JP2006182262A - Collision overturning prevention device for vehicle - Google Patents

Collision overturning prevention device for vehicle Download PDF

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JP2006182262A
JP2006182262A JP2004379766A JP2004379766A JP2006182262A JP 2006182262 A JP2006182262 A JP 2006182262A JP 2004379766 A JP2004379766 A JP 2004379766A JP 2004379766 A JP2004379766 A JP 2004379766A JP 2006182262 A JP2006182262 A JP 2006182262A
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vehicle
derailment
rail
collision
prevention member
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JP4405904B2 (en
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Hisashi Tarumi
尚志 垂水
Eiichi Maehashi
栄一 前橋
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Railway Technical Research Institute
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Abstract

<P>PROBLEM TO BE SOLVED: To provide a collision overturning prevention device for a vehicle, capable of preventing the derailment of a vehicle at an abnormal situation such as an earthquake, and preventing collision or overturning of a vehicle even if derailment occurs. <P>SOLUTION: The device supports a vehicle body by a truck equipped with wheels, and prevents collision or overturning of a vehicle traveling on a rail. A derailment preventive member retracting in a vehicular limit which does not interfere with a ground facility during normal traveling of a vehicle, moving forward to contact with the rail only when an abnormal signal is detected, and accepting traveling of the vehicle while preventing the vehicle from deviating from the rail in a vehicular width direction by a not less than fixed distance, is provided on a lower part of the vehicle body. Therefore, derailment can be prevented, and even when the derailment occurs, further derailment of another sound vehicle, or collision and overturning of the derailed vehicle itself can be prevented. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

本発明は、レール上を走行する車両の衝突や転倒を防止装置に関する。   The present invention relates to an apparatus for preventing a vehicle traveling on a rail from colliding and falling.

レール上を走行する車両としては、例えば鉄道車両があげられる。
鉄道車両は、車輪付きの台車を備え、平行な２本のレールからなるレール上を走行するものである。
ここで、この種の鉄道車両には、他の鉄道車両との衝突を防止する手段が設けられている。例えば、先頭車両の先端に突出部を有する鉄道車両では、突出部に流体バックを装備させたものがある（例えば、特許文献１参照）。この場合、衝突時には、流体バックによって衝撃エネルギが吸収される。また、車体を支える台車の下部、例えば車軸カバーに片爪状のストッパを設け、脱線時に車両が車幅方向に一定距離以上変位しないように構成したものがある（例えば、特許文献２等）。この場合には、ストッパ片が脱線時にレールに接触して、車両の走行を許容しつつ車両の転倒を防止する。
特開２００３−２８５７３９号公報 特開平１０−２５０５７６号公報 An example of a vehicle that travels on a rail is a rail vehicle.
A railway vehicle includes a carriage with wheels and travels on a rail composed of two parallel rails.
Here, this type of railway vehicle is provided with means for preventing a collision with another railway vehicle. For example, there is a railway vehicle having a protrusion at the tip of the leading vehicle, in which the protrusion is equipped with a fluid bag (see, for example, Patent Document 1). In this case, the impact energy is absorbed by the fluid back at the time of collision. In addition, there is a structure in which a one-claw stopper is provided on a lower portion of a carriage that supports a vehicle body, for example, an axle cover, so that the vehicle is not displaced more than a certain distance in the vehicle width direction during derailment (for example, Patent Document 2). In this case, the stopper piece contacts the rail at the time of derailment to prevent the vehicle from falling while allowing the vehicle to travel.
JP 2003-285739 A JP-A-10-250576

しかしながら、鉄道車両が高速で走行しているときに地震が発生するなどして、鉄道車両が脱線した場合には、その鉄道車両が十分に減速する前に他の車両等に衝突することが想定されるので、車両先端の流体バックだけでは衝突時の衝撃を十分に緩衝させることはできず、そもそも衝突を防ぐことができなかった。特に、新幹線のように高速で走行する鉄道車両は、高速域のブレーキ減速度は小さいので、地震などによって脱線が生じると、大きな車両横変位が生じる可能性があった。
また、ストッパ片が脱線時にレールに接触して、車両の走行を許容しつつ車両の転倒を防止するする場合であっても、例えば、脱線した車輪がレールを枕木に固定する締結装置を踏み潰して、破壊した場合には、レール自体に脱線車両の転倒防止を期待することができなかった。
更に、従来の車両の衝突転倒防止装置は、車両が脱線してから初めて効果が期待できるものであり、脱線予測情報を積極的に利用できなかった。
この発明は、このような事情に鑑みてなされたものであり、その目的とするところは、脱線予測情報により脱線防止部材を降下させ車両の脱線を未然に防止し、たとえ脱線しても転覆やレール逸脱を防止することである。 However, when a railway vehicle derails due to an earthquake when the railway vehicle is traveling at a high speed, it is assumed that the railway vehicle will collide with other vehicles etc. before it is sufficiently decelerated. Therefore, the impact at the time of collision cannot be sufficiently buffered only by the fluid bag at the front end of the vehicle, and the collision cannot be prevented in the first place. In particular, a railway vehicle that travels at a high speed like the Shinkansen has a small brake deceleration in the high speed region, and therefore, if a derailment occurs due to an earthquake or the like, a large vehicle lateral displacement may occur.
Further, even when the stopper piece contacts the rail at the time of derailment to prevent the vehicle from falling while allowing the vehicle to travel, for example, the derailed wheel crushes the fastening device that fixes the rail to the sleeper. In the case of destruction, the rail itself could not be expected to prevent the derailed vehicle from falling.
Furthermore, the conventional collision overturn prevention device for a vehicle can be expected to be effective only after the vehicle is derailed, and the derailment prediction information cannot be actively used.
The present invention has been made in view of such circumstances, and the object of the present invention is to prevent the derailment of the vehicle by lowering the derailment prevention member based on the derailment prediction information. It is to prevent the rail from deviating.

