 6b of the fall prevention portion 6 and the outer surface 7d of the mounting portion 7 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 third embodiment of the present invention has the following effects in addition to the effects of the first embodiment.
In the third embodiment, the fin portion 17 guides the airflow F from the outer surface 6c of the fall prevention portion 6 toward the vehicle body side surfaces 3b and 3c of the leading vehicle 2A. For this reason, it is possible to reduce the air resistance of the leading vehicle 2A by suppressing the separation of the airflow F that has collided with the fall prevention unit 6, and to increase the apparent sectional area of the leading portion of the leading vehicle 2A. And the generation of tunnel micro-pressure waves can be reduced.

(Fourth embodiment)
19 to 22 protrudes from the vehicle body end surface 3a of the leading vehicle 2A along the lower edge portions on both sides of the vehicle body end surface 3a of the leading vehicle 2A. As shown in FIG. it is substantially parallel to the center line L ₀ of the lead vehicle 2A. As shown in FIG. 21, the fall prevention unit 6 is disposed such that the center line L ₁ of the fall prevention unit 6 is substantially parallel to the center line L ₀ of the leading vehicle 2A. As shown in FIGS. 21 and 22, the fin portion 17 does not form a gap between the inner surface of the fin portion 17 and the vehicle body side surfaces 3 b and 3 c, and the inner surface 6 b of the fall preventing portion 6 The airflow F does not pass between the vehicle body side surfaces 3b and 3c of the leading vehicle 2A. The fourth embodiment has the same effects as the first embodiment and the third embodiment.

(Fifth embodiment)
The leading vehicle 2A shown in FIGS. 23 and 24 differs from the leading vehicle 2A shown in FIGS. 1 to 22 in that the side edge and the upper edge of the vehicle body end surface 3a are retracted rearward and approximate streamlined. Formed in the structure. The leading vehicle 2A shown in FIGS. 23 and 24 has a fall prevention function for preventing a passenger from falling from the platform, but does not have a peeling prevention function for suppressing the separation of the airflow F. Unlike the leading vehicle 2A shown in FIG. 22, the separation suppressing portions 9A to 9C are not provided. As shown in FIGS. 23 and 24, the vehicle body 3 includes a frame 3j. The frame 3j is a member that constitutes a part of the vehicle body bottom surface 3e of the leading vehicle 2A, and is a frame in which beam members are assembled. It is.

  The fall prevention structure 5 includes a fall prevention portion 6 shown in FIGS. 23 to 27, a mounting portion 18 shown in FIGS. 23, 24 and 27, and the like. As shown in FIG. 23, the fall prevention unit 6 has a center line of the fall prevention unit 6 with respect to the center line of the leading vehicle 2A so that the outer surface 6c is slightly inside the vehicle body side surfaces 3b and 3c. They are arranged substantially in parallel. As shown in FIG. 25, the fall prevention unit 6 has a lower end slightly curved inward when viewed from the vehicle body end surface 3 a side. The fall prevention portion 6 includes a tip portion 6a shown in FIG. 27, an inner surface 6b, an outer surface 6c, an attachment portion 6d, an outer peripheral portion 6e shown in FIG. The outer peripheral part 6 e is a part constituting the outer periphery of the fall prevention part 6. The outer peripheral portion 6e is formed between the inner surface 6b and the outer surface 6c shown in FIG. 27, and has a convex curved surface when viewed from the side surface of the leading vehicle 2A as shown in FIG. .

  The mounting portion 18 shown in FIGS. 23, 24, and 27 is a portion that detachably mounts the fall prevention portion 6 to the leading vehicle 2A. As shown in FIGS. 23 and 24, the mounting portion 18 attaches the fall prevention portion 6 to the vehicle body 3 while holding the fall prevention portion 6. The mounting portion 18 is detachably fixed to the vehicle body 3 of the leading vehicle 2A by a fixing member such as a bolt or a screw. The mounting portion 18 functions as a support structure that supports the fall prevention portion 6 and firmly fixes the fall prevention portion 6 to the vehicle body 3. As shown in FIG. 23, the mounting portion 18 is disposed below both edge portions of the vehicle body end surface 3a. The mounting portion 18 includes a holding portion 18a shown in FIGS. 23, 24 and 25, support portions 18b and 18c shown in FIGS. 23 and 24, and the like.

