JP5071620B2 - Vehicle safety device, wheel guide member, and wheel guide device - Google Patents

Description

The present invention relates to a novel derailment prevention device for preventing derailment of a running railway vehicle. The present invention also relates to a vehicle safety device such as a device that prevents derailment, departure, or overturn of the vehicle or a device that reverses the vehicle, a wheel guide member used in the vehicle safety device, and the like.

As derailment prevention devices for preventing derailment of a railway vehicle, for example, Patent Document 1 (Japanese Patent Laid-Open No. 09-272436, Patent Publication), Patent Document 2 (Japanese Patent Laid-Open No. 2002-79941, Patent Publication), and the like are known.

Patent Document 1 relates to a derailing prevention apparatus of the rectilinear type truck traveling on the rail, automatically redirecting wheel by the action of the shock absorbing device when the carriage is swung to either the left or right relative to the traveling direction The purpose of this is to prevent derailment by correcting the trajectory.

By attaching a T-shaped or I-type bracket to the wheel base of the carriage, attaching a U-shaped bracket to the flange of the carriage body, and sandwiching the wheel-side bracket with the bracket body-side bracket, the wheel When the wheel is swung to the left and right with respect to the traveling direction of the carriage, the wheel-side bracket hits the carriage on the carriage body side, and the vehicle automatically travels with the track itself corrected.

At this time, the bumper hits an impact absorbing device (rubber plate) provided on the inner surface of the receiving bracket, and the wheel is changed in the opposite direction by the repulsive force, and this operation is automatically repeated by the wheel itself. It is disclosed that trajectory correction is performed .

In Patent Document 2, in order to ensure vehicle driving safety by detecting derailment and derailment due to wheel lift in the running state of a railway vehicle or derailment and derailment of a wheel on a rail due to an increase in lateral force. In a railway vehicle that supports a vehicle body on a bogie frame and has an axle that supports the bogie frame and an axle box support device that supports the axle, a load in the vertical direction is detected between the axle box support device and the bogie frame. Using a vertical load detector and a comparison calculator that compares the detection results of the vertical load detector, the alarm device is operated according to the detection result of the comparison calculator, and the vehicle speed is reduced or the vehicle is stopped emergencyly. It is disclosed.
Japanese Patent Application Laid-Open No. 09-272436 Japanese Patent Laid-Open No. 2002-79941

In the derailment prevention device disclosed in Patent Document 1, since both the metal fitting and the metal fitting are fixed, when the vehicle has a large runout such as when the vehicle travels on a curved track, the metal fitting and the metal fitting are received. This is not applicable to ordinary railways for trains that run at relatively high speeds. Moreover, this anti-derailing device does not take into account abnormal vibrations such as earthquakes in the vertical and horizontal directions.

In Patent Document 2, abnormal vibration is detected by a vertical load detector, the detection result is compared and calculated by a comparison calculator, an alarm device is operated, and a command for decelerating the traveling speed is instructed. It is a command to perform a braking operation, and the device itself does not prevent derailment of the railway vehicle.

The present invention provides a novel derailment prevention device that can return a vehicle to a normal position when a vehicle is lifted off a rail when a vehicle or a bogie is shaken severely due to abnormal vibration such as an earthquake while the vehicle is running. is there.

The derailment prevention device according to one aspect of the present invention includes a wheel guide member (rail contact member) having an inclined surface and a wheel guide member lowering unit that lowers the wheel guide member (rail contact member).

The wheel guiding member lowering means may be driven by activation of the abnormal vibration sensing means .

The wheel guide member lowering means may be activated from the cab or the passenger compartment.

The wheel guide member lowering means may be driven by an operation of a switch arranged in the cab or the passenger compartment.

The derailment prevention device according to another aspect of the present invention includes an abnormal vibration sensitive means that is activated when abnormal vibration exceeding a preset allowable range is detected, and an inclined surface that is driven by the activation of the abnormal vibration sensitive means. Wheel guide means having a wheel guide member (rail contact member) having

The wheel guiding member (rail contact member) is lowered and fixed to a position where the inclined surface functions, and the wheel is guided onto the original rail by contact between the inclined surface and the rail.

The derailment prevention device according to another aspect of the present invention includes an abnormal vibration sensitive means that is activated when abnormal vibration exceeding a preset allowable range is detected, and an inclined surface that is driven by the activation of the abnormal vibration sensitive means. A wheel guide member having a wheel guide member (rail contact member) having one end and a support member that supports the wheel guide member (rail contact member) at one end and is movably fixed to the carriage at the other end.

Then, by driving the wheel guiding means, the wheel guiding member (rail contact member) is lowered and fixed to a position where the inclined surface corresponds to the inclined surface on the rail side of the wheel flange, and by contact between the inclined surface and the rail. Guide the wheel onto the original rail.

The derailment prevention device according to another aspect of the present invention includes an abnormal vibration sensitive means that is activated when an abnormal vibration having a strength exceeding a preset allowable range is detected, and an inclined surface that is driven by the abnormal vibration sensitive means. And a wheel guide means having a wheel guide member (rail contact member) having one end and a support member that supports the wheel guide member (rail contact member) at one end and is movably fixed to the carriage at the other end.

Then, the wheel guide member (rail contact member) is lowered and fixed to a position where the inclined surface corresponds to the slope on the rail side of the wheel flange, and the wheel is placed on the original rail by contact between the inclined surface and the rail. Induce.

The derailment prevention device according to another aspect of the present invention includes an abnormal vibration sensing means that is activated when an abnormal vibration having a strength exceeding a preset allowable range is detected, and a start of the abnormal vibration sensing means that is fixed to a carriage. The wheel comprising: a gas cylinder having a shaft driven by compressed gas; a wheel guide member (rail contact member) fixed to the lower end of the shaft and having an inclined surface; and a cylinder disposed in the carriage and containing compressed gas. Guiding means are provided.

Then, the wheel guide member (rail contact member) is lowered and fixed to a position where the inclined surface corresponds to the slope on the rail side of the wheel flange, and the wheel is placed on the original rail by contact between the inclined surface and the rail. To guide .

The derailment prevention device according to another aspect of the present invention includes a columnar member, a guide tube formed of a cylindrical member that is fixed to a carriage and guides the columnar member to be movable up and down, a coil spring that is compressed in a normal state, and the coil spring A locking means for locking the upper end of the cylindrical member when it is normally inserted and holding it in a predetermined position, and unlocking the upper end of the cylindrical member when abnormal, and an inclined surface fixed to the lower end of the cylindrical member Wheel guide means comprising a wheel guide member (rail contact member) having

When the locking means is unlocked, the wheel guiding member (rail contact member) is lowered by the restoring force of the coil spring, and the wheel is guided onto the original rail by contact between the inclined surface and the rail.

In any one of the plurality of derailment prevention devices according to the aspect of the present invention, the abnormal vibration sensitive means may include an impact breaking portion that cuts the rod-shaped member when detecting abnormal vibration .

In any one of a plurality of derailment prevention devices of the above-mentioned mode of the present invention, in addition to the wheel guide member (rail contact member), a second wheel guide member (projecting outward from the wheel guide member (rail contact member)) ( Rail contact member) .

In any one of the plurality of derailment prevention devices according to the present invention, the abnormal vibration sensing means further forcibly descends the wheel guide member (rail contact member) to a position where it contacts the rail side surface when detecting abnormal vibration. a spring provided at one end of the spring is rotatably secured to the carriage, it may be fixed and the other end to the rotating member.

In any one of the derailment prevention devices according to the plurality of aspects of the present invention, the abnormal vibration sensing means includes an impact destruction portion that cuts the rod-like member when detecting abnormal vibration, and the impact destruction portion is provided in the rod-like member. It may consist of a slit part, a groove part, or an easily breakable member .

In any one of the plurality of derailment prevention devices according to the aspect of the present invention, the abnormal vibration sensing means may include an abnormal vibration detection electric sensor and an explosive that operates in response to an output of the electric sensor .

In any one of the plurality of derailment prevention devices of the present invention, the first universal connection portion provided at the free end of the rod-like member and the second universal connection provided at one end and fixed at the vehicle body. And the first universal connection portion and the second universal connection portion may be movably coupled .

In any one of the plurality of derailment prevention devices of the present invention, the first universal connection portion provided at the free end of the rod-like member and the second universal connection provided at one end and fixed at the vehicle body. The first universal connection portion and the second universal connection portion are movably coupled, and either the first universal connection portion or the second universal connection portion is It may have a protrusion and the other may have a receiving part .

In any one of the plurality of derailment prevention devices of the present invention, the first universal connection portion provided at the free end of the rod-like member and the second universal connection provided at one end and fixed at the vehicle body. The first universal connection portion and the second universal connection portion are movably coupled, and either the first universal connection portion or the second universal connection portion is The projection may have a substantially spherical shape, and the other may have a receiving portion having a substantially bowl shape, a substantially dish shape, or a substantially inverted dome shape .

In any one of the plurality of derailment prevention devices according to the present invention, the wheel guide member (rail contact member) can be raised again to the original predetermined position after the wheel guide member (rail contact member) is lowered. Wheel guiding member raising means may be provided .

In any one of the derailment prevention devices of the plurality of aspects of the present invention, the wheel guide member that raises the wheel guide member (rail contact member) to the original predetermined position again after the wheel guide member (rail contact member) is lowered. The wheel guide member raising means may be composed of a rack and pinion mechanism comprising a combination of a rack and a pinion .

In any one of the derailment prevention devices of the plurality of aspects of the present invention, the wheel guide member that raises the wheel guide member (rail contact member) to the original predetermined position again after the wheel guide member (rail contact member) is lowered. The wheel guide member raising means comprises a rack and pinion mechanism comprising a combination of a rack and a pinion, and the rack is formed on a support member that supports the wheel guide member (rail contact member) at the lower end, The pinion may consist of a rotatable gear fixed to the carriage .

In any one of the derailment prevention devices of the plurality of aspects of the present invention, the wheel guide member that raises the wheel guide member (rail contact member) to the original predetermined position again after the wheel guide member (rail contact member) is lowered. The wheel guide member raising means includes a wire-like member having one end connected to a support member that supports the wheel guide member (rail contact member) at the lower end and winds up the support member from the other end. Also good .

In any of the derailment prevention devices according to the above aspects of the present invention, an abnormal vibration sensor having a radiating element that emits an energy beam toward a rail and a receiving element that receives the reflected energy beam, and the radiating element senses the abnormal vibration sensor. An abnormal vibration sensing device including a control circuit that determines whether or not the vehicle is within a safe driving allowable range from the received signal and controls the wheel guiding means may be provided .

In any of the derailment prevention devices according to the above aspects of the present invention, an abnormal vibration sensor having a radiating element that emits an energy beam toward a rail and a receiving element that receives the reflected energy beam, and the radiating element senses the abnormal vibration sensor. An abnormal vibration sensing device comprising a control circuit for determining whether or not a safe driving allowable range is determined from a received signal and controlling the wheel guiding means, and the radiating element may comprise a semiconductor light emitting element or an ultrasonic wave transmitting element. .

In any of the derailment prevention device of the plurality of aspects of the present invention, the wheel guide means may comprise means drivable from cab or conductor chamber.

In any of the plurality of derailment prevention devices according to the above aspect of the present invention, the wheel guiding means may be activated by an operation of a switch disposed in a driver's cab or a passenger compartment .

In any of the derailment prevention device of the plurality of aspects of the present invention, the inclined surface of the wheel guide member (rail contacting member) have a slope structure extending downwardly inward direction between a pair of said rails You may do it .