上記の課題を解決する本発明の請求項１に係る発明は、車輪を備える台車で車体を支持し、一対のレール上を走行する車両の衝突や転倒を防止する装置であって、前記車両の走行異常を検出する検出手段と、前記車体の下部に、前記車両の通常走行時には地上設備等に支障を与えない車両限界内に退避しており、前記検出手段による異常の検出時においてのみ前進して前記レールに接触し、前記車両が前記レールから車幅方向に一定距離以上逸脱することを防止しつつ、前記車両の走行を許容する脱線防止部材を設けたことを特徴とする車両の衝突転倒防止装置とした。
この車両の衝突転倒防止装置では、異常信号の検出した時車体の下部に設けられた脱線防止部材が下降してレールに接触し、車両の幅方向の移動方向を規制する。車体は、台車よりも大型で地震等の際に大きく変位するが、このような車体に脱線防止部材が設けられることで、車体の脱線を未然に防止できる。また。脱線防止部材によるブレーキ効果により、車両が停止するまでの距離を短縮することができる。更に、車体が脱線した場合でも、車体が脱線してから停止するまでの間、車体がレールに沿ってガイドされるようになるので、レールから大きく横方向へ逸脱することがない。 The invention according to claim 1 of the present invention for solving the above-mentioned problem is an apparatus for supporting a vehicle body with a carriage provided with wheels and preventing a vehicle traveling on a pair of rails from colliding or overturning. A detecting means for detecting a running abnormality and a lower part of the vehicle body are retracted within a vehicle limit that does not interfere with ground facilities during normal running of the vehicle, and moves forward only when an abnormality is detected by the detecting means. And a derailment prevention member that allows the vehicle to travel while preventing the vehicle from deviating from the rail by a certain distance in the vehicle width direction. It was set as a prevention device.
In this vehicle collision overturn prevention device, when an abnormal signal is detected, the derailment prevention member provided at the lower part of the vehicle body descends and contacts the rail, thereby restricting the movement direction of the vehicle in the width direction. Although the vehicle body is larger than the carriage and is greatly displaced in the event of an earthquake or the like, derailment prevention members can be prevented beforehand by providing such a vehicle body with a derailment prevention member. Also. Due to the braking effect of the derailment prevention member, the distance until the vehicle stops can be shortened. Further, even when the vehicle body derails, the vehicle body is guided along the rails until the vehicle body is derailed and stops, so that the vehicle body does not deviate greatly in the lateral direction.

また、本発明の車両の衝突転倒防止装置において、前記異常信号は、地震情報であることを特徴とする。
この車両の衝突転倒防止装置では、地震情報によって脱線防止部材が作動するので、地震による揺れに迅速に対応することができる。 Moreover, in the collision overturn prevention device for a vehicle according to the present invention, the abnormal signal is earthquake information.
In this vehicle collision overturn prevention device, the derailment prevention member operates according to the earthquake information, so that it is possible to quickly cope with the shaking caused by the earthquake.

また、本発明の車両の衝突転倒防止装置において、前記異常信号は、架線停電情報であることを特徴とする。
この車両の衝突転倒防止装置では、ユレダス等の地震検知により架線が停電した場合に、脱線防止部材が作動して車両の脱線を未然に防止する。また、脱線時には車体をガイドしレールから大きく逸脱するのを防止する。 Moreover, in the collision overturn prevention device for a vehicle according to the present invention, the abnormal signal is overhead power failure information.
In this vehicle collision overturn prevention device, when an overhead line is interrupted due to an earthquake detection such as Uredas, the derailment prevention member operates to prevent the derailment of the vehicle. In addition, when derailing, the vehicle body is guided to prevent a large deviation from the rail.