  The holding part 18a shown in FIGS. 23, 24, and 25 is a part that holds the fall prevention part 6. As shown in FIG. 25, the holding part 18a holds the rear end part of the fall prevention part 6 and holds the fall prevention part 6 in a predetermined posture. When viewed from the vehicle body end surface 3a side, the holding portion 18a has the lower end portion of the holding portion 18a slightly curved inward as with the fall prevention portion 6. As shown in FIG. 25, the holding portion 18a includes a fixed portion 18d, an accommodating portion 18e, a reinforcing portion 18f, and the like.

A fixing portion 18d shown in FIG. 27 is a portion for fixing the rear end portion of the fall prevention portion 6. The fixed portion 18d includes an attachment portion 18g. The attachment portion 18g is a portion for attaching the fall prevention portion 6 to the fixed portion 18d. The mounting portion 18g is a groove formed in a concave shape at the distal end portion of the fixed portion 18d, and is formed linearly along the height direction of the fixed portion 18d. The mounting portion 18g fits with the concave and convex portions of the mounting portion 6d of the fall preventing portion 6, and guides the fall preventing portion 6 so as to be movable in the vertical direction when the fall preventing portion 6 is attached and detached. The accommodating portion 18e is a portion that accommodates the fixed portion 18d and the reinforcing portion 18f. The accommodating part 18e is a metal casing member, for example, and is formed thicker than the fall prevention part 6. The accommodating part 18e is provided with a protruding hole 18h through which the fall prevention part 6 protrudes. The reinforcement part 18f is a part which reinforces the accommodating part 18e. The reinforcing portion 18f is formed by bending a plate-like member into a substantially S shape, the tip end portion is detachably fixed to the fixing portion 18d, and the rear end portion is fixed to the accommodating portion 18e.

  The support portions 18b and 18c shown in FIGS. 23 and 24 are portions that support the holding portion 18a. The support portion 18b is detachably fixed to the frame 3j of the leading vehicle 2A in a state where the lower back surface of the holding portion 18a is connected. The support portion 18c rises obliquely upward from the frame 3j having relatively high strength in the leading vehicle 2A in order to firmly support the fall prevention portion 6 that receives air resistance, and connects the holding portion 18a and the vehicle body 3 to each other. The holding portion 18a is supported from below. The support portion 18c is detachably fixed to the vehicle body end surface 3a of the lead vehicle 2A in a state where the upper back surface of the holding portion 18a is connected. The support portion 18c has one end fixed to the holding portion 18a and the other end fixed to the vehicle body end surface 3a, and functions as a stay that holds the holding portion 18a in a fixed posture and reinforces the holding portion 18a. To do. The support portion 18c protrudes obliquely forward and outward from the vehicle body end surface 3a in the vicinity of the lower edge portion of the front window 3g of the leading vehicle 2A, and connects the holding portion 18a and the vehicle body 3 to support the holding portion 18a from the side.

The vehicle fall prevention structure according to the fifth embodiment of the present invention has the following effects.
(1) In the fifth 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 leading vehicle 2 </ b> A includes a fall prevention unit 6 that prevents the passenger from falling in a gap between the two. For this reason, when the leading vehicles 2A are connected to each other, the tip portion 6a of the fall prevention portion 6 on the one leading vehicle 2A side and the tip portion 6a of the fall prevention portion 6 on the other leading vehicle 2A side face each other. Thus, the fall prevention unit 6 functions as an intrusion prevention fence, and the fall of passengers on the track 1 from the platform can be prevented and safety can be improved.