In any one of the derailment prevention devices according to the plurality of aspects of the present invention, the wheel guide member (or rail contact member) has a slope structure extending downward in an inner direction between the pair of rails. Furthermore, the wheel guide member (or rail contact member) may have a cylindrical roller, and the roller may extend downward along the inclined surface .

In any one of the derailment prevention devices according to the plurality of aspects of the present invention, the wheel guide member (or rail contact member) may have a slope structure extending upward in the outward direction of the pair of rails. Good .

In any one of the plurality of derailment prevention devices according to the aspect of the present invention, the wheel guide member (or rail contact member) may further have a curved surface facing a bottom surface thereof .

In all the drawings, the same or similar components or components are denoted by the same reference numerals.

(First embodiment of the present invention)

A first embodiment of the present invention will be described with reference to FIGS.

FIG. 1 is a schematic elevation view showing the relationship between the derailment prevention device 100 of the first embodiment and the vehicle when the vehicle is stopped or during normal running. FIG. 2 is a schematic enlarged elevation view showing FIG. 1 in an enlarged manner.

FIG. 2 is a schematic enlarged elevation view showing FIG. 1 in an enlarged manner.

FIG. 3 is a schematic enlarged elevation view showing a state where the derailment prevention device 100 starts to be activated at the time of impact.

FIG. 4 is a schematic enlarged elevation view showing the relationship between the derailment prevention device 100 and the vehicle when guiding based on the derailed wheels after the operation of the present device derailment prevention device 100.

FIG. 5 is a schematic enlarged cross-sectional view showing the impact sensing devices 24, 25 and 26.

FIG. 6 is a schematic enlarged sectional view showing another impact sensing device 24, 25, 26 '.

FIG. 7 is a schematic enlarged sectional view showing the relationship between the rotating body 20 and the locking device 29.

FIG. 8 is a schematic enlarged perspective view showing the vicinity of the guide blade 22 in an enlarged manner.

FIG. 9 is a schematic enlarged side view showing the relationship between the guide blade 22 and the wheel 10 in an enlarged manner.

As shown in FIGS. 1 to 4, a railway vehicle generally includes two carriages 13, wheel 10 associated therewith, and a vehicle body 11, and the vehicle body 11 is interposed with a shock absorber such as an air spring 14. Mounted on top.

This railway vehicle travels on two rails (tracks) 15.

Reference numeral 10 a indicates a flange of the wheel 10.

In FIGS. 1 to 15, derailing prevention device 100 is a device to revert from carriage 10 is lifted during the abnormal state that Kuwawa shakes by an earthquake during running.

The derailment prevention device 100 supports abnormal vibration sensing devices (24, 25, 26), (24, 25, 26 ') that operate by detecting abnormal vibration, a blade 22, and supports the blade 22 at one end and the other end. Comprises a wheel guiding device having a support member 21 substantially fixed to the carriage 13.

The wheel guiding device includes a substantially triangular rotating body (rotatable member) 20, a blade 22, a support member 21, and a rod-shaped member 23.

The blade 22 is located in the vicinity of the carriage 13 during normal operation.

The rod-shaped member 23 has an arm shape or an arm shape.

The rotating body (rotatable member) 20 is disposed on the carriage 13.

The rotating body (rotatable member) 20 further includes an eccentric rotating shaft 20a serving as a rotation center.

The rotating shaft 20 a is fixed to the carriage 13.

The support member 21 further has one end connected to the rotating body (rotatable member) 20 and the other end extending to the blade 22.

With such a configuration, the rotating body (rotatable member) 20 rotates when the abnormal vibration sensing means 24, 25 and 26 detect abnormal vibration, and the blade 22 is lowered to a position where it contacts the side surface of the rail 15. Then, the derailed and derailed wheel 10 is guided to the original normal position (the top surface of the rail 15).

With reference to FIG. 5, the detail of the impact sensitive apparatus which starts this derailment prevention apparatus 100 is demonstrated.

The impact sensitive device includes a first sensitive device and a second sensitive device.

The first sensitive device is arranged so that the derailment prevention device 100 is activated by being disengaged due to a large deviation that will occur between the carriage 13 and the vehicle body 11 when an abnormal roll is applied to the vehicle. Between this impact device, it consists of one universal connection part 24 arrange | positioned at the free end of the arm 23, and the other universal connection part 26a arrange | positioned at the free end of the connection member 26.

The 2nd sensitive apparatus consists of the impact destruction part 25 arrange | positioned in the middle of the arm 23 which self breaks when an abnormal rapid force is applied.

The first universal connection portion 24 has a convex shape such as a spherical shape.

A substantially rod-shaped connection member 26 is disposed so as to face the first universal connection portion 24.

The connection member 26 has a second flexible connection portion 26a having a concave shape such as a saucer shape, a bowl shape, or an inverted dome shape at one end, and a fixed end 26b for fixing to the vehicle body 11 at the other end.

Accordingly, the first universal connection portion 24 and the second universal connection portion 26a can freely move and slide with each other during normal running.

As shown in FIG. 6, in contrast to that shown in FIG. 5, a convex second flexible connection portion 26 ′ a is provided at one end, and the fixed end 26 ′ b as the other end is fixed to the vehicle body 11. A connecting member 26 'may be provided.

In this case, the concave-shaped second connectable portion 23a is provided at one end of the A over arm 23.

Accordingly, in FIG. 5, the first universal connection portion 24 and the second universal connection portion 26a (or the first universal connection portion 23a and the second universal connection portion 26′a in FIG. 6 ) are always in operation of the vehicle. It has a play structure that allows you to move and slide smoothly against the vibration of time.

Vibration caused by earthquakes combines longitudinal and transverse waves, resulting in forces in various directions.

Due to these forces, the carriage 13 and the vehicle body 11 cause various movements.

In order to reduce the damage of the accident, as the abnormal vibration sensitive device that senses abnormal vibration and activates the derailment prevention device 100, the first shock sensitive device (the universal connection parts 24, 26a) and the second shock sensitive device are used. It is desirable to provide two impact sensitive devices of the device (impact breaker 25) .

When the vehicle body 11 vibrates greatly due to abnormal vibrations in various directions such as vertical and horizontal directions due to an earthquake exceeding a preset allowable range, the flexible connection portion 23a provided on the arm 23 is caused to move by the movement force. 11 is largely deviated from the free connecting portion 26 ′ a of the connecting member 26 ′ fixed to 11.

As a result, the rotating body (rotatable member) 20 starts the activation.

Alternatively, when an impact caused by vertical seismic waves in the vertical direction first occurs, a larger mechanical force is applied to the device 100 by applying an impact force that is greater than the set force, so that a large mechanical force is applied to the arm 23 and an impact sensitive device (abnormal vibration). (Sensitive means) 25 is damaged.

When one or both of the two impact-sensitive device of the first shock-sensitive device (connectable portions 24,26A) and said second shock-sensitive device (shock fracture 壊部25) operates, the rotating body (rotating (A possible member) 20 starts to start.

Further, in order to make the vehicle quickly sense vibration and react quickly in the lateral direction at the time of derailment, the impact sensing device 25 may be provided with a slit in the lateral direction to make it easier to break along the direction of the vehicle.

It is desirable to provide rotation forcing devices 27 and 28 in order to ensure rotation when the impact sensing device (abnormal vibration sensing device) 24, 26a, 25 is operated on the rotating body 20.

In the first embodiment, as this rotation forcing device, a spring member 27 composed of a first coil spring acting in the pulling direction and a second spring member 28 composed of a coil spring acting in the pushing direction. Is provided.

The first spring member 27 has one end 27 a connected to the rotating body 20 and the other end 27 b fixed to the carriage 13.

The second spring member 28 has one end 28 a connected to the rotating body 20 and the other end 28 b fixed to the carriage 13.

As shown in FIG. 7 and the like, it is desirable that the derailment prevention device 100 is provided with a lock device 29 that firmly fixes the rotating body 20 to the carriage 13.

When the derailment prevention device 100 is functioning, the lock device 29 performs an action of returning the heavy carriage 13 to a normal position.

The locking device 29 includes a pair of finger-like members 29 a and 29 b that serve as receivers fixed on the carriage 13, and a pin-like member 20 b that is fixed to the rotating body 20.

The pair of finger-like members 29a and 29b firmly fix the rotating body and the carriage in an emergency.

The pair of finger-like members 29a and 29b are a pair of conductive members that supply electric energy from a power source (not shown) to the driving device 29d and a driving device 29d such as an electromagnetic coil fixed on the carriage 13 as an unlocking device. A lead 29e can be provided.

Since the lock device 29 normally supplies a current from the power source to the drive device 29d via the conductive lead 29e, the finger-like members 29a and 29b are opened with the rotation center 29c as a fulcrum.

Reference numeral 29f in FIG. 7 indicates a state in which the finger-like members 29a and 29b are opened.

When the rotating body 20 rotates around the rotating shaft 20a at the time of abnormality and the pin-like member 20b fixed to the rotating body 20 moves into the finger-like members 29a and 29b, a switch (not shown) is turned on. The finger-like members 29a and 29b are closed and locked so as to grip the pin-like member 20b with the rotation center 29C as a fulcrum, and the rotating body 20 is substantially firmly fixed to the carriage 13.

Instead of the electromagnetic locking device 29 described above, a mechanical locking device using a spring or the like may be used.

FIG. 8 is a schematic perspective view of the blade 22 as seen from an oblique lateral direction.

FIG. 9 is an enlarged schematic side view showing the positional relationship between the blade 22, the wheel 10, and the rail 15 when the apparatus 100 is functioning.

The blade 22 has a first guiding portion 22 having a slope FC for guiding the wheel 10 to return onto the rail 15 when the wheel 10 protrudes outside the rail 15 and the wheel 22 when the wheel 10 protrudes inside the rail 15. It consists of a second guiding portion 40 consisting of a substantially horizontally extending member that guides 10 back onto the rail 15.

As materials for the blade 22 and the second induction portion 40 that are the first induction portions, a metal material such as steel, cast iron, and stainless steel, or a strong inorganic material that can withstand an impact at the time of function, such as ceramic, is used. be able to.

As the material of the blade 22, a heat-curable thermosetting or thermoplastic resin containing a metal powder, an inorganic material, or the like may be used.

As the material of the blade 22, an organic or inorganic composite obtained by heat and pressure molding a heat resistant synthetic resin containing metal powder, an inorganic material, or the like may be used.

As a material of the blade 22, a fiber reinforced resin using a fiber made of glass, carbon, or metal and the synthetic resin as a binder may be used.

Or you may fix the organic and inorganic composite material which heat-press-molded the heat resistant synthetic resin to main surfaces, such as the said surface FC and the curved surface 22e.

The blade 22 is a generally ax-shaped or wedge-shaped structure as shown in FIG.

First, the first guiding portion 22 will be described.

The surface facing the side surface of the rail of the blade 22, which is the first guiding portion, has a substantially rectangular surface FB and a substantially rectangular shape inclined downward and inward from the surface FB between the opposed substantially horizontal sides 22f and 22g. It has a surface FC.

Further, the blade 22 has a pair of opposing side surfaces FA and FA 'having the same shape and a pair of opposing side surfaces FE and FE' which are positioned below the side surfaces FA and FA 'and have the same shape.

Further, the side surfaces FA and FA 'of the blade 22 are composed of a substantially rectangular surface having a substantially horizontal side 22d and a substantially tapered surface located below the surface.

The sides where the side surfaces FA and FE are in contact with the main surfaces FB and FC are inclined portions extending downward from the portion 22a so that the distance between the substantially vertical portion 22a and the substantially vertical side 22c facing the side is narrowed. 22b.