また、本発明の衝突転倒防止装置において、前記脱線防止部材は、異常信号の検出時に駆動機構により積極的にレールと圧接する空気圧シリンダであることを特徴とする
この車両の衝突転倒防止装置では、脱線防止部材が空気圧シリンダにより積極的にレールと圧接するので、エアジャッキのバネ作用により車体の振動減衰を図ることができる。また、積極的にレールと圧接することにより、ブレーキ効果を高め車両が停止するまでの距離を短縮することができる。 Further, in the collision overturn prevention device of the present invention, the derailment prevention member is a pneumatic cylinder that is positively pressed against the rail by a drive mechanism when an abnormal signal is detected. Since the derailment prevention member positively contacts the rail by the pneumatic cylinder, the vibration of the vehicle body can be attenuated by the spring action of the air jack. In addition, by positively contacting the rail, the braking effect can be enhanced and the distance until the vehicle stops can be shortened.

また、本発明の衝突転倒防止装置において、前記脱線防止部材は、前記一対のレールに沿って設けられた第３のレールと当接することを特徴とする。
この車両の衝突転倒防止装置では、脱線防止部材が第３のレールと当接するので、異常時に第３のレールが車体の移動をガイドし脱線を防止する。また、脱線した場合でも、車体は最大でも脱線防止部材の幅に相当する距離以上逸脱することはなくなる。
更に、脱線防止部材と第３のレールが接触することによりブレーキ効果を増すことができる。 In the collision overturn prevention device of the present invention, the derailment prevention member is in contact with a third rail provided along the pair of rails.
In this vehicle collision overturn prevention device, since the derailment prevention member contacts the third rail, the third rail guides the movement of the vehicle body and prevents derailment in the event of an abnormality. Even when derailment occurs, the vehicle body will not deviate more than a distance corresponding to the width of the derailment prevention member at the maximum.
Furthermore, the braking effect can be increased by the contact between the derailment prevention member and the third rail.

また、本発明の衝突転倒防止装置において、前記脱線防止部材は、レール側に設けられた第３のレールを把持することを特徴とする。
この車両の衝突転倒防止装置では、脱線防止部材が前記一対のレールに沿って設けられた第３のレールを把持するので、異常時に車体がはね上がるのを防止してレールから脱線するのを積極的に防止する。また、脱線した場合にも、脱線防止部材が第３のレールを把持しているので、車両停止までの間のブレーキ力を確保することができる。更に、車体が大きくレールから逸脱するのを防止することができる。また、脱線後もある程度の車両の走行を許容しつつ脱線を防止するので、急激な制動力の作用による車体の損傷や乗客の傷害を防止することができる。 In the collision overturn prevention device of the present invention, the derailment prevention member grips a third rail provided on the rail side.
In this vehicle collision overturn prevention device, since the derailment prevention member grips the third rail provided along the pair of rails, it is possible to prevent the vehicle body from jumping up in the event of an abnormality and actively derail from the rail. To prevent. Also, even when derailment occurs, the derailment prevention member holds the third rail, so that it is possible to ensure the braking force until the vehicle stops. Furthermore, it is possible to prevent the vehicle body from greatly deviating from the rail. In addition, since derailment is prevented while allowing a certain amount of vehicle travel after derailment, vehicle body damage and passenger injury due to sudden braking force can be prevented.

本発明によれば、車体の下部に通常走行時には地上設備等に支障を与えず、異常時のみレールに接触、把持する脱線防止部材を設けたので、地震発生時等に車両の脱線を未然に防止し、脱線した際には、この脱線防止部材によって車体がレールに略沿って走行し、その後停止するようになる。したがって、車体がレールから大きく逸脱することがなくなるので、車両の脱線時に車体が他の車両や構造物と衝突することが防止される。   According to the present invention, the derailment prevention member that touches and grips the rail only at the time of abnormality is provided at the lower part of the vehicle body so as not to disturb the ground facilities during normal driving, so that the vehicle can be derailed in the event of an earthquake. When the vehicle is derailed and derailed, the derailment preventing member causes the vehicle body to travel substantially along the rail and then stops. Therefore, the vehicle body does not greatly deviate from the rail, so that the vehicle body is prevented from colliding with other vehicles and structures when the vehicle is derailed.