(2) In the fifth embodiment, the fall prevention part 6 is detachably attached to the leading vehicle 2A. For this reason, the fall prevention part 6 can be easily attached to the existing leading vehicle at low cost without modifying the structure of the existing leading vehicle on a large scale. Further, when the fall prevention unit 6 is deteriorated, damaged or soiled, the fall prevention unit 6 can be easily removed, and can be easily replaced with a new fall prevention unit 6 in a short time. Furthermore, the holding portion 18a and the fall prevention portion 6 of the mounting portion 18 are designed as common parts regardless of the shapes of the various leading vehicles 2A, and the support portions 18b and 18c of the mounting portion 18 are designed for each of the various leading vehicles 2A. By designing it as a dedicated part that matches the shape, it is possible to reduce initial costs and maintenance costs when the fall prevention structure 5 is introduced.

Next, examples of the present invention will be described.
(Wind tunnel test equipment)
A wind tunnel test apparatus 20 shown in FIG. 28 is an apparatus that observes the flow of the surface of the model vehicle 30 when air is flowed toward the model vehicle 30. The wind tunnel test apparatus 20 includes a nozzle (blow-out opening) 20a that blows out air, a wind tunnel measurement unit 20b that flows air from the nozzle 20a to the model vehicle 30, a ground plate 20c that is installed on a lifting platform on the floor surface, On the ground plate 20c, there are provided a column 20d that supports the model vehicle 30 and a suction unit (collector) (not shown) that sucks air from the wind tunnel measurement unit 20b. In the wind tunnel test, a closed type measurement unit (width 5 m × height 3 m × length 20 m) of a large low noise wind tunnel of the Railway Technical Research Institute, which is a closed type wind tunnel measurement unit 20b, was used. In the wind tunnel test, as shown in FIG. 28, the model vehicle 30 is installed in the wind tunnel measurement unit 20b of the wind tunnel test apparatus 20, and the air resistance acting on the model vehicle 30 and the visualization of the flow around the head of the model vehicle 30 are measured. Implemented as an item. The ground plate 20c is made of plywood having a length of 1490 mm and a width of 790 mm, and is installed so that the bottom surface of the nozzle 20a having a width of 720 mm and a height of 600 mm coincides with the surface of the ground plate 20c. The model vehicle 30 is supported at its lower surface by two struts 20d having a wing-shaped cross section and a distance of 2.5 m. As shown in FIG. 28A, the distance from the tip of the nozzle 20a to the end surface of the vehicle head portion 32 of the model vehicle 30 is 1565 mm, and the distance from the surface of the ground plate 20c to the bottom surface of the model vehicle 30 is 229 mm (actual Equivalent to the distance from the bottom of the rail to the bottom of the vehicle), and the test wind speed U = 180 km / h (= 50 m / s). The Reynolds number with the width W = 560 mm of the model vehicle 30 as a representative length is Re = 1.9 × 10 ⁶ . Here, Re = UW / ν, the width W of the model vehicle 30, and the kinematic viscosity coefficient of air ν = 1.5 × 10 ⁻⁵ m ² / s. This value is about one-third of the current Reynolds number Re = 6.2 × 10 ⁶ (test wind speed U = 120 km / h = 33.3 m / s, current vehicle width W = 2.8 m). In the wind tunnel test, in order to reduce the influence on the measurement of the boundary layer on the ground plane 20c of the closed type wind tunnel measuring section developed on the upstream side of the model vehicle 30, the boundary layer suction device was always operated. The ratio (blocking rate) of the cross-sectional area of the model vehicle 30 to the sealed wind tunnel measurement part is about 2.1% [0.56 × 0.56 / (5.0 × 3.0) = 0.021]. As shown in FIGS. 28A and 28B, the coordinate system uses the center point in the width direction of the upper end of the vehicle head portion 32 of the model vehicle 30 as the origin, the rail direction (flow direction) as the X axis, and the sleeper direction. Is set as the Y axis, and the vertical upper direction in these right hand coordinate systems is set as the Z axis.