Further, the side surfaces FE and FE 'are curved surfaces 22e from the boundary portion 22h of the side surfaces FA and FA' to the lower end 22K.

As shown in FIG. 8 and FIG. 9, the height of the blade 22 is set so that the bottom surface FD stops at a position higher than a projection such as a clasp on the sleeper of the rail 15 when the bottom surface FD functions. .

The upper portion of the blade 22 has a rectangular parallelepiped structure including three sides 22a, 22d, and 22g. A rod-like support member 21 that serves as a handle for supporting the blade 22 is firmly fixed to the top surface of the rectangular parallelepiped portion by welding, screwing, or the like. ing.

The line 22g below the rectangular parallelepiped portion is fixed at the same height as the height of the outer periphery 10a1 of the flange 10a of the wheel 10 when the derailment prevention device 100 is operated.

Similarly, when the derailment prevention device 100 is operated, the cross-sectional position of the surface FB including the two sides 22a and 22g is fixed at a position that coincides with the inner slope of the outer periphery 10a1 of the flange 10a.

The surface FC of the blade 22 is a slope extending downward from the line 22g and extending inward to the bottom.

The inclination angle of the slope FC is such that the inner line 22c does not damage various ground devices such as a train stop device installed between the rails when it functions.

The blade 22 can cope with wheel removal on the outside of the rail by making the upper side 22d thick and the bottom side 22k thin.

Also, the blade 22 has points 22h, points so that the point and other obstacles between both rails can be overcome until the train stops at the time of function, and the blade 22 body is easily fixed to the wheel 10 at the function position. It is desirable that the curved surfaces 22e and 22i be provided so as to be symmetrical from the position 22h ′ in the front and rear directions of the train traveling direction when viewed in FIG.

Next, the second guide portion 40 corresponding to the wheel removal of the inner wheel will be described.

As shown in FIG. 8, the second guide portion 40 includes a protruding member that protrudes laterally from the first guide portion (blade) 22.

As shown in FIG. 8, the second guide portion 40 is fixed to a rectangular parallelepiped portion at the top of the first guide portion (blade) 22, and protrudes from the surface FB of the rectangular parallelepiped portion to the outside of the rail vertically outside.

The projecting structure 40 that is the second guiding portion is a structure that has a guide curved surface FG in the upward direction from the outside of the side having the length L corresponding to the width of the wheel, and abuts against the lateral surface 40b. .

Reference numeral 40f indicates a distance from the outer point on the curved surface FG to the FB surface.

The height from the bottom surface 40d to the upper surface 40b of the curved surface FG is indicated by the symbol H.

The bottom surface 40d is fixed on the plane FB above the height of the flange 10a of the wheel 10 from the bottom side 22g.

The curved surface FG is a curved surface that guides the wheel 10 that is about to fall inside the rail when the wheel vibrates abnormally onto the original rail.

The height H of the curved surface FG is preferably shorter than the entire height of the rail 15. A longer distance indicated by the reference numeral 40f functions to prevent wheel removal.

If necessary, the effect is enhanced by inclining the lateral side surface 40b toward the top and outward.
The effect is enhanced if there is an inclined surface that is higher toward the top and outward. If the surface of the lateral side surface 40b is long in the traveling direction and the front and rear ends are inclined upward, rollover can be prevented when the vehicle body is derailed.

The entire second guiding portion 40 is preferably integrated with the blade 22 and the support member 21 in order to increase the strength.

The positional relationship between the first guiding portion (blade) 22 and the second guiding portion 40 and the wheels 10 and rails 15 when the apparatus 100 functions is as shown in FIG.

In FIG. 9, the reference symbol “D” indicates the distance between the outer periphery 10a1 and the inner periphery 10a2 of the flange 10a, and the reference symbol 12 indicates the axle.

As shown in FIG. 3, in a state in which the present apparatus 100 starts to be activated at the time of an abnormal impact, the wheel 10 is lifted together with the axle due to the strong vibration, and is simultaneously shifted to the left and right.

The rotating body 20 starts rotating when the impact-sensitive portion 25 is broken by the abnormal vibration and the first universal connection portion 24 is disengaged from the second universal connection portion 26a of the rod-like member 26.

At the same time, the device 100 in a state where the first and second spring members 27 and 28 are lifted and gravity does not work functions to rotate to fix the wheel 10 in a position where it can function before the wheel 10 is dropped. .

4, as shown in FIG. 7, the apparatus 100 is activated, the rotary body 20 is fixed to the carriage 13 by a locking mechanism comprising a fixed pin member 20b and a locking device 29. the rotating body 20, The falling wheel 10 is guided onto the rail 15.

Referring now to FIG. 10 is a schematic plan view showing a state of mounting a plurality of derailing prevention device 100 in the vehicle body 11.

As shown in FIG. 10, the two carriages 13 at the front and rear of the car body 11, a total of four derailing prevention device 100A in between the front and rear wheels 10 of each right and left, 100B, 100C, 100D are attached .

The derailment prevention devices 100A, 100B, 100C, and 100D include blades 22A, 22B, 22C, and 22D, respectively.

Reference numeral 15 indicates a rail. The traveling direction of the vehicle body 11 is shown by arrow 16.

Next, the functioning state of the apparatus 100 will be described with reference to FIGS.

FIG. 11 to FIG. 13 are state diagrams showing in a stepwise manner a process in which a wheel that floats and moves and falls into a derailment as it is returns to the original rail by the function of the present apparatus.

As shown in FIG. 11, in the first stage, abnormal vibration acts on the traveling wheel 10, the derailment device 100 is activated and fixed, and shows a state when the function is about to be started.

As shown in FIG. 11, in the first stage, when the derailment prevention device 100 starts functioning, the main body of the wheel 10 is shifted to the outside of the rail 15 by an abnormal force, and the blade (first 1 guiding portion) 22 and the second guiding portion 40 are set. Reference numerals 21, 10 a, 15, and 17 denote support rods such as the blade 22, wheel flanges, rails, and sleepers, respectively.

When abnormal vibration occurs, it acts on the traveling wheel 10 as forces in various directions.

As a result of the action of the force, the kinetic energy of the traveling wheel 10 changes in the direction of lifting and lifts off the rail 15 surface, causing derailment.

The movement of the wheel 10 with respect to the traveling direction is caused by a lateral component of the traveling direction, which is amplified and accelerated by the rotation of the wheel 10 and the flange 10a.

Reference numerals 21, 10 a, and 17 denote a support rod such as a blade 22, a wheel flange, and a sleeper, respectively, in this order.

Next, as shown in FIG. 12, in the second stage, the wheel 10 starts to fall from the outside, and the guidance starts so that the portion 22 of the blade returns to the rail 15 normally.

Due to gravitational gravitational gravity, the lifted wheel will eventually begin to fall.

At that time, unlike the running surface, the wheel starts to fall while displaced outward, and even if it falls, the flange that defines the wheel on the rail running surface moves outward from the rail inner surface and falls as it is If you do, you will be derailed.

The blade inner surface 22 of this device starts to contact the inner surface of the rail before the outermost surface of the flange hits the rail upper surface, and the wheel body is moved to the rail by the gravity, the kinetic energy during the traveling, and the contact rotation. The wheel is guided to the normal inner surface and the wheel is guided to the normal running surface to prevent derailment.

As shown in FIG. 13, in the third stage, the wheel 10 is returned to the original rail 15 by the slope of the blade 22.

14 and 15 show the state of the wheel 10 on the opposite side.

If the wheel moves outward during abnormal vibration, the other wheel of the same axle pair will be displaced inward and will fall to the inner surface of the rail and cause derailment.

The curved surface FG of the lower inner slope of the second guide portion 40 is the same as the first guide surface FC to return the pair of displaced wheels to the original rail inside the rail. the fall write No before the start of the contact with the rail by using the travel energy and its gravity, it is guided to a normal running surface to lift the wheel body on the rail surface.

Unlike the state in which the wheel 10 shown in FIG. 11 is shifted to the outside of the rail 15 and floated, the wheel 10 on the opposite side is shifted to the inside of the rail 15 in the state shown in FIGS.

In this state, it is conceivable that the wheel 10 falls below the surface of the rail 15.

At that time, the guide surface of the second guide portion 40 fixed to the blade (first guide portion) 22 functions to lift the wheel 10 body and guide it back onto the rail 15.

As shown in FIG. 15, the wheel 10 is started to be guided back to the rail 15 from the inside by the second guide portion 40.

Due to the high speed, the four wheels 10 in the carriage 13 that is operating at high speed are lifted by vibration during driving, repeatedly dropped, and run while vibrating.

Therefore, even if the function is a wheel 10 joined by an impact of the device 100 is dropped, in order to hit the sleepers 17, such as by continuing the running of the vehicle body 11 in a state in which the wheel 10 was Datsuwa, vigorous vertical vibration Happens.

Therefore, even if the apparatus 100 is not set from the beginning as shown in FIGS. 11 to 15, it is set by the vertical vibration of each wheel 10 to function and the wheel 10 is properly operated on the rail 15. Derailment can be prevented by guiding to the position.

(Second embodiment of the present invention)

Next, a derailment prevention device according to a second embodiment of the present invention will be described with reference to FIGS. 16, 17, and 18. FIG.

FIG. 16 is a schematic elevation view showing a derailment prevention device 200 according to the second embodiment of this invention.

FIG. 17 is a schematic enlarged elevational view of FIG. 16 enlarged and partially shown as a cross-section.

18A and 18B are schematic enlarged elevation views showing the vicinity of the locking device of FIG. 17 in an enlarged manner.

FIG. 18A shows a normal state, and FIG. 18B shows a state when the derailment prevention device 200 is activated and the lock device is activated.

In the description of the derailment prevention apparatus 200 according to the second embodiment of the present invention described below, the description overlapping with the derailment prevention apparatus 100 according to the first embodiment that has already been described in detail is omitted as much as possible.

The derailment prevention device 200 includes abnormal vibration sensing means and wheel guiding means that operate by detecting abnormal vibration. The abnormal vibration sensitive means includes an impact breaking portion 25 and a vibration sensor 32.

The vehicle wheel guide means includes a blade 22 made of a substantially rod-shaped support member 31 for supporting the other end of the blade 22 is fixed to substantially the carriage 13 at one end.

The wheel guiding means further includes a gas cylinder 34 having a vertical shaft 31 fixed to the carriage 13 and driven by compressed gas, a blade 22 fixed to the lower end of the shaft 31 and positioned in the vicinity of the carriage 13 at a normal time, It consists of a compressed gas cylinder 35 placed on the carriage 13 and containing compressed gas.

The blade 22 is lowered to a position in contact with the side surface of the rail 15 when the abnormal vibration sensing means 25, 32 detects abnormal vibration, and guides the derailed wheel 10 to the original position.

Like the abnormal vibration sensitive device 2 5 of the first embodiment, universal coupling unit fixing metal fitting 26 is one of the universal coupling part 26a having one end 26b the other end is fixed to the vehicle body 11 is made of a receiving portion of the dish-shaped like It has become. (See FIGS. 5 and 6.)

Opposite to the universal coupling portion 26a, a substantially spherical universal coupling portion 24 at the tip of the rod-shaped member 23 'is provided in contact with the inner surface of the universal coupling portion 26a, and an impact breaking portion 25 is provided in the middle of the rod-shaped member 23'. Is provided.

In this embodiment, the abnormal vibration sensing means 25, 32 comprises an impact breaking portion 25 and an abnormal vibration detection electrical sensor 32.