発明を実施するための最良の形態について図面を参照しながら詳細に説明する。図１は、本発明の実施の形態における車両の概略構成を示す側面図、図２は本発明の脱線防止部材を示す正面図、図３は本発明の脱線防止部材の作動状態を示す説明図である。
鉄道車両１０は、レールを構成する２本の平行な一対のレール１１上を走行するもので、枕木１３上に固定された一対のレール１１上に配置される一対の車輪１２を有し、車輪１２は台車１４に回転自在に支持されている。台車１４は、鉄道車両１０の前後方向に少なくとも２つ設けられており、各台車１４上には、車体１５が載置されている。車体１５は、中空構造を有し、その内部に座席等（不図示）が設けられ、乗員を搭乗させられるようになっている。台車１４と車体１５とは垂直な中心ピン（図示略）で回動自在に連結されている。さらに、台車１４と車体１５との間には、車体１５の回動を規制するダンパ装置（不図示）が架け渡されており、回動方向の衝撃を吸収するようになっている。また、台車１４の上側両側部と、車体１５の下側両側部との間には、軸バネ装置が架け渡されており、上下方向の衝撃を吸収するようになっている。 The best mode for carrying out the invention will be described in detail with reference to the drawings. 1 is a side view showing a schematic configuration of a vehicle in an embodiment of the present invention, FIG. 2 is a front view showing a derailment preventing member of the present invention, and FIG. 3 is an explanatory view showing an operating state of the derailment preventing member of the present invention. It is.
The railway vehicle 10 travels on a pair of parallel rails 11 constituting a rail, and has a pair of wheels 12 arranged on a pair of rails 11 fixed on a sleeper 13. 12 is rotatably supported by the carriage 14. At least two carriages 14 are provided in the front-rear direction of the railway vehicle 10, and a vehicle body 15 is placed on each carriage 14. The vehicle body 15 has a hollow structure, and a seat or the like (not shown) is provided therein so that an occupant can be boarded. The carriage 14 and the vehicle body 15 are rotatably connected by a vertical center pin (not shown). Further, a damper device (not shown) for restricting the rotation of the vehicle body 15 is bridged between the carriage 14 and the vehicle body 15 so as to absorb the impact in the rotation direction. Further, a shaft spring device is bridged between the upper side portions of the carriage 14 and the lower side portions of the vehicle body 15 so as to absorb the impact in the vertical direction.

車体１５の下端には、図２、３に示すように下方に向かって開いた左右一対の凹溝１６を有する脱線防止部材１７が設けられている。これら脱線防止部材１７は、車両の衝突転倒防止装置を構成するもので、一端が車体１５に固定された駆動機構１８によって上下動可能に設置されている。駆動機構１８は、油圧シリンダ、空気圧シリンダ、エアバッグ、バネ機構等を使用することができる。空気シリンダ、エアバッグを使用する場合は、駆動機構専用の蓄圧タンクに蓄えられた圧縮空気を使用してもよく、また、車両の備える空気供給系統から供給される圧縮空気を使用してもよい。空気圧シリンダ、エアバッグを使用する場合には、空気バネと同様に車体を柔支持する効果を得ることができる。バネ機構による場合は、圧縮されたバネを衝撃等で解除されるロック機構により保持し、車両が衝撃を受けた際に駆動機構１８を作動するように構成してもよい。凹溝１６の幅は、レール１１の幅よりも広く構成されている。脱線防止部材１７の下端は、車両の通常走行時には地上設備等に支障を与えない車両限界内に上昇退避しており、作動時においてのみ下降してレール１１に接触する。   As shown in FIGS. 2 and 3, a derailment prevention member 17 having a pair of left and right concave grooves 16 opened downward is provided at the lower end of the vehicle body 15. These derailment prevention members 17 constitute a collision overturn prevention device for a vehicle, and are installed to be movable up and down by a drive mechanism 18 having one end fixed to the vehicle body 15. The drive mechanism 18 can use a hydraulic cylinder, a pneumatic cylinder, an airbag, a spring mechanism, or the like. When using an air cylinder or an air bag, compressed air stored in a pressure accumulation tank dedicated to the drive mechanism may be used, or compressed air supplied from an air supply system provided in the vehicle may be used. . In the case of using a pneumatic cylinder and an air bag, the effect of softly supporting the vehicle body can be obtained in the same manner as the air spring. In the case of using a spring mechanism, the compressed spring may be held by a lock mechanism that is released by an impact or the like, and the drive mechanism 18 may be operated when the vehicle receives an impact. The width of the concave groove 16 is configured to be wider than the width of the rail 11. The lower end of the derailment prevention member 17 is lifted and retracted within a vehicle limit that does not hinder ground facilities or the like during normal traveling of the vehicle, and is lowered and contacts the rail 11 only during operation.

また、脱線防止部材１７の凹溝１６は、両端に突起部１６ａ、１６ｂを有しているので、車両１０が車幅の左右いずれの方向へ移動する場合も規制することができる。また、凹溝１６は、車輪踏面およびフランジのシルエットに近い投影断面形状をしており、脱線防止部材１７の作動時に、分岐部を通過しても分岐装置により転覆したり、異線へ侵入する虞がない。更に、脱線防止部材１７は、レール１１の頂部と当接する凹溝１６内に摩擦係数が大きくかつ軽量のレジン系のブレーキ部材１９を配設してもよい。   Moreover, since the concave groove 16 of the derailment prevention member 17 has the protrusions 16a and 16b at both ends, the vehicle 10 can be restricted when it moves in either the left or right direction of the vehicle width. Further, the concave groove 16 has a projected cross-sectional shape close to the silhouette of the wheel tread and the flange, and when the derailment prevention member 17 is operated, even if it passes through the branch portion, it is overturned by the branch device or enters a different line. There is no fear. Further, the derailment prevention member 17 may be provided with a resin-based brake member 19 having a large friction coefficient and a light weight in the recessed groove 16 that contacts the top of the rail 11.