(Model vehicle)
A model vehicle 30 shown in FIGS. 28 and 29 is a large wind tunnel test model vehicle that simulates (reduces) an actual railway vehicle. The model vehicle 30 includes a vehicle main body portion 31 shown in FIGS. 2 and 25, a vehicle head portion 32 that is detachably attached to the front end portion of the vehicle main body portion 31 shown in FIG. 24C, and FIG. The vehicle rear part 33 detachably attached to the rear end part of the vehicle main body part 31 shown in FIG. 3, the separation suppressing parts 34 </ b> A to 34 </ b> C, the fall prevention part 35, and the like are provided. The model vehicle 30 is a 1/5 scale model of an actual conventional linear vehicle. The model vehicle 30 has a height H = 560 mm, a width W = 560 mm, and an overall length L (7 W) = 3920 mm, which is a length corresponding to one conventional line type vehicle. The model vehicle 30 has a rectangular vehicle cross section, a roof surface that is a completely flat plate, a portion where the side surface and the roof surface are connected is a corner, and a tip portion and a rear end portion are also corners. The model vehicle 30 is one vehicle, and is flat without any underfloor equipment except for the two columns 20d. The model vehicle 30 has a structure in which a vehicle head portion 32 corresponding to a portion having a length of 0.5 W is replaceable from the head portion, and the vehicle main body portion 31 corresponding to a portion of 0.5 to 6.5 W is a rectangular parallelepiped and is an air resistance measuring device 40. The vehicle rear portion 33 corresponding to the 6.5 to 7 W portion of the rear portion can be replaced in the same manner as the front portion. As shown in FIG. 30A, a head model of an actual conventional line type vehicle is installed in the vehicle head part 32. A rectangular parallelepiped having corner roundness R = 0.107 W was installed in the vehicle rear portion 33. 30 corresponds to the detachment suppressing portions 9A to 9C shown in FIGS. 1 to 7 and 11 to 22, and has a structure that can be detachably replaced with the vehicle head portion 32. The detachment suppressing portions 34A to 34C shown in FIG. The fall prevention part 35 shown in FIG. 30 corresponds to the fall prevention part 6 shown in FIG. 1 to FIG. 5 and FIG. 11 to FIG.

(Air resistance measuring device)
The air resistance measuring device 40 shown in FIG. 28C is a device that measures the air resistance acting on the model vehicle 30. The air resistance measuring device 40 is installed under the ground plate 20c in a state where the balance portion is fixed to the support 20d. The air resistance measuring device 40 is a pyramid balance (pyramid load cell type six component force balance manufactured by Shimadzu Corporation), and measures the air resistance (force acting in the flow direction) acting on the model vehicle 30. In the measurement of air resistance, the sampling frequency is 100 Hz, recorded data of 30.07 seconds in a single recording, were calculated drag coefficient C _D from the measured air resistance F _D. The air resistance coefficient C _D was defined by C _D = D _a /(0.5ρU ² A ′). Here, D _a is the air resistance (N), ρ is the air density (kg / m ³ ), and A ′ is the projected area (0.56 × 0.56 = 0.3136 m ² ) viewed from the front of the model vehicle 30. It is. The air resistance F _D to be measured includes also air resistance of the strut 20d.