Abnormal vibration detecting electrical sensor 32 includes a cylindrical sub-cylinders 32a, and the sub-cylinder 32a arranged movable shaft within 32b, the compression spring 32c disposed on the bottom side of the sub-cylinder 32 in a, Furthermore, the upper end of the movable shaft 32b is connected to the lower end of the rod-shaped member 23 ′.

Movable shaft 32b has a disk in contact with the inner surface and an airtight sub-cylinder 32 a at its lower end.

Electrical contacts 32d, such a pair of opposing ring-shaped, 32e is, one is fixed to the upper surface of the disk, the other is fixed to the upper surface of the sub-cylinder 32 in a.

Therefore, at the time of abnormal vibration, the impact breaking portion 25 is broken by, for example, breaking the rod-shaped member 23 ', the compression spring 32c moves upward, and accordingly the movable shaft 32b moves upward until the pair of electrical contacts 32d, 32e are turned on. Moving.

Gas cylinder 34 includes a cylindrical gas cylinder 34a, the movable shaft 31 is movable up and down within the cylindrical gas cylinder 34a, the inner surface and an airtight fixed to the upper end of the movable shaft 31 Gas Shea Linder 34a The disk 34b which contacts, the gas introduction hole 34c provided in the upper part of the gas cylinder 34a, and the gas vent hole 34d provided in the downward direction of the gas cylinder 34a are provided.

The movable shaft 31 also functions as a support member 31 that extends from the lower end of the gas cylinder 34 and supports and fixes the blade 22.

The support member 31 of the movable shaft 31 or blades 22, the stopper 31c is fixed in the middle, sandwiched between the stopper 31c when the supporting member 31 descends, an openable and closable locking mechanism for holding the rod-like support member 31 in a predetermined position 31d (or a fixing device) is provided.

A high pressure gas loading valve 33 that drives the gas cylinder 34 in the event of an abnormal impact is fixed to the carriage 13.

The lock mechanism 31d is fixed to the attachment plate 31e, and the attachment plate 31e is fixed to the carriage 13.

The gas cylinder 34 and the lock mechanism 31d may be fixed to the mounting plate 31e fixed to the carriage 13.

High-pressure gas loading valve 33 includes a cylindrical cylinder 33a, which is arranged and movable shaft 33b disposed in the cylindrical cylinder in loaders with a disc at one end, the other end of the movable shaft 33b in a cylindrical cylinder 33a disc And a gas supply hole 33d communicated by a compressed gas cylinder 35 and a pipe 38.

The gas supply hole 33d communicates with the gas introduction hole 34c of the gas cylinder 34 through a pipe.

Furthermore in the high-pressure gas loading valve 33, circular platen side to the discharge spark generating portion 33f of the movable shaft 33b are provided, explosive 33g to explode is contained in the vicinity of the discharge spark generating portion 33f by discharge therefrom.

With the above configuration, when the impact breaker 25 is broken during abnormal vibration, the electrical contacts 32d and 32e are closed, and the voltage from the high-voltage power supply 36 is supplied to the discharge spark generator 33f via the electric wiring 37. Generates an electric spark.

The explosive 33g in the high pressure gas loading valve 33 explodes due to the electric spark, and the movable shaft 33b and the plug 33c move almost instantaneously, and the gas discharge hole 33d closed by the plug 33c at the normal time and the gas introduction hole 34c. Is released almost instantly.

Accordingly, almost simultaneously with the destruction of the impact destruction portion 25, the compressed gas is supplied from the compressed gas cylinder 35 into the gas cylinder 34 from the pipe 38 via the high pressure gas valve 33, and the movable shaft of the gas cylinder 34 is supplied. 31, that is, the support 31 of the blade 22 is rapidly lowered and dropped.

18 is a schematic enlarged elevation view showing the vicinity of the locking device of FIG. 17 in an enlarged manner, and FIG. 18A shows a normal state.

As shown in FIG. 18A, in normal times, the fixing wing-shaped metal fitting 31c exists on the fixing device 31d that opens left and right and closes again. As shown in FIG. 18B, in the event of an abnormality, the fixing blade 31c is fixed under a fixing device 31d that opens to the left and right by the bar-like support 31 being pushed downward by compressed gas.

The fixing device 31d is configured to move and open to both sides of the rod-like support 31 by a pin 31e that moves to the left and right by, for example, a spring or the like. As a result, the rod-like support 31 integrated with the blade 31c and the blade 22 at the tip thereof are securely fixed at predetermined positions.

As in the first embodiment of the present invention described above, the blade 22 fixed to the lower end of the support 31 up to a position where it contacts the side surface of the rail 15 when the abnormal vibration sensing means 25, 32 detects abnormal vibration. Can be lowered to guide the wheel 10 derailed by the blade 22 to the original normal position (the top surface of the rail 15).

(Modification of the second embodiment of the present invention)

In the modified derailment prevention device according to the second embodiment of the present invention, the wheel guiding means includes a gas cylinder 34 having a movable shaft 31 fixed to a carriage, an explosive disposed in the gas cylinder 34, and A wheel guide member (rail contact member) 22 having an inclined surface fixed to the lower end of the shaft 31 may be provided. Then, the explosive can be exploded by electric spark to push down the shaft 31 which is a support body of the wheel guide member (rail contact member) 22.

(Third embodiment of the present invention)

A third embodiment of the present invention will be described with reference to FIGS.

FIG. 19 is a schematic elevation view showing a derailment prevention device 300 according to the third embodiment of this invention.

In FIG. 19, the derailment prevention device 300 of the third embodiment is obtained by adding a lock, unlocking device, and lifting device to the derailment prevention device similar to the derailment prevention device 200 of the second embodiment.

In the description with reference to FIG. 19, the description of the same elements given the same reference numerals as in FIG. 17 is omitted as much as possible. Therefore, see the description of FIG. 17 for such identical elements.

The high pressure gas loading valve 33 'includes a cylindrical cylinder 33a, a movable shaft 33b disposed in a cylindrical cylinder having a disk at one end in the cylindrical cylinder, and the other end of the movable shaft 33b in the cylindrical cylinder 33a. And a gas supply hole 33 d communicated by a compressed gas cylinder 35 and a pipe 38.

The gas supply hole 33d communicates with the gas introduction hole 34c of the gas cylinder 34 through a pipe.

Further, in the high-pressure gas charging valve 33 ′, a discharge spark generating portion 33f and an additional discharge spark generating portion 33f ′ are provided on the disk side of the movable shaft 33b, and the explosive 33g exploding due to the discharge from the discharge spark generating portion 33f. 33f and an additional discharge spark generator 33f 'are housed in the vicinity.

Additional discharge spark generating portion 33f 'is manual switch 70a and 70a provided in the cab 11a and conductor chamber 11 b of the vehicle body 11 to be described later via a pair of wires 50' are connected to. (See FIGS. 19 and 21)

An additional power supply 36 ′ is inserted into one of the wires 50.

In order to make it easy to wind up the wheel guide member 22, it is necessary to remove the gas remaining in the filled cylinder 34 by starting the device 300.

In order to make this possible, it is necessary to provide an electromagnetic valve 30 f and an exhaust pipe 34 c at the top of the cylinder 34 as shown in FIG.

This is combined with the wiring 52 by the wiring 51 and connected to the switch 70b of the cab 11a of FIG.

After the derailment prevention device 300 is operated by an abnormal force, the lock / unlock device 60 releases the lock mechanism 31d (fixing device) that fixes the operating shaft 31 of the cylinder 34, and the shaft 31 can be fixed and locked. The emergency state ends, and the driver can drive the vehicle again.

It is desirable to provide wheel guiding member raising means for raising the wheel guiding member to the original predetermined position again after the wheel guiding member is lowered.

The wheel guide member raising means for winding up the operating shaft 31 includes a rack-and-pinion 53 and 54 for winding provided at the lower part of the lock mechanism 31d (fixing device) , a motor 55 for rotating the pinion 54, and its power line 52. Become.

The raising devices 53, 54, and 55 raise the operating shaft 31 released by the lock / unlock device 60 to a position before the operation.

FIG. 20 is a schematic enlarged sectional view showing details of the lock / unlock device 60 shown in FIG.

As shown in FIG. 20, the lock / unlock device 60 includes a cylinder 60a, a movable shaft 60b in the cylinder 60a, a lock mechanism 31d (fixing device) provided at one end of the movable shaft 60b, and the other end of the movable shaft 60b. The magnetic disk 60c provided in the coil 60, a coil spring 60d, and an electromagnet 60e accommodated at one end of the cylinder 60b.

When a current is supplied from the electric wire 60f to the electromagnet 60e, the magnetic disk 60c moves in the direction of the electromagnet 60e.

At the same time, the movable shaft 60b and the lock mechanism 31d (fixing device) move rightward, and the lock mechanism 31d (fixing device) is unlocked.

Thereby, the movable shaft 31 and the wheel guide member 22 can be raised.

FIG. 21 is a schematic elevational view in which the derailment prevention device 300 and the wiring system therefor are arranged in a vehicle and a carriage.

As shown in FIG. 21, a first switch 70a, a second switch 70b provided on the operation panel of the cab 11a of the vehicle body 11, the third switch 70'a may be provided in the conductor compartment 11 b .

In addition, when the driver and the conductor feel a danger, the electric wire 50 is wired and activated to the conductor compartment 11b and the driver's cab so that the device can be manually activated before the device is activated. This is possible by wiring.

The first switch 70a and the third switch 70'a, via a line 50 provided in the vehicle body 11 is connected to the discharge spark generating portion 33f 'shown in FIG. 19.

Accordingly, the driver or conductor in an emergency by operating the first switch 70a and the third switch 70'a manually activates the discharge spark onset producing portion 33f 'before the sensor detects the abnormal vibration The wheel guide member 22 is lowered.

The second switch 70b is connected to the electromagnet 60e shown in the motor 55 and 20 shown in FIG. 19 via respective wires 52,60f provided in the vehicle body 11.

9 can raise the wheel guide member 22 by the operation of the second switch 70b on the operation panel of the cab with the electric wire 52 from the cab.

In addition, the hoisting device is operated by reversing the direction of the current supplied to the motor. If the device does not operate in danger due to a failure of the gas supply system, etc., the driver etc. operates electrically. It can also be made possible.

The apparatus 300 is made of a strong material and has a sufficient thickness.

Furthermore, the wheel guide member (blade) 22 is preferably firmly and firmly fixed to the support plate.

Therefore, it is considered that additional auxiliary parts such as reinforcing metal fittings 56a and 56b are necessary to firmly fix the wheel guide member 22 (blade) to the support plate 31e 'when the apparatus 300 is operated.

The reinforcing metal fittings 56a and 56b have through holes through which the movable shaft 31 can pass.

  (One variation of wheel guide member)

A modification of the wheel guide members 22 and 40 shown in FIG. 8 will be described with reference to FIGS.

FIG. 22 is a schematic perspective view showing a second wheel guide member 80 obtained by modifying the second wheel guide member 40 shown in FIG.

24 is a schematic cross-sectional view taken along the line XX of FIG.

FIG. 25 is a schematic elevation view seen from the arrow in FIG.

When the running speed of the vehicle is high, the second wheel guiding member 80 is more effective in returning the wheel displaced inward to the original track than the second wheel guiding member 40.

As shown in FIG. 23, a rotatable conical roller having an inclined surface and both ends expanded is added to the center of 40.

The guide member 40 is a modified body, and a roller 82 is further added. The improved guide member 81 is a guide member having a slanted surface and a slit-like groove at the center thereof. A roller 82 is accommodated in the groove.