異常信号の検出は、ユレダスによる地震情報、架線停電情報、車両に設置した異常動揺検知装置からの情報、緊急無線情報、ＡＴＣ信号、緊急ブレーキ動作、運転手による異常検知等、脱線を予想させるあらゆる情報が挙げられる。符号２０は、マイクロプロセッサなどから構成された制御部であって、パンタグラフから得られる架線の状況、アンテナを介して無線で供給される緊急情報、運転席から供給される非常停止等の命令、台車１４に設けられた各種のセンサによる異常の検知等の諸データに基づき、脱線防止無事亜１７を作動させるべきか否かを検出する検出部として機能する。   Abnormal signal detection includes earthquake information by Uredas, overhead power failure information, information from abnormal motion detection devices installed in vehicles, emergency radio information, ATC signal, emergency brake operation, driver abnormality detection, etc. Information. Reference numeral 20 denotes a control unit composed of a microprocessor or the like, which is an overhead line status obtained from a pantograph, emergency information supplied wirelessly via an antenna, an emergency stop command supplied from the driver's seat, etc. 14 functions as a detection unit that detects whether or not the derailment prevention unit 17 should be operated based on various data such as detection of abnormality by various sensors provided in 14.

次に、この車両の衝突転倒防止装置の作用について説明する。
まず、通常走行時には、レール１１上を車輪１２が回転し、鉄道車両１０がレール１１に沿って走行する。この際に、脱線防止部材１７は、レール１１から所定距離だけ上方に位置しており、レール１１とは干渉することはない。
ここで、鉄道車両１０の走行中に、ユレダスにより地震情報、架線停電情報、車両に設置した異常動揺検知装置からの情報、緊急無線情報、ＡＴＣ信号、緊急ブレーキ動作、運転手による異常検知等、脱線を予想させるあらゆる異常情報を検出した場合は、駆動機構１８が作動して脱線防止部材１７が下降する（図３参照）。この際に、脱線防止部材１７の凹溝１６にレール１１の頂部が入り込み、車体１５はこのままの姿勢で走行する。車体１５がレール１１から離れる方向に走行した場合には、レール１１の側面と、脱線防止部材１７の凹部両端に形成された突起部１６ａ、１６ｂとが当接し、ストッパとして働くので、車体１５がそれ以上、レール１１から逸脱しない。その結果、鉄道車両１０はレール１１に略沿って走行し、台車１４側のブレーキや、脱線防止部材１７のブレーキ部材１９とレール１１との摩擦などによって減速され、やがて停止する。 Next, the operation of this vehicle collision overturn prevention device will be described.
First, during normal traveling, the wheel 12 rotates on the rail 11, and the railway vehicle 10 travels along the rail 11. At this time, the derailment prevention member 17 is positioned above the rail 11 by a predetermined distance and does not interfere with the rail 11.
Here, during the travel of the railway vehicle 10, earthquake information, overhead power outage information, information from the abnormal shake detection device installed in the vehicle, emergency radio information, ATC signal, emergency brake operation, abnormality detection by the driver, etc. When any abnormal information that predicts derailment is detected, the drive mechanism 18 operates to lower the derailment prevention member 17 (see FIG. 3). At this time, the top of the rail 11 enters the concave groove 16 of the derailment prevention member 17, and the vehicle body 15 travels in this position. When the vehicle body 15 travels away from the rail 11, the side surface of the rail 11 and the projections 16a and 16b formed at both ends of the concave portion of the derailment prevention member 17 come into contact with each other and act as a stopper. No further deviation from the rail 11. As a result, the railway vehicle 10 travels substantially along the rail 11 and is decelerated by the brake on the carriage 14 side, the friction between the brake member 19 of the derailment prevention member 17 and the rail 11, and then stops.

この実施の形態において、駆動機構１８に空気圧シリンダ、エアバッグ、バネ機構等を使用した場合、車体１５を脱線防止部材１７で柔支持することとなり地震等の異常振動を抑制することができる。したがって、車体１５の変位を最小限に抑制することができ、脱線や脱輪による鉄道車両１０の転倒が防止される。   In this embodiment, when a pneumatic cylinder, an airbag, a spring mechanism, or the like is used for the drive mechanism 18, the vehicle body 15 is softly supported by the derailment prevention member 17, and abnormal vibration such as an earthquake can be suppressed. Therefore, the displacement of the vehicle body 15 can be suppressed to the minimum, and the rolling down of the railway vehicle 10 due to derailment or derailment is prevented.