(Visualization by tuft method)
As shown in FIGS. 28 and 29, visualization by a tuft method was performed in order to examine the flow around the model vehicle 30. Here, the tuft method is a method of observing the state of flow on the surface of an object using an air flow yarn such as a yarn or wool yarn, and visualizing the flow direction, the separation region, the unstable region, and the like. A tuft 50 shown in FIGS. 28 and 29 is a member for observing the flow of the surface of the model vehicle 30. The tuft 50 is white cotton yarn # 30, and is inserted into a small hole formed at a predetermined position on the vehicle body surface (roof surface and side surface) shown in FIGS. 29A and 29B and fixed with a bond. . The tuft 50 is arranged at a fixed interval 50 mm pitch for the four rows around the vehicle head portion 32, and the length of the tuft 50 is set to 30 mm for the four rows, and for the 34 rows of the vehicle main body 31. Are arranged at a fixed interval of 100 mm pitch, and the length of the tuft 50 is set to 40 mm for these 34 rows. The flow was recorded with a digital camera. In order to capture the movement of the tuft 50, the shutter speed of the camera was set to 1/20 second. In the wind tunnel test, the region where the tuft 50 is directed in the direction opposite to the main flow is regarded as a flow separation region, and the case where the tuft 50 is directed in the main flow direction is regarded as a region without separation. Note that the flow reattaches between the peeled area and the no peeled area.

(Model of peeling prevention part and fall prevention part)
30 is attached to the vehicle head portion 32 of the model vehicle 30 shown in FIG. 28 and FIG. 29, and the air resistance acting on the model vehicle 30 by the wind tunnel test apparatus 20 and the anti-separation units 34A to 34C and the fall prevention unit 35 shown in FIG. The visualization of the flow around the vehicle head 32 was measured. As shown in FIGS. 29 (C) and 30 (A), the peeling suppression portions 34A to 34C are attached to the same positions as the peeling suppression portions 9A to 9C shown in FIGS. 1 to 7 and FIGS. The separation restraining part 34A is attached to the lower half of the vehicle head part 32, and the separation restraining part 34B is attached to the upper half, side lower end and shoulder part of the vehicle leading part 32, and the separation restraining part 34C. Is attached to the upper edge. As shown in FIG. 30 (A), the fall prevention part 35 is attached to the upper half of the vehicle head part 32 at the same position as the fall prevention part 6 shown in FIGS. 1 to 5 and 11 to 22. For the fall prevention part 35, the shape was changed variously, and the shape having a great effect of suppressing the separation of the flow was examined. In the wind tunnel test, as shown in FIG. 31, four types of mounting angles were changed for each of Examples 1-1 to 1-4 and Examples 2-1 to 2-4, and a total of eight types of shapes were examined.

(Examples 1-1 to 1-4)
In Examples 1-1 to 1-4 shown in FIGS. 31A to 31D, no gap is formed between the separation suppressing portion 34A and the vehicle head portion 32 of the model vehicle 30, and FIG. This corresponds to the third embodiment and the fourth embodiment shown in FIG. In Example 1-1 shown in FIG. 31A, the center line of the fall prevention unit 35 is parallel to the center line of the model vehicle 30, and corresponds to the fourth embodiment shown in FIGS. In Examples 1-2 to 1-4 shown in FIGS. 31B to 31D, the center line of the fall prevention unit 35 is inclined at an inclination angle θ with respect to the center line of the model vehicle 30, and FIG. This corresponds to the third embodiment shown in FIG. In Examples 1-2 to 1-4 shown in FIGS. 31B to 31D, the inclination angle θ is gradually changed to about 30 ° at maximum, and Example 1-2 shown in FIG. Is the inclination angle θ = 8.5 °, the embodiment 1-3 shown in FIG. 31C is the inclination angle θ = 16 °, and the embodiment 1-4 shown in FIG. 31D is the inclination angle θ = 30. °.