When the apparatus 100, 200, 300 is activated, the inclined surface of the roller 82 rotates at a high speed, thereby smoothly returning the wheel to be derailed and preventing the blade from starting and promoting derailment.

The main body 81 of the second wheel guide member 80 protrudes outward from the first wheel guide member, the blade 22.

The first and second wheel guide members 22 and 80 preferably have an integral structure as shown in FIG .

The outer slope of the roller 82 is located below the bottom slope of the main body 81, and the friction between the bottom slope and the rail is reduced by the rotation of the roller 82.

(Another variant of wheel guide member)

Another modification of the wheel guide members 22 and 40 shown in FIG. 8 will be described with reference to FIG.

FIG. 26 is a schematic perspective view showing a modification of the first wheel guide member 22 shown in FIG.

As shown in FIG. 26, as described with reference to FIG. 8, the inclined surface FC of the first wheel guide member (or rail contact member) 22 is lowered toward the inside between the pair of rails. It has a slope structure extending in the direction.

As shown in FIG. 26, a substantially cylindrical roller 83 has a cylindrical shaft 83a inserted in the center thereof, the roller 82 is accommodated in a substantially rectangular groove 84 formed in the inclined surface FC, and both ends of the shaft 83a are The first wheel guide member (or rail contact member) 22 is fixed.

The roller 83 slightly protrudes from the surface of the inclined surface FC along its length direction.

When the apparatus 100, 200, 300 is activated, the roller 83 comes into contact with the rail, and the roller 83 rotates at high speed to guide the wheel to be derailed and return it to the normal running surface.

(Fourth embodiment of the present invention)

Next, a derailment prevention apparatus according to a fourth embodiment of the present invention will be described with reference to FIGS.

FIG. 27 is a schematic elevation view showing the whole derailment prevention device 400 of the fourth embodiment of the present invention and partially showing a cross section.

FIG. 28 is a schematic elevational view showing a part of FIG. 27 on an enlarged scale and partially showing a section, and illustrates a non-operating state of the wheel guiding means.

FIG. 29 is a schematic elevational view showing a part of FIG. 27 on an enlarged scale and partially showing a cross section, and explaining the operating state of the wheel guiding means.

FIG. 30 is a schematic elevation view showing both the operating state and the non-operating state of the wheel guiding means.

In the description of the derailment prevention apparatus 400 of the fourth embodiment of the present invention described below, the description overlapping with the derailment prevention apparatuses of some embodiments already described in detail is omitted as much as possible.

As shown in FIG. 27, the fourth derailing prevention device 400 of the embodiment of the abnormal vibration-sensitive means 25 and 32, having a wheel guide member 22, 40 which is driven by the activation of the abnormal vibration-sensitive means 25, 32 It consists of wheel guiding means (90, 91, 92, etc.).

The abnormal vibration sensing means 25, 32 includes an impact breaker 25 and an abnormal vibration detection electrical sensor 32.

The abnormal vibration detection electrical sensor 32 includes a cylindrical sub-cylinder 32a, a movable shaft 32b disposed in the sub-cylinder 32a, and a compression spring 32c disposed on the bottom side in the sub-cylinder 32a. The upper end of the movable shaft 32b is connected to the lower end of the rod-shaped member 23 ′.

Electrical contacts 32d, such a pair of opposing ring-shaped, 32e is, one is fixed to the upper surface of the disk, the other is fixed to the upper surface of the sub-cylinder 32 in a.

Therefore, due to abnormal vibration, the impact breaking portion 25 is broken due to the rod-like member 23 'being bent, etc., the compression spring 32c moves upward, and accordingly the movable shaft 32b moves upward until the pair of electrical contacts 32d, 32e are turned on. Moving.

As shown in FIGS. 27 to 30, the wheel guiding means in the derailment prevention device 400 of the fourth embodiment includes a columnar member 92, a cylinder (guidance tube) 91, a coil spring 90 that is compressed during normal operation, It consists of a lock device 93 and a wheel guide member (or rail contact member) 22 having an inclined surface fixed to the lower end of the cylindrical member 92.

The cylinder (guide pipe) 91 is fixed to the carriage 13 and guides the columnar member 92 to be movable up and down.

A coil spring 90 is attached to the outside along the central axis of the cylindrical member 92.

The locking device 93 locks the upper end of the cylindrical member 92 in a normal state and holds it in a predetermined position, and unlocks the upper end of the cylindrical member 92 in an abnormal state.

A disk 92 a is provided at the upper end of the columnar member 92.

The disk 92a of the cylindrical member 92 preferably has a trapezoidal cross section where the diameter of the upper surface is larger than the diameter of the lower surface.

A plurality of protrusions (convex portions) 92b are provided on the lower surface of the disk 92a.

A plurality of pins 92c are provided on the side surface of the disk 92a so as to protrude laterally.

27 to 30, in order to fix the electromagnetic locking device 93 on the upper portion of the support member 95, a plurality of support members 95 having a cross section substantially in the shape of the letter “C” or the letter “ko” are provided. The lower end is fixed to a fixing member 96 fixed to the carriage 13.

A cylinder (guide pipe) 91 is also fixed to the carriage 13 via a fixing member 96.

A cylindrical member 92 is inserted into the cylinder (guide tube) 91 so as to be movable up and down.

It is desirable to provide a mechanism for guiding the wheel guide member 22 in the correct direction in the cylinder (guide tube) 91 and the columnar member 92.

As this mechanism, for example, a linear protrusion may be provided along the length direction on one of the cylinder (guide tube) 91 and the columnar member 92, and a linear groove may be provided on the other side corresponding to the linear protrusion.

A ring-shaped (ring-shaped) member 91 a that functions as a stopper and a lock is fixed to the upper end of the cylinder (guide tube) 91.

The ring-shaped (ring-shaped) member 91 a has a circular hole having the same diameter or more as the cylinder (guide tube) 91.

A ring-shaped (annular) member 91a, a groove (concave portion) 91 b is formed on its upper surface.

The groove (concave portion) 91 b is guided by a plurality of triangular projections (convex portions) 92 b on the lower surface of the disk 92 a of the cylindrical member 92, and the projections (convex portions) 92 b so as to be guided to a predetermined position and match each other. It has a shape opposite the shape.

Cylindrical plurality of protrusions (convex portions) of the lower surface of the disk 92a when the member 92 drops 92b enters the groove (recess) 91 b of the ring (ring) member 91a, to stop the cylindrical member 92 at a predetermined position The position is held firmly.

Similarly to the lock device 29 shown in FIG. 7, the electromagnetic lock device 93 includes a pair of finger-like members 93a that serve as receiving pads and an electromagnetic coil 93b that opens and closes the finger-like members 93a.

One end of the electromagnetic coil 93b is connected to one contact 32 e of the abnormal vibration detection electric sensor 32 via a power supply 36 for exciting it with electrical wiring 37.

The other end of the electromagnetic coil 93b is connected to the other contact 32 d of the abnormal vibration detection electric sensor 32 via the electrical wiring 37 '.

Locking device (locking device) 94 includes a support member 94d which is fixed in a ring (annular) member 91a, is disposed between the support member 94d, a pair of receiving locking pins 92c of the disk 92a the finger-shaped member 94 a If, consisting of a pair of springs 94c for pressing the finger-shaped member 94 a.

The support member 94d has a cross section having a shape of a letter “C” or a letter “C”.

The inner side surface of each finger-like members 94 a, semi-circular grooves 94b which receive locking pins 92c are formed.

An electromagnetic unlocking device (not shown) that opens the locking device (unlocking device) may be provided in the vicinity of the locking device 94, and the driver operates the electromagnetic unlocking device electrically from the cab. It can be unlocked.

As shown in FIG. 28, the coil spring 90 is sufficiently compressed by raising the columnar member 92 to the position of the electromagnetic coil 93 b fixed to the upper part of the support member 95 in the normal state.

In the normal state, the cylindrical member 92 is held by holding the pin 92c of the cylindrical member 92 by the pair of finger-shaped members 93a, and the cylindrical member 92 is held at the upper position.

As shown in FIGS. 27 and 29, when abnormal vibration occurs, the electrode (contact) 32d and electrode (contact) 32e of the abnormal vibration detection electrical sensor 32 are closed, and the electromagnetic coil 93b is operated so that a pair of finger-shaped members Open 93a.

Therefore, when the pair of finger-shaped members 93a are opened, the columnar member 92 is fixed to the lower end of the columnar member 92 and the columnar member 92 by the weight and the restoring force of the coil spring 90 (or the rail contact member). ) 22 descends rapidly.

As shown in FIG. 30, the wheel guide member (or rail contact member) 22 is lowered by a distance “d” and fixed at that position.

FIG. 30 shows the positions of the cylindrical members 92 and 92 ′, the coil springs 90 and 90 ′, the wheel guide members (or rail contact members) 22 and 22 ′ of the wheel guide means, and the open / close state of the lock device 93 when normal and abnormal. Together. These members are drawn with solid lines when abnormal, and are drawn with chain lines when normal.

As shown in FIG. 30, the wheel guide member (or rail contact member) 22 is lowered by a distance “d” when it is abnormal compared to when it is normal.

Therefore, when the locking device 93 is unlocked, the wheel guiding member 22 is lowered by the restoring force of the coil spring, and the inclined surface and the rail come into contact with the lowering of the wheel guiding member having the inclined surface.

Thereby, the inclined surface which contacts the rail inner side of the two inclined surfaces of the guide member 22 prevents the wheel from being removed to the outside, and the inclined surface protruding outwardly prevents the wheel from being removed from the inside.

At that time, the carriage and the vehicle are decelerated or stopped by friction caused by the contact between the inclined surface and the rail.

As shown in FIG. 21, the various derailment prevention devices 200, 300, 400 described above are operated by the driver operating switches 70a, 70′a, 70b, etc. provided in the driver's cab 11a, the conductor compartment 11b, and the like. It can be operated electrically.

(Fifth embodiment of the present invention)

A fifth embodiment of the present invention will be described below with reference to FIGS.

FIG. 31 is a schematic plan view of a carriage equipped with the derailment prevention device of the fifth embodiment of the present invention, and FIG. 32 is a schematic elevation view of the carriage equipped with the derailment prevention device.

As shown in FIGS. 31 and 32, the derailment prevention device 500 includes a wheel guidance device (90, 91, 92, 93, 22) and an abnormal vibration sensing device.

The abnormal vibration sensing device supplies electric power to the abnormal vibration sensor 97 (97A, 97B, 97C, 97D) and the abnormal vibration sensor, measures and determines vibration, and determines a wheel guidance device (90, 91, 92, 93, 22). ) Is controlled.

The wheel guiding device (90, 91, 92, 93, 22) is the same as the wheel guiding device according to the fourth embodiment of the present invention described above , and includes a columnar member 92, a cylinder (guidance pipe) 91, It consists of a coil spring 90 that is normally compressed, a locking device 93, and a wheel guide member (or rail contact member) 22 having an inclined surface fixed to the lower end of the cylindrical member 92.

The abnormal vibration sensor 97 (97A, 97B, 97C, 97D) is fixed to the mounting member 98 (98A, 98B, 98C, 98D), and the mounting member 98 (98A, 98B, 98C, 98D) is located at the front and rear of the carriage. It is fixed to the left and right.

The abnormal vibration sensor 97 (97A, 97B, 97C, 97D) includes a relatively directional radiation element having a semiconductor light emitting element such as a semiconductor light emitting diode or a semiconductor light emitting laser, or an ultrasonic transmission element, and its reflected light or reflected super wave. It is desirable to comprise a receiving element that receives a reflected signal such as a sound wave.