次に、本発明の第２の実施の形態について図４、５を参照して説明する。
図４は、本発明の脱線防止部材の第２の実施例示す正面図であり、図５は、脱線防止部材の作動状態を示す説明図である。本実施の形態では、衝突転倒防止装置は、台車１４の底部に設置された脱線防止部材４０と、枕木１３側に固定された第３のレール４１とから構成されている。第３のレール４１は、例えば、大型のＨ鋼等を使用することができ、レール１１間に固定されている。脱線防止部材４０は、台車１４にレールに沿う方向へ設けられた水平軸を中心としてそれぞれ回動可能に支承された一対の把持片４２と、この把持片４２を駆動する駆動機構４３とから構成されている。駆動機構４３には、油圧シリンダ、空気圧シリンダ、バネ機構等を使用することができる。また、把持片４２には、第３のレール４１のフランジ部４１ａを把持するための凹部４２ａが形成されている。 Next, a second embodiment of the present invention will be described with reference to FIGS.
FIG. 4 is a front view showing a second embodiment of the derailment prevention member of the present invention, and FIG. 5 is an explanatory view showing an operating state of the derailment prevention member. In the present embodiment, the collision overturn prevention device includes a derailment prevention member 40 installed at the bottom of the carriage 14 and a third rail 41 fixed to the sleeper 13 side. For example, a large H steel or the like can be used for the third rail 41 and is fixed between the rails 11. The derailment prevention member 40 includes a pair of gripping pieces 42 that are rotatably supported around a horizontal axis provided in the direction along the rails on the carriage 14 and a drive mechanism 43 that drives the gripping pieces 42. Has been. As the drive mechanism 43, a hydraulic cylinder, a pneumatic cylinder, a spring mechanism, or the like can be used. Further, the gripping piece 42 is formed with a recess 42 a for gripping the flange portion 41 a of the third rail 41.

このように構成された衝突転倒防止装置は、異常信号を検出した場合、駆動機構４３が作動して図５に示すように把持片４２が第３のレール４１のフランジ部を把持し、前記凹部４２ａがフランジ部４１ａを抱き込んだ状態となる。したがって、地震等の縦揺れによって車両が跳ね上られたとしても有効に対処でき、車体の脱線、転覆を防止することができる。また、一部の車両が脱線しても、第３のレール４１と脱線防止部材４０との間にブレーキ力が生じるので停止までの距離を短縮することができる。特に、高速走行車両に効果的である。また、把持片４２側にブレーキ部材を配設すれば、ブレーキ効果を更に高めることができる。   In the collision toppling prevention device configured as described above, when an abnormal signal is detected, the drive mechanism 43 is operated and the gripping piece 42 grips the flange portion of the third rail 41 as shown in FIG. 42a is in a state of embracing the flange portion 41a. Therefore, even if the vehicle is bounced up due to vertical shaking such as an earthquake, it can be effectively dealt with, and derailment and rollover of the vehicle body can be prevented. Even if some of the vehicles derail, a braking force is generated between the third rail 41 and the derailment prevention member 40, so that the distance to stop can be shortened. This is particularly effective for high-speed traveling vehicles. Moreover, if a brake member is arrange | positioned at the holding piece 42 side, a brake effect can further be heightened.

次に、本発明の第３の実施の形態について図６を参照して説明する。
本実施の形態では、衝突転倒防止装置は、台車１４の底部に設置された脱線防止部材６０と、枕木１３側に固定された第３のレール４１とから構成されている。脱線防止部材６０は、台車１４に回動可能に支承された一対の把持片６１と、この把持片６１を駆動する駆動機構６２、戻りバネ６３とから構成されている。駆動機構６２には、油圧シリンダ、空気圧シリンダ等を使用することができる。また、把持片６１には、第３のレール４１のフランジ部４１ａを把持するための凹部６１ａが形成されている。 Next, a third embodiment of the present invention will be described with reference to FIG.
In the present embodiment, the collision overturn prevention device includes a derailment prevention member 60 installed at the bottom of the carriage 14 and a third rail 41 fixed to the sleeper 13 side. The derailment prevention member 60 includes a pair of gripping pieces 61 that are rotatably supported by the carriage 14, a drive mechanism 62 that drives the gripping pieces 61, and a return spring 63. For the drive mechanism 62, a hydraulic cylinder, a pneumatic cylinder, or the like can be used. In addition, the gripping piece 61 is formed with a recess 61 a for gripping the flange portion 41 a of the third rail 41.

このように構成された衝突転倒防止装置は、異常信号を検出した場合、駆動機構６２が作動して図６に実線で示すように把持片６１が第３のレール４１のフランジ部を把持する。したがって、地震等の車両跳ね上げ動作にも有効に対処でき、車体の脱線、転覆を防止することができる。また、一部の車両が脱線しても、第３のレール４１と脱線防止部材６０との間にブレーキ力が生じるので停止までの距離を短縮できる。特に、高速走行車両に効果的である。さらに、駆動機構６２へのエア供給を停止すると、戻りバネ６３によって把持片６１が元の位置に復帰する。   In the collision toppling prevention device configured as described above, when an abnormal signal is detected, the drive mechanism 62 operates and the gripping piece 61 grips the flange portion of the third rail 41 as shown by a solid line in FIG. Accordingly, it is possible to effectively cope with a vehicle jumping operation such as an earthquake, and to prevent derailment and rollover of the vehicle body. Even if some of the vehicles derail, a braking force is generated between the third rail 41 and the derailment prevention member 60, so that the distance to stop can be shortened. This is particularly effective for high-speed traveling vehicles. Further, when the air supply to the drive mechanism 62 is stopped, the gripping piece 61 is returned to the original position by the return spring 63.