(Examples 2-1 to 2-4)
The examples 2-1 to 2-4 shown in FIGS. 31E to 31H are different from the examples 1-1 to 1-4 shown in FIGS. And a vehicle head portion 32 of the model vehicle 30 is formed with a gap, and an air flow toward the vehicle head portion 32 can pass through the gap. Examples 2-1 to 2-4 shown in FIGS. 31E to 31H correspond to the first and second embodiments shown in FIGS. 1 to 5 and 11 to 14. In Example 2-1 shown in FIG. 31E, the center line of the fall prevention unit 35 is parallel to the center line of the model vehicle 30, and corresponds to the second embodiment shown in FIGS. In Examples 2-2 to 2-4 shown in FIGS. 31F to 31H, the center line of the fall prevention unit 35 is inclined at an inclination angle θ with respect to the center line of the model vehicle 30, and FIG. This corresponds to the first embodiment shown in FIG. In Examples 2-2 to 2-4 shown in FIGS. 31 (F) to (H), the rail length direction is changed to 0 ° little by little up to about 30 ° in the front (inside) direction of the vehicle head portion 32. In Example 2-2 shown in FIG. 31 (F), the inclination angle θ = 11 °, and in Example 2-3 shown in FIG. 31 (G), the inclination angle θ = 22 °. In Example 2-4 shown in H), the inclination angle θ is 33 °.

(Measurement results of air resistance)
Drag coefficient C _D shown in FIG. 32, as shown in FIG. 30, the shoulder, established the peeling suppressing portion 34B on the side the upper half and the side bottom, established the peeling suppressing portion 34C to the upper edge, the side under the measurement results of the air resistance coefficient C _D of example 1-1 to 1-4 and examples 2-1 to 2-4 in the case of changing the half of peeling suppression unit 34A and the shape of the fall prevention part 35. Comparative Example shown in FIG. 32 is a measurement result of the air resistance coefficient C _D when not installed the peeling suppressing portion 34A~34C and fall prevention unit 35.

Drag coefficient C _D, as shown in FIG. 32, it was confirmed Comparative example no measures largest. When Examples 1-1 to 1-4 and Examples 2-1 to 2-4 are compared, the air resistance coefficient C of Examples 2-1 to 2-4 is greater than that of Examples 1-1 to 1-4. It was confirmed that _D was small. For this reason, when the fall prevention part 6 as shown in FIGS. 1 to 5 and FIGS. 11 to 22 is installed in the leading vehicle 2A, a gap is formed between the separation suppressing part 9A and the vehicle body side surfaces 3b and 3c. It was confirmed that the air resistance acting on the leading vehicle 2A can be reduced by adopting a structure in which the air flow toward the vehicle body end surface 3a passes through the gap.

When Examples 1-1 to 1-4 and Examples 2-1 to 2-4 were respectively compared, as shown in FIG. 32, the fall-preventing portion 35 is in a direction parallel to the rail length direction. oriented drag coefficient C _D of examples 1-1 and 2-1 are to be the largest was confirmed. For this reason, when the fall prevention part 6 as shown in FIGS. 1 to 5 and FIGS. 11 to 22 is installed in the leading vehicle 2A, the fall prevention part 6 is disposed on the inner side (the vehicle body end face 3a) with respect to the rail length direction. It was confirmed that the air resistance acting on the leading vehicle 2A can be reduced by making the structure inclined in the direction).

In addition, when Examples 1-2 to 1-4 and Examples 2-2 to 2-4 are compared with each other, the air resistance coefficient of the fall prevention unit 35 increases as the inclination angle θ with respect to the rail length direction increases. _CD was reduced, and it was confirmed that the air resistance coefficient _CD was substantially constant at an inclination angle θ of about Examples 1-4 and 2-4. For this reason, when the fall prevention part 6 as shown in FIGS. 1 to 5 and FIGS. 15 to 18 is installed at an inclination angle θ on the leading vehicle 2A, the inclination angle θ is in the range of 15 ° to 35 °. It was confirmed that the air resistance acting on the leading vehicle 2A can be most effectively reduced by setting the value within the range.

Moreover, the air resistance coefficient C _D, as shown in FIG. 32, it was confirmed that Examples 2-3 and Example 2-4 smallest. For this reason, the fall prevention part 6 as shown in FIGS. 1 to 5 is installed in the leading vehicle 2A at an inclination angle θ, and a gap is formed between the separation suppressing part 9A and the vehicle body side faces 3b and 3c. In this case, it was confirmed that the air resistance acting on the leading vehicle 2A can be most effectively reduced by setting the inclination angle θ within a range of 20 ° to 35 °.