Light rays such as ultraviolet rays, visible rays or infrared rays, and ultrasonic waves from the transmitting element of the abnormal vibration sensor 97 are always emitted in the direction of the running surface of the rail, and the receiving element of the abnormal vibration sensor 97 receives the reflected signal.

It is desirable to modulate ultraviolet rays, visible rays, rays such as infrared rays, and ultrasonic waves from the transmitting element of the abnormal vibration sensor 97 in order to avoid external influences.

The receiving element always receives reflected signals such as light rays and ultrasonic waves, and the determination circuit of the control circuit device 99 determines that the reflected signals are displacements of the carriage 13 and the wheel 10 (vertical displacement a and lateral displacement b). Is determined to be within the allowable range or beyond the allowable range.

As shown in FIG. 31 and FIG. 32, for example, the control circuit device 99 measures the measurement values at four points, and the safe traveling allowable range “d1”, “” wider than the measured values, the rail traveling surface, and the rail width “RW”. When it is determined that it has deviated from d2 "," d3 ", and" d4 ", the locking device 93 is unlocked and the wheel guiding device is driven.

By unlocking the locking device 93, the cylindrical member 92 is quickly lowered by the restoring force of the spring and its gravity.

As the columnar member 92 is lowered, the wheel guide member 22 having two inclined surfaces fixed to the lower end of the columnar member 92 is also lowered.

As the wheel guide member 22 descends, the two inclined surfaces and the rail come into contact with each other, and the wheel 10 is guided onto the original rail surface to prevent derailment of the carriage 13 and the vehicle.

At the same time, friction force due to the contact between the inclined surface and the rail is also applied, and the carriage 13 and the vehicle are decelerated or stopped.

The abnormal vibration sensing device including the abnormal vibration sensor 97 (97A, 97B, 97C, 97D) and the control circuit 99 for controlling the wheel guiding device is not limited to the fifth embodiment of the present invention, and the other described above. It should be noted that it can be used in place of the abnormal vibration sensing device in the derailment prevention devices 200, 300, and 400 of the present invention or in combination with the abnormal vibration sensing device in the other derailment prevention devices 200, 300, and 400 described above.

In the embodiment shown in FIG. 19, a rack and pinion comprising a combination of a rack and a pinion is used as a wheel guiding member raising means for raising the wheel guiding member again to the original predetermined position after the wheel guiding member is lowered. Although the mechanism is used, the wheel guide member raising means may be another raising means of the rack and pinion mechanism.

For example, another wheel guide member raising means 57 shown in FIG. 33 which is a schematic elevation view includes a wire 57a having one end fixed to the top of the wheel guide member 22 and the other end fixed to a rotatable reel 57b, and a wire 57a. It consists of a motor (not shown) that raises.

The motor that rotates the reel 57b is fixed to the mounting plate 31e of the carriage.

The reel 57b is rotated by driving the motor, the wire 57a is wound up, and the wheel guide member 22 and the support body (shaft) 31 supporting it can be raised again to the original predetermined position.

Various modifications of the first wheel guide member 22 described with reference to FIG. 8 will be described below with reference to FIGS. 34 to 40.

(Sixth embodiment of the present invention)

With reference to FIG. 34, the wheel guide member of 6th Embodiment is demonstrated.

FIG. 34 is a schematic perspective view showing a wheel guide member according to the sixth embodiment.

The wheel guide member shown in FIG. 34 is a wheel guide member (rail contact member) used for a vehicle safety device provided with a device that prevents derailment, departure, or overturn of the vehicle, or a device that retraces the vehicle. A first wheel guide member 22 corresponding to the outward displacement of the track, a second wheel guide member 41 extending from the upper part of the first wheel guide member 22 in a direction substantially perpendicular to the length direction of the track, and a wheel It consists of the 3rd wheel guide member 43 which has an inclined surface in the location corresponding to the outer side of a track | line from the edge part of the 2nd wheel guide member 41 corresponding to the displacement to the inner side of a track.

The first wheel guide member 22 is a member having a blade shape (axe shape) or a taper shape (wedge shape) having a guide surface inclined at a position corresponding to the inside of the track.

The third wheel guiding member 43 is a member having a structure extending outwardly and having a guiding surface inclined downward at a position corresponding to the traveling surface of the track.

The second wheel guide member 41 is a member having a flat surface 41a at a location corresponding to the track surface. The flat surface 41a functions as a second wheel guiding surface.

The connecting member 42 includes a portion 42 a that fixes the upper surface of the second wheel guide member 41 and a portion 42 b that fixes the upper surface of the third wheel guide member 43.

The second wheel guide member 41 has a shape parallel to the track surface protruding substantially vertically from the upper portion of the first guide surface 22 b of the first wheel guide member 22.

As shown in FIG. 34, the second wheel guide member 41 preferably has a rectangular shape structure.

The second wheel guide member 41 preferably has a length extending from the left end to the right end of the upper portion of the first wheel guide surface 22b of the first wheel guide member (blade) 22.

Thereby, it acts more effectively in preventing derailment by suppressing the track surface widely during the derailment preventing function at the start of derailment.

The length of the second wheel guide member 41 may not necessarily extend from the left end to the right end of the upper portion of the first wheel guide surface 22b, and may be shorter.

A warp surface may be provided before and after the second wheel guide plane 41a corresponding to the traveling direction of the vehicle so that an obstacle can be overcome when the vehicle safety device functions.

(Seventh embodiment of the present invention)

A wheel guide member according to a seventh embodiment will be described with reference to FIG.

FIG. 35 is a schematic perspective view showing a wheel guide member according to the seventh embodiment.

The wheel guide member shown in FIG. 35 is a wheel guide member (rail contact member) used in a vehicle safety device provided with a device that prevents derailment, departure, or overturn of the vehicle, or a device that reverses the vehicle. A first wheel guide member (rail contact member) having a blade-like or taper-like guide surface having an inclined surface 22b at a position corresponding to the inside of the first wheel guide member 22 and an upper portion of the first wheel guide member 22 in the outer direction of the track. A second wheel guide member 44a extending in the horizontal direction, and a third wheel having a third wheel guide curved surface that extends from the end of the second wheel guide member 44a and extends downward to a location corresponding to the outside of the track. It consists of one or a plurality of composite wheel guide members connected by guide members (rail contact members) 44b.

One (FIG. 35) or plural composite wheel guide members 44 are provided near the left end and the right end of the upper portion of the first wheel guide surface 22b.

As shown in FIG. 35, the second wheel guide member 44a has a flat second guide surface on the lower surface corresponding to the track surface.

The second guide surface of the second wheel guide member 44a has a width of the track or a little larger than that.

It is desirable that the third wheel guiding curved surface of the third wheel guiding member (rail contact member) 44b has a curved surface capable of getting over obstacles before and after corresponding to the traveling direction of the vehicle when the vehicle safety device functions.

The third wheel guide member 44b has a curved third guide surface extending downward so as to wrap around the outside of the track.

(Eighth embodiment of the present invention)

With reference to FIG. 36, the wheel guide member of 8th Embodiment is demonstrated.

FIG. 36 is a schematic perspective view showing a wheel guide member according to the eighth embodiment.

The wheel guide member (rail contact member) of the eighth embodiment includes a first wheel guide member 22 having a blade-like or taper-like guide surface having an inclined surface at a location corresponding to the inside of the track, A second wheel guide member 44a extending substantially horizontally from the upper part of the wheel guide member 22 in the outer direction of the track, and an inclined surface extending from the end of the second wheel guide member and corresponding to the outside of the track. It consists of one or a plurality of composite wheel guide members 44 connected to a third wheel guide member (rail contact member) 44b.

In FIG. 36, two composite wheel guide members 44 are provided at a predetermined distance above the first wheel guide member 22.

The composite wheel guide member 44 is not limited to two, and may be one or more.

As shown in FIG. 36, the lower surface of the second wheel guide member 44a is a plane corresponding to the wheel running surface of the track, and the horizontal width of the plane is the width of the track or a little larger than that.

The third wheel guide member 44b has a curved third guide surface extending downward so as to wrap around the outside of the track. (The lower surface of this downward curved surface is the functioning surface)

Since the third wheel guide member 44b has a downwardly curved surface on the outside, safety functions such as derailment prevention can be improved during operation of the safety device.

The third wheel guide member 44b preferably has a curved surface in the downward direction corresponding to the longitudinal direction of the length of the track so that the obstacle can be overcome.

As shown in FIG. 36, between the two of the composite wheel guide member 44, that bottom surface projecting substantially perpendicularly from the top of the first wheel guide member 22 is provided with a vehicle wheel guide member 45 Ru plane 45a der desirable.

The wheel guide member 45 extends from the upper portion of the first wheel guide member (rail contact member) 22 by projecting substantially vertically.

The width in the protruding direction of the wheel guide member 45 is the same as or slightly larger than the lateral width of the track, like the lower surface of the second wheel guide member 44a.

The truck has two axles, each with a total of four wheels. This wheel guide device is arranged between two left and right axles of a bogie, and two left and right front and rear wheels are combined into one composite wheel guide member (in FIG. 36, one guide member 22 and two guide members). 44 and one guide member 45) guides the wheel. As shown in FIG. 36, this composite wheel guide member includes two guide members 44, and one guide member 44 is disposed at a position close to the front wheel, and at a position close to the rear wheel. Since the other guide member 44 is arranged, the wheel guide effect can be further enhanced.

(Ninth embodiment of the present invention)

With reference to FIG. 37, the wheel guide member of 9th Embodiment is demonstrated.

FIG. 37 is a schematic perspective view showing a wheel guiding member according to the ninth embodiment.

As shown in FIG. 37, the wheel guiding member according to the ninth embodiment is a wheel guiding member used in a vehicle safety device that includes a device that prevents derailment, departure, and overturning of the vehicle, or a device that retraces the vehicle. (Rail contact member), a first wheel guide member (rail contact member) 22 having a blade-like or taper-like guide surface 22b having an inclined surface inside the track, and the first wheel guide member 22 It consists of the 2nd wheel guide member 45 extended in the horizontal direction from the upper part to the outer side of a track.

The wheel guide member further includes one or a plurality of third wheel guide members 46 having a curved surface 46b extending outward from the upper end of the first wheel guide member 22 and extending downward so as to wrap around the outside of the track. .

In FIG. 37, between the two third wheel guide members 46, there is provided a second wheel guide member 45 whose lower surface protruding substantially vertically from the upper part of the first wheel guide member 22 is a flat surface 45a.

The width of the protrusion of the second wheel guide member 45 is the same as or slightly larger than the width of the track.

The third wheel guide member 46 extends from the upper portion of the first wheel guide member 22 in the outer direction of the track, the upward first curved surface 46a not contacting the track, and the track outer side extending from the end of the first curved surface 46a. Has a second curved surface 46b that extends downward so as to wrap up.

The upward first curved surface 46 a that does not contact the track of the third wheel guide member 46 is a downward curved surface at its end so that it does not contact the outside of the track at the width of the protrusion of the second wheel guide member 45. .

During the operation of the safety device, the entire carriage vibrates in various directions and moves up and down. At that time, if the flat surface 45a of the second wheel guide member 45 is provided at the entire length of both ends of the upper portion of the first wheel guide member 22, vibration may become intense.

In order to avoid this, in the present embodiment, the second wheel guide member 45 is provided only at the substantially central portion between the two third wheel guide members 46 and is in contact with the track of the third wheel guide member 46. The first curved surface 46a not facing upward is a curved surface facing downward at the end thereof so as not to contact the outside of the track with the width of the projection of the second wheel guiding member 45.