次に、本発明の第４の実施の形態について図７を参照して説明する。
台車１４の下端には、図７に示すように下方に向かって開いた凹溝７０を有する脱線防止部材７１が設けられている。ここで、車両の衝突転倒防止装置は、脱線防止部材７１と枕木１３側に固定されら第３のレール４１とから構成されている。この脱線防止部材７１は、一端が台車１４に固定された駆動機構７２によって上下動可能に設置されている。駆動機構７２は、油圧シリンダ、空気圧シリンダ、エアバッグ、バネ機構等を使用することができる。空気圧シリンダ、エアバッグを使用する場合には、空気バネと同様に車体を柔支持する効果を得ることができる。バネ機構による場合は、圧縮されたバネを衝撃等で解除されるロック機構により保持し、車両が衝撃を受けた際に駆動機構７２を作動するように構成してもよい。凹溝７０の幅は、第３のレール４１のフランジ４１ａの幅よりも広く構成されている。脱線防止部材７１の下端は、車両の通常走行時には地上設備等に支障を与えない車両限界内に上昇退避しており、作動時においてのみ下降して第３のレール４１に接触する。 Next, a fourth embodiment of the present invention will be described with reference to FIG.
As shown in FIG. 7, a derailment preventing member 71 having a concave groove 70 opened downward is provided at the lower end of the carriage 14. Here, the collision overturn prevention device of the vehicle includes a derailment prevention member 71 and a third rail 41 fixed to the sleeper 13 side. The derailment prevention member 71 is installed such that one end thereof can be moved up and down by a drive mechanism 72 fixed to the carriage 14. As the drive mechanism 72, a hydraulic cylinder, a pneumatic cylinder, an airbag, a spring mechanism, or the like can be used. In the case of using a pneumatic cylinder and an airbag, the effect of softly supporting the vehicle body can be obtained in the same manner as the air spring. In the case of using a spring mechanism, the compressed spring may be held by a lock mechanism that is released by an impact or the like, and the drive mechanism 72 may be operated when the vehicle receives an impact. The width of the concave groove 70 is configured to be wider than the width of the flange 41 a of the third rail 41. The lower end of the derailment prevention member 71 is lifted and retracted within a vehicle limit that does not interfere with ground facilities or the like during normal traveling of the vehicle, and is lowered only during operation to contact the third rail 41.

また、脱線防止部材７１の凹溝７０は、両端に突起部７０ａ、７０ｂを有しているので、台車１４が車幅の左右いずれの方向へ移動する場合も規制することができる。   Moreover, since the concave groove 70 of the derailment prevention member 71 has the projections 70a and 70b at both ends, it is possible to regulate whether the carriage 14 moves in either the left or right direction of the vehicle width.

なお、本発明は、前記の各実施の形態に限定されずに広く応用することができる。例えば、脱線防止部材１７の駆動機構１８は、自重による落下でもよい。また、脱線防止部材の誤動作を防止するために、車輪位置よりも下降しないようにストッパを設け、架線停電情報と運転士の緊急操作、或いは他の２種以上の異常信号の組み合わせの場合のみ作動するように設定してもよい。また、第３のレールは、レールの曲線部や橋梁部のみに設置してもよい。
また、前記の各実施の形態では、異常検出によってアクチュエータとしての駆動機構１８、４３、あるいは６２に作動流体を供給して、脱線防止部材１７、４２、６０、あるいは把持片６１を変位させるようにしたが、例えば、バネ等のアクチュエータを用いない駆動源を利用して、脱線防止部材１７、４２、６０、あるいは把持片６１を常時第３のレールに係合する方向へ付勢しつつ、この付勢に対抗するアクチュエータを用いて脱線防止部材１７、４２、６０や把持片６１の作動（レールとの係合や接触）を禁止しておき、異常検出に伴う圧縮空気や電源の供給の停止によってアクチュエータを作動させないようにすることにより、前記バネ力を利用して脱線防止部材１７、４２、６０、あるいは把持片６１を作動させるようにしてもよい。 The present invention can be widely applied without being limited to the above-described embodiments. For example, the drive mechanism 18 of the derailment prevention member 17 may be dropped by its own weight. In addition, in order to prevent malfunction of the derailment prevention member, a stopper is provided so that it does not fall below the wheel position, and it operates only in the case of a combination of overhead power failure information and driver's emergency operation, or other two or more types of abnormal signals You may set to do. Moreover, you may install a 3rd rail only in the curve part and bridge part of a rail.
In each of the above-described embodiments, the working fluid is supplied to the drive mechanism 18, 43, or 62 as an actuator by detecting an abnormality so that the derailment prevention member 17, 42, 60 or the gripping piece 61 is displaced. However, for example, using a drive source that does not use an actuator such as a spring, the derailment prevention members 17, 42, 60, or the gripping piece 61 are constantly urged in a direction to engage with the third rail, Actuation against the biasing is used to prohibit the operation of the derailment prevention members 17, 42, 60 and the gripping piece 61 (engagement or contact with the rail), and stop the supply of compressed air or power due to abnormality detection The derailment prevention members 17, 42, 60 or the gripping piece 61 may be operated using the spring force by preventing the actuator from being operated by the .