(Measurement results by flow visualization)
The presence or absence of separation from the movement of the tuft 50 shown in FIGS. 28 and 29 was confirmed, and the state of the flow around the vehicle head portion 32 of the model vehicle 30 was determined as shown in FIG. Here, the tuft row number shown in FIG. 33 is the number of the tuft 50 indicating the position (side surface) where the air flow is separated from the upper surface and the side surface of the model vehicle 30, and is the position farthest from the end surface of the vehicle head portion 32. It is the number of the tuft 50 which shows the state of a backflow. As shown in FIG. 34B, in the case of the comparative example without countermeasures, the tuft 50 is largely disturbed on both the upper surface and the side surface of the model vehicle 30. As shown in FIG. 34 (B), the orientation of the tufts 50 on the top and side surfaces of the model vehicle 30 varies, but in the first to fifth rows (0.09 to 0.64 W) from the top, the tufts 50 run in the opposite direction to the flow. The direction of the tuft 50 changes from the reverse direction to the forward direction in the 6th to 9th rows (0.82 to 1.36 W), and the tuft 50 faces in the forward direction from the 10th row (1.54 W). From these changes in the tuft 50, it was confirmed that the flow was separated from the end of the vehicle head portion 32 and reattached near the ninth row (1.36W) of the tuft 50.

On the other hand, as shown in FIG. 34A, in the case of Example 2-4 in which the air resistance coefficient _CD is the smallest, the tuft 50 attached to the upper surface of the vehicle head portion 32 and the upper surface of the separation suppressing portion 34C. Since they are arranged straight along the flow direction (forward direction), there is no separation on the upper surface of the model vehicle 30. On the other hand, the tuft 50 on the side surface of the model vehicle 30 is somewhat disturbed on the wake side of the upper half and the lower end of the side to the fifth row and the fourth row, but the tuft 50 is directed in the forward direction after the seventh row. It was confirmed that the particles reattached near the sixth row of the tuft 50.

  As shown in FIG. 33, in Examples 1-1 to 1-4 and Examples 2-1 to 2-4, the tuft row number indicating the separation position is smaller than in the comparative example without countermeasures, and the flow is separated. Even after that, it was confirmed that it was reattached immediately and the peeling area was narrow. In particular, for Example 1-3 and Examples 2-2 to 2-4, the length of the peeling region in the rail length direction is the fifth row (0.64 W), and both are in substantially the same peeling position. Was confirmed.

  From the above, it was confirmed that Example 2-3 and Example 2-4 had the highest flow separation suppressing effect, reduced air resistance, and expected to reduce micro atmospheric pressure. In addition, a gap is formed between the fall prevention portion 35 and the surface of the model vehicle 30 so that the air flow to the front surface of the model vehicle 30 passes through this gap to the side surface of the model vehicle 30 to separate the flow. It was confirmed that the suppression effect was improved. Furthermore, it was confirmed that the fall separation suppression effect is further improved by inclining the fall prevention part 35 inside the model vehicle 30 by 20 ° to 35 °.

(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. In this embodiment, the case where a part of the outer surface 6c near the tip 6a of the fall prevention part 6 is formed on the inclined surface has been described as an example. However, the entire outer surface 6c is formed on the inclined surface. You can also Furthermore, in the first to fourth embodiments, the fall prevention unit 6 and the separation suppressing unit 9A are installed in the lower half of the vehicle body end surface 3a, and the separation suppressing unit 9B is installed at the lower end of the vehicle body end surface 3a. However, the peeling prevention unit 9B may be omitted and the fall prevention unit 6 and the peeling prevention unit 9A may be extended to the lower side.