And when it tries to fall inside the track where a wheel runs at the time of abnormality, guidance surface 46a of the 3rd wheel guidance member 46 starts guidance first, and returns a wheel on the normal track surface of a track. Further, when only the vertical motion is caused by the action due to the abnormal vibration, the guide plane 45a of the second wheel guiding member 45 moves up and down with the track, and the wheel is returned to the original track surface according to the attenuation of the abnormal vibration (return line) To do).

It is desirable that both ends of the second curved surface downward end 46b in the longitudinal direction of the line have curved surfaces so as to ride over obstacles.

(Tenth embodiment of the present invention)

The wheel guide member according to the tenth embodiment will be described with reference to FIGS. 38 and 39.

FIG. 39 is a schematic enlarged elevation view showing a side surface of the wheel guide member according to the tenth embodiment.

As shown in FIGS. 38 and 39, the wheel guiding member according to the tenth embodiment is used for a vehicle safety device including a device that prevents derailment, departure, and overturn of the vehicle, or a device that reverses the vehicle. A wheel guide member (rail contact member) having a first guide surface 22b having a slanted first guide surface 22b corresponding to the inner side of the track, the first wheel guide member having a blade shape or a taper shape; 22, a second wheel guide member 41 having a second guide surface 41 a whose bottom surface corresponding to the track surface protruding from the upper portion of the wire 22 is a flat surface, and extends from the second wheel guide member 41 toward the outside of the track. And one or a plurality of third wheel guiding members 47 having third guiding surfaces 47a and 47b having a guiding curved surface extending downward so as to envelop the wheel.

The second wheel guide member 41 (second wheel guide plane 41a) has a shape parallel to the track surface protruding substantially vertically from the top of the first guide surface 22b of the first wheel guide member 22.

As shown in FIG. 38, the second wheel guide member 41 preferably has a rectangular shape structure.

Desirably, the guide curved surfaces 47a and 47b of the third wheel guide member 47 having two front and rear are widened in the length direction of the line from the center of the guide member toward the front and rear ends of the second guide surface 41a.

In FIG. 38, a pair of third wheel guide members 47 are provided symmetrically on the one side surface of the second wheel guide member 41 with a predetermined distance therebetween.

As shown in FIGS. 38 and 39, the third wheel guide member 47 has a curved surface that is guided by contact with the track during operation, but the curved surfaces are different in diameter before and after the curved surface, and the curved surface is small near the center. It is desirable to have a portion 47b having a diameter and a portion 47a having the largest front and rear diameters, and the diameter gradually increases from the portion 47b toward the portion 47a.

The hatched portion of the third wheel guide member 47 shown in FIG. 39 indicates a slope generated by the difference in diameter between the front and rear curved surfaces.

These third guiding curved surfaces may spread in a conical shape uniformly from the circumference 47b near the center toward the open and closed circumference 47a, or in the shape of a parabola like a trumpet of a musical instrument. It may be spread.

Since there are guide surfaces 47a and 47b that spread outward toward the front and rear of the third wheel guide member 47, it is possible to prevent various vibrations that are expected to occur in the carriage during operation of the safety device. By avoiding the three guide surfaces from colliding with the track unnecessarily, the wheel is gently guided on the track, and unnecessary vibrations can be reduced on the carriage.

(Eleventh embodiment of the present invention)

A wheel guide member according to an eleventh embodiment will be described with reference to FIG.

FIG. 40 is a schematic perspective view showing the wheel guide member of the eleventh embodiment.

The wheel guide member of the eleventh embodiment is a variation of the wheel guide member of the ninth embodiment already described with reference to FIG.

Therefore, in the eleventh embodiment, differences from the ninth embodiment will be mainly described.

As in the ninth embodiment, the wheel guide member of the eleventh embodiment is a first wheel guide having a blade-like or tapered guide surface having an inclined surface inside the track. A member (rail contact member) 22, an upward first curved surface 46 a that does not contact the rail extending from the upper part of the first wheel guide member 22 in the rail outer direction, and the outer side of the rail extending from the end of the first curved surface 46 a. It is composed of one or a plurality of second wheel guide members 46 having a second curved surface 46b facing downward .

Furthermore, the wheel guide member of the eleventh embodiment is a rotating shaft that extends substantially horizontally from the lower part of the support member 21 of the first wheel guide member 22 or the upper part of the first wheel guide member 22 to the outside of the track surface. 49 and a rotating member 48 that is rotatable about a rotating shaft 49.

The rotating shaft 49 is made of a round bar or the like, and the rotating member 48 is made of a cylindrical material (FIG. 40), a rotating sphere, or the like. The rotating member 48 is attached by a shaft 49 corresponding to the bottom surface of the outer periphery of the wheel.

In FIG. 40, the rotating shaft 49 of the rotating member 48 is provided at the lower end portion of the support member 21 connected to the first wheel guiding member 22, but may be provided at the upper end portion of the first wheel guiding member 22.

When the safety device is in operation, the rotating member 48 rotates on the traveling track while in contact with the safety device to prevent derailment and the like.

The rotating member 48 has the same effect as the planar wheel guide member 45 corresponding to the track surface shown in FIG. 37 and the like, and further reduces friction with the track surface due to the rotating body. An induction effect can be expected.

(Twelfth embodiment of the present invention)

In the twelfth embodiment of the present invention, the safety of a vehicle equipped with a device for preventing derailment, departure, or overturn of the vehicle such as the derailment prevention devices 100, 200, 300, 400, 500, or a device for retracing the vehicle. It is an improvement of the device.

A vehicle safety device according to a twelfth embodiment will be described with reference to FIGS. 41 and 42.

FIG. 41 is a schematic enlarged perspective view showing a part of the safety device of the twelfth embodiment.

FIG. 42 is a schematic enlarged cross-sectional view showing the main part of FIG.

As shown in FIGS. 41 and 42, the vehicle safety device according to the twelfth embodiment of the present invention is similar to the derailment prevention devices 100, 200, 300, 400, and 500 described above, and includes a wheel guide member (rail contact). Member) 22, 41, 43, and a wheel guide means having a support member 71 that supports the wheel guide member (rail contact member ) 22, 41, 43 at one end and is movably fixed to the carriage at the other end. It is an improvement of the device.

Furthermore, in the vehicle safety device according to the twelfth embodiment of the present invention, the wheel guide members 22, 41, 43 and the support member 71 move up and down between predetermined ranges when the wheel guide means is driven. It is equipped with an up and down movable means.

The vertically movable means is provided with a pedestal 74 fixed on the upper surface of the wheel guide member 22 and a convex projection member 72 such as a circular bar and springs 75A and 75B such as leaf springs at the center of the pedestal 74.

Further, a concave cavity 71 a such as a circle that is slightly larger than the protrusion member 72 and corresponding to the protrusion member 72 is provided on the bottom surface of the support member 71.

The protrusion member 72 on the pedestal 74 and the cavity 71a on the bottom surface of the support member 71 are combined in a structure that does not drop off from each other, and can move up and down within a predetermined distance without coming off due to the large head of the protrusion member 72. Is possible.

As shown in FIG. 41, the distance between the base 74 and the support member 71 is maximized by the spring 75 when the safety device is not driven.

The vertically movable means further includes a pair of convex projecting members 73A and 73B such as circular bars fixed to both ends of the pedestal 74, and corresponds to the projecting members 73A and 73B on the bottom surface of the support member 71. It is desirable to provide a concave cavity 71b, such as a circle slightly larger than 73B, to prevent the guide member from shaking or rotating during driving.

The projecting member 72 and the projecting members 73A and 73B may be directly fixed to the upper surface of the wheel guide member 22 by omitting the base 74.

At the time of driving, a large weight of the vehicle is added to the wheel guiding member, and the wheel derailed and derailed repeatedly moves up and down to deviate from the normal traveling range of the track, and at that time by the action of lateral force If the width of the flange is exceeded, there is a risk of derailment.

In order for the guide member to perform its function effectively under this condition, it must be able to move up and down following the various movements of the wheel caused by the load change due to abnormal force with the spring force up and down There is.

The vertical vibration width (vertical movement distance) of the vertical movable means is preferably within a range in which the vertical movement deviating from the wheel flange, that is, the vertical movement of the carriage when the vehicle is traveling can be corrected.

The strength of the springs 75A and 75B is preferably defined by the weight of the vehicle body applied when the safety device is driven.

The springs 75A and 75B become springs 75Aa and 75Ba in a state indicated by a dotted line in FIG.

(Thirteenth embodiment of the present invention)

A vehicle safety device according to a thirteenth embodiment will be described with reference to FIGS. 43, 44, and 45. FIG.

FIG. 43 is a schematic perspective view showing the vehicle safety device of the thirteenth embodiment.

FIG. 44 is a schematic enlarged cross-sectional view showing the derailment detection device 600 when the vehicle of FIG. 43 is running normally.

FIG. 45 is a schematic enlarged cross-sectional view showing derailment detection device 600 when the vehicle of FIG. 43 derails.

As shown in FIG. 43, the vehicle safety device of the thirteenth embodiment supports the wheel guide members (rail contact members) 22 and 44 and the wheel guide members (rail contact members) 22 and 44 at one end. A vehicle safety device having a support member 21 that is movably fixed to the carriage 13 at the other end, provided with a wheel guiding means, a device for preventing derailment, departure, and overturn of the vehicle, or a device for retracing the vehicle. In addition, a derailment detection device 600 is further provided.

The wheel guide means mainly includes a wheel guide member lowering device 700, a support member 21, and wheel guide members 22 and 44.

The derailment detection device 600 is located above the track 15 so that there is no hindrance to the normal travel when the vehicle is traveling normally, and when the wheel contacts the track 15 or the roadbed during the derailment or when the derailment is abnormal, this is detected as abnormal. An abnormality detecting member 610 provided in the vehicle, and an abnormality detecting means 660 for detecting the vertical movement of the abnormality detecting member 610.

When the output of the abnormality detection means of the derailment detection device 600 exceeds a predetermined range during the derailment or at the time of derailment, the wheel guide member lowering device 700 is driven to lower the wheel guide members 22 and 44 to prevent derailment. .

As shown in FIGS. 43, 44, and 45, the derailment detection device 600 is fixed to the carriage 13 by a mounting material 680 in the lateral direction outside the carriage 13.

Figure 44 shows a state of derailment detecting apparatus 600 in the normal running of the vehicle, FIG. 45 shows a state of derailment detecting apparatus 600 at the time of derailment of vehicles.

Figure 44, as shown in FIG. 45, derailing detector 600 includes an abnormal time sensing member 610, made of the abnormality detecting means for detecting a motion of the abnormality sensing member 610.

The anomaly detection means includes an anomaly sensing member 610, a vertically movable member 630 such as a cylinder that can move in the vertical direction connected to the anomaly sensing member 610, and a plate-like bottom plate that supports the vertically movable member 630 movably. It consists of one support member 650, the upper second support member 640, and an abnormality detection unit.

Each of the first support member 650 and the second support member 640 has circular through holes, and the vertically movable member 630 is inserted in these through holes so as to be vertically movable .

The support members 640 and 650 are fixed to the carriage 13 in the lateral direction by an attachment member 680.

The abnormality sensing member 610 is preferably made of a rod-like member that is longer in the lateral direction than the width of the track.

The abnormality sensing rod-like member 610 is arranged in the lateral direction in the length direction of the track at a height that does not interfere with the running of the vehicle during normal times.

A coil spring 620 is disposed around the vertically movable member 630 between the lower support member 650 and the abnormality sensing rod-shaped member 610.

The vertically movable member 630 is pushed down by the coil spring 620 by the lower support member 650 in a normal state.