本発明の実施の形態における車両の概略構成を示す側面図である。1 is a side view showing a schematic configuration of a vehicle in an embodiment of the present invention. 本発明の脱線防止部材を示す正面図である。It is a front view which shows the derailment prevention member of this invention. 同脱線防止部材の作動状態を示す説明図である。It is explanatory drawing which shows the operating state of the derailment prevention member. 同脱線防止部材の第２の実施例示す正面図である。It is a front view which shows the 2nd Example of the derailment prevention member. 同脱線防止部材の作動状態を示す説明図である。It is explanatory drawing which shows the operating state of the derailment prevention member. 同脱線防止部材の第３の実施例を示す正面図である。It is a front view which shows the 3rd Example of the derailment prevention member. 同脱線防止部材の第４の実施例を示す正面図である。It is a front view which shows the 4th Example of the derailment prevention member.

符号の説明Explanation of symbols

１０ 鉄道車両 １１ レール １２ 車輪
１３ 枕木 １４ 台車 １５ 車体
１６ 凹溝 １７、４０、６０ 脱線防止部材
１８、４３ 駆動機構 １９ ブレーキ部材
４１ 第３のレール ４２、６１ 把持片


DESCRIPTION OF SYMBOLS 10 Rail vehicle 11 Rail 12 Wheel 13 Sleeper 14 Carriage 15 Car body 16 Groove | groove 17, 40, 60 Derailment prevention member 18, 43 Drive mechanism 19 Brake member 41 3rd rail 42, 61 Grip piece


Claims (6)

車輪を備える台車で車体を支持し、一対のレール上を走行する車両の衝突や転倒を防止する装置であって、
前記車両の走行中に異常の有無を検出する検出手段と、
前記車体の下部に、前記車両の通常走行時には地上設備等に支障を与えない車両限界内に退避しており、前記検出手段による異常信号の検出を条件として前記レールに接触し、前記車両が前記レールから車幅方向に一定距離以上逸脱することを防止しつつ、前記車両の走行を許容する脱線防止部材と、
を設けたことを特徴とする車両の衝突転倒防止装置。 A device that supports a vehicle body with a carriage equipped with wheels, and prevents a vehicle traveling on a pair of rails from colliding and falling,
Detecting means for detecting the presence or absence of abnormality during the traveling of the vehicle;
Retracted to the lower part of the vehicle body within the vehicle limit that does not interfere with ground facilities during normal driving of the vehicle, contacts the rail on condition that an abnormality signal is detected by the detection means, and the vehicle A derailment preventing member that allows the vehicle to travel while preventing the rail from deviating more than a certain distance in the vehicle width direction;
A collision overturning prevention device for a vehicle characterized by comprising: 前記異常信号は、地震情報であることを特徴とする請求項１に記載の車両の衝突転倒防止装置。   The apparatus according to claim 1, wherein the abnormal signal is earthquake information. 前記異常信号は、架線停電情報であることを特徴とする請求項１に記載の衝突転倒防止装置。   The collision overturn prevention device according to claim 1, wherein the abnormal signal is overhead power failure information. 前記脱線防止部材は、異常信号の検出時に動作する空気圧シリンダによってレールに圧接されることを特徴とする請求項１〜３の何れか１項に記載の衝突転倒防止装置。   The collision fall prevention device according to any one of claims 1 to 3, wherein the derailment prevention member is pressed against the rail by a pneumatic cylinder that operates when an abnormal signal is detected. 前記脱線防止部材は、前記一対のレールに沿って設けられた第３のレールと当接することを特徴とする請求項１〜４の何れか１項に記載の衝突転倒防止装置。   5. The collision overturn prevention device according to claim 1, wherein the derailment prevention member is in contact with a third rail provided along the pair of rails. 前記脱線防止部材は、前記一対のレールに沿って設けられた第３のレールを把持することを特徴とする請求項１〜４のいずれ１項に記載の衝突転倒防止装置。
The collision fall prevention device according to any one of claims 1 to 4, wherein the derailment prevention member grips a third rail provided along the pair of rails.
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