(2) In the first to fourth embodiments, the case where the separation suppressing portion 9B has a double blade structure of the inner fin portion 12a and the outer fin portion 12b has been described as an example. However, the outer fin portion 12b Can be omitted, and the separation suppressing portion 9B can have a single fin structure. Similarly, in the first to fourth embodiments, the case where the separation suppressing portion 9C has a single fin structure of the fin portion 14 has been described as an example, but the separation suppressing portion 9C is used as the inner fin portion and the outer fin portion. A double-blade structure of the fin portion can also be used. In the first to fourth embodiments, the case where the separation suppressing portion 9C is installed on the upper edge portion of the vehicle body end surface 3a has been described as an example. However, the separation suppressing portion 9C may be omitted. Further, in the first to fourth embodiments, the case where the shape of the vehicle body end surface 3a is a gable shape has been described as an example. However, the edge of the vehicle body end surface 3a is not chamfered or rounded and is perpendicular to the case. The present invention can also be applied to a streamlined case.

(3) In the fifth embodiment, the case where the shape of the vehicle body end surface 3a is a shape in which the upper side of the vehicle body end surface 3a is inclined rearward has been described as an example. However, when the vehicle body end surface 3a has a gable shape The present invention can also be applied to a case where the edge of the vehicle body end surface 3a is rounded. In the fifth embodiment, the case where the fall prevention unit 6 is arranged so that the center line of the fall prevention unit 6 is substantially parallel to the center line of the leading vehicle 2A has been described as an example. It is also possible to place the fall prevention unit 6 in an inclined manner on the vehicle body end surface 3a side.

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)
3j Undercarriage 4 Bogie 4a Wheel 5 Fall prevention structure 6 Fall prevention part 6a Tip 6b Inner surface 6c Outer surface 6d Attachment part 7 Mounting part 7a, 7b Attachment part 7c Inner surface 7d Outer surface 8 Airflow separation prevention structure 9A to 9C Suppressing part 10 Fin part 11 Support part 12 Louver part 12a Inner fin part 12b Outer fin part 12e, 12g Concave curved surface 12f, 12h Convex curved surface 13 Support part 14 Fin part 15 Guide part 15a Rectifying part 16 Support part 17 Fin part 17a Convex curved surface 17b, 17c Mounting portion 18 Mounting portion 18a Holding portion 18b, 18c Support portion 20 Wind tunnel test device 30 Model vehicle 31 Vehicle body portion 32 Vehicle head portion 33 Vehicle tail portion 34A to 34C Separation suppressing portion 35 Fall prevention portion 35 40 Air resistance measuring device 50 Tuft F Airflow θ Inclination angle Δ ₁ , Δ ₂₁ , Δ ₂₂ , Δ ₃ gaps L ₀ , L ₁ center lines T ₁ , T ₁₁ , T ₁₂ trains T ₂ , T ₂₁ , T ₂₂ trains X longitudinal direction Y lateral direction Z vertical direction

Claims (5)

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.
The top as stream toward the front of the vehicle passes through, a gap is formed between the front surface of the front car and the fall prevention structure,
The fall prevention structure is fixed to the leading vehicle in a state where the falling prevention portion always protrudes from 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,
A mounting portion for detachably mounting the fall prevention portion to the leading vehicle;
A vehicle fall prevention structure characterized by this. The vehicle fall prevention structure according to claim 2 ,
The mounting portion includes a support portion that supports a holding portion that holds the fall prevention portion;
A vehicle fall prevention structure characterized by this. In the vehicle fall prevention structure according to claim 3 ,
The support part is detachably fixed to the frame of the leading vehicle, and connects the holding part and the vehicle body;
A vehicle fall prevention structure characterized by this. In the vehicle fall prevention structure according to claim 3 ,
The support portion is detachably fixed to the front surface of the leading vehicle, and connects the holding portion and the vehicle body;
A vehicle fall prevention structure characterized by this.