Abnormality sensing rod member 610 during normal away where not impaired traveling from line 15, it is positioned from the line 15 at the top.

A concave recess (slit) 630a having a predetermined depth is provided as a sensing portion in the lateral direction above the vertically movable member 630, and a lower portion of the recess (slit) 630a has an inclined surface 630b inclined outward.

Switch 660, one end of which is fixed to the mounting member 680, movable tip portion 660a in the lateral direction depressions are arranged in correspondence with (slits) 630a or slope 630 b.

As shown in FIG. 44, at the normal time, the tip end portion 660a is positioned at the depression (slit) 630a, and the switch 660 is in the OFF state with the depression 630a pushed.

As shown in FIG. 44, the stopper 690 is provided in the vertically movable member 630 in the normal state and accommodated in the groove 630c above the vertically movable member 630, and the built-in spring is opened in the abnormal direction when the abnormality occurs.

As shown in FIG. 45, in the event of an abnormality, the traveling wheel deviates from the track 15 and the carriage descends, and the abnormality sensing rod-like member 610 contacts the track 15 (or the road bed) and the coil is loaded by the load of the carriage or the like. The spring 620 is compressed.

As a result, the vertically movable member 630 is raised.

When the vertically movable member 630 is lifted, the stopper 690, which has been restrained from moving downward, protrudes from the groove 630c of the vertically movable member 630 and opens laterally, thereby releasing the vertically movable member 630 from vertically moving.

At substantially the same time, the depression (slit portion) 630a and the slope 630b of the vertically movable member 630 rise.

At this time, the tip member 660a of the switch 660 is pushed by the inclined surface 630b of the up and down movable member 630, and the contact 660b comes into contact.

As shown in FIG. 43, the switch 660 incorporates a power source 660c such as a battery . As shown in FIG. 44, the electric signal 670 causes an abnormality in the wheel guide member lowering device 700 via the wiring 660d . Then, the wheel guide member lowering device 700 is driven to lower the wheel guide members 22 and 44.

Thus, a sensing device that reacts abnormally due to the displacement of the carriage itself is configured.

(Fourteenth embodiment of the present invention)

A vehicle safety device according to a fourteenth embodiment will be described with reference to FIGS. 46 to 50.

FIG. 46 is a schematic perspective view showing a state in which the vehicle safety device of the fourteenth embodiment is attached to a carriage.

FIG. 47 is a schematic enlarged cross-sectional view showing a safety device in a normal state.

FIG. 48 is a schematic enlarged cross-sectional view showing the safety device at the time of abnormality.

FIG. 49 is a schematic enlarged cross-sectional view showing the safety device at the time of abnormality.

FIG. 50 is a schematic enlarged perspective view showing the wheel guide member.

As shown in FIG. 46, the vehicle safety device 710 of the fourteenth embodiment is fixed to the vehicle carriage 13 having at least the carriage 13 and the wheels 10 and shows a state where the vehicle is traveling on the track 15. .

As shown in FIGS. 47 to 49, the vehicle safety device 710 includes a vertically movable shaft 712 having a columnar shape and a wheel guide member 711 fixed to the lower end portion of the vertically movable shaft 712.

The vertically movable shaft 712 is movably inserted into a circular through hole or the like of the plate-like support member 720 fixed to the carriage 721.

A coil spring 713 is inserted on the outer periphery of the vertical movable shaft 712 between the plate-like support member 720 and the wheel guide member 711.

The vertically movable shaft 712 is inserted into a cylindrical cylinder 714 fixed to the carriage while maintaining airtightness, and has a structure that allows the wheel guide member 711 to move up and down by the cylinder 714 and the vertically movable shaft 712 .

The columnar vertical movable shaft 712 has a portion 712b whose diameter is narrowed above.

Corresponding to the portion 712b, the cylinder 714 has a narrowed inner wall 714c, and the narrowed portion 712b of the vertical movable shaft 712 and the inner wall 714c are in contact with each other while maintaining airtightness.

The inner wall 714c divides the space in the cylinder 714 into two to form gas chambers 714a and 714b.

The cylinder 714 and the vertically movable shaft 712 form a piston at the center.

A gas cylinder 717 filled with compressed gas such as air or nitrogen is fixed to the carriage and the vehicle.

The cylinder 714 is provided with a compressed gas supply hole 714d at a location corresponding to the lower gas cylinder portion (piston portion) 712b.

The gas cylinder 717 and the gas supply hole 714d are connected to the pipe 718 with an electromagnetic valve 719 interposed therebetween.

The uppermost part 712c of the up and down movable shaft 712 is thicker than the part 712b so as to be in airtight contact with the inner wall of the cylinder 714, and has a hole 714f that communicates the outside air with the gas chamber 714b so as not to hinder vertical movement. The airtightness is not maintained.

The uppermost part 712c is for stabilizing the movement of the shaft and for defining the vertical movement range.

As shown in FIGS. 47, 48, and 49, the vertically movable shaft 712 is provided with recesses and slopes 712a similar to the recesses 630a and slopes 630b of the movable member 630 shown in FIGS. ing.

A switch 715 and a stopper 716 are inserted and fixedly installed in a horizontal hole provided in the lower wall of the cylinder 714 corresponding to the above-described depression or slope 712a.

The switch 715 can have a configuration similar to that of the switch 660 illustrated in FIGS. 44 and 45.

The switch 715 is a push rod whose tip is extended by a spring and has a pair of contacts and a battery on the rear side, and can also function as a stopper 716 described below.

The stopper 716 includes a spring and a push rod extending by the spring, and the depression or the inclined surface 712a is pressed by the push rod. Once force is applied upward, the stoppers 716 and 715 are released.

An exhaust hole 714 a is provided in the wall of the cylinder 714 below the stopper 716.

As shown in FIG. 47, during normal operation, the vehicle guide member 711 is located a predetermined distance away from the top of the track 15 so as not to interfere with traveling.

At this time, the switch 715 and the stopper 716 have their push rods extended at the tips thereof to press the upper surface of the recess of the vertical movable shaft 712.

As shown in FIG. 48, the bottom surface of the vehicle guiding member 711 serves as an abnormality detection unit and contacts the line 15 during an abnormality such as during derailment or during derailment.

At this time, the coil spring 713 is compressed by the load of the vehicle and the carriage 721 to raise the vertical movable shaft 712.

With the rise of the upper and lower movable shaft 712, the contact position of the tip portion of the switch 715 and the stopper 716 is lowered and moved from the surface of the recess slopes 712a or thereunder.

Then, the tip ends of the push rods of the switch 715 and the stopper 716 move to the slope 712a or the lower portion thereof, and the pair of contacts of the switch 715 are turned on.

A current is supplied to a valve 719 such as an electromagnetic valve from a battery built in the switch 715 to open the valve 719, and high pressure gas from a compressed gas cylinder 717 starts to be injected into the piston gas chamber 714 a through the pipe 718. .

Next, as shown in FIG. 49, as the high-pressure gas continues to be supplied to the gas chamber 714a of the piston, the force of the spring 713 is further applied and the vertical movable shaft 712 is lowered.

Then, the track 15 is pressed by the vehicle guide member 711, and the carriage to be dropped is lifted upward.

The upper and lower movable shaft 712 at the same time lowering and presses the line 15 by the vehicle wheel guide member 711 coil spring 713 is extended by the recoil of the contraction, upwardly lifting the carriage 13 to be dropped.

The vehicle safety device according to the fourteenth embodiment of the present invention repeatedly circulates the operations shown in FIGS. 47, 48, and 49, moves up and down, and returns the wheel to be removed or dropped to the track surface. Promote.

(Operation of the device in the fourteenth embodiment)

The operation of the apparatus of the fourteenth embodiment will be described with reference to FIG. 57 from FIG. 53.

53 to 57 are elevation views illustrating the operation of the device according to the fourteenth embodiment as viewed from the front side of the leading vehicle.

When the action of the lateral force with respect to the traveling direction in which the vehicle derails and falls is analyzed, it is divided into a force F2 generated on the ground surface such as an earthquake and a force F1 applied to the body 11 of the gust shown in FIG.

Since the derailment prevention measures by the lateral force F2 of the earthquake have been described, the order in which the apparatus of the fourteenth embodiment acts on the force F1 caused by a gust of wind will be described here.

53 to 57 , reference numerals 13 and 14 denote a carriage and an air spring, respectively.

The lateral gust F1 is on the wheel 10 and the track 15 shown in FIG.

As shown in FIG. 54, the wind 10 tries to roll over the wheel 10 on the opposite side of the force applied to the vehicle body and the point 16a outside the track 15 due to the gust of wind F1.

At this time, the opposite wheel 10 to which force is applied rotates on the track or falls inside the track.

As shown in FIG. 55, when the vehicle is rotated or dropped, the bottom surface of the vehicle guiding member / abnormality sensing member 711 comes into contact with the track and the ground, and the apparatus operates.

As shown in FIG. 56, when the apparatus of the fourteenth embodiment is driven and the vehicle guiding member / abnormality sensing member 711 moves up and down so as to apply a force downward, the carriage 13 and the wheel 10 are driven by the force of F1. If it is strong, the whole body moves sideways while moving up and down.

The rotation axis of the wheel 10 which is going to roll over the vehicle body 11 by moving up and down horizontally with respect to the traveling direction of the vehicle is not on the flange 10a side, and the rotation axis moves below the vehicle guiding member / abnormality detection member 711. To do.

Due to this lateral shift, the force acting on the rotation of the vehicle body 11 moves the rotation center, which is the point of action, in the lateral direction.

In order to cause the vehicle body 11 to roll over as it is, a larger rotational moment is required, and the vehicle body 11 can be prevented from rollover.

Even after the movement shown in FIG. 57, if the wheel 10 and the carriage 13 repeatedly move up and down by the present guiding device on the track in this way, the action such as a gust of wind leading to derailment rollover is temporary. By repeating the above, the rotation moment to roll over is released and rollover is prevented.

In addition, the car body 11 while the vehicle is running, and the inertia to try to go straight in the direction of travel on the line, which has been movement until now, soon to Fukusen on the original line by the action of the guide surface of the guide member 711.

(Deformation of guidance / abnormality sensing member 711)

FIG. 50 is a schematic perspective view showing the guidance / abnormality sensing member 730.

The guidance / abnormality sensing member 730 is used instead of the plate-shaped guidance / abnormality sensing member 711.

The guidance / abnormality sensing member 730 is attached to the same location as the guidance / abnormality sensing member 711 to constitute a vehicle safety device.

As shown in FIG. 50 , the guidance / abnormality sensing member 730 is composed of a pair of guidance members 730b and 730c facing each other at a predetermined interval wider than the line width, and an abnormality sensing member comprising a long and narrow plate extending right and left in the traveling direction. 730h are arranged to extend downward on the lower surface of the substantially rectangular plate-like member 730a and are integrated with each other.

Guide member 730b, 730c each guiding slant 730d, has a guiding slant 730e, guiding slant 730d and induction slopes 730e is opposed to Hasameru the line at the time of abnormality.

Accordingly, the guidance / abnormality sensing member 730 is configured such that a pair of guide members 730b and 730c facing each other so that the guide slope 730d and the guide slope 730e face each other are connected by a plate-like member 730a which is a connecting member. It becomes.

The guidance / abnormality detection member 730 is connected to the above-described vehicle safety device 710 via a vertically movable shaft 712 extending in the vertical direction at a substantially central portion 730i on the upper surface of the plate-like member 730a.

The guidance / abnormality sensing member 730 is disposed downward on the carriage 13 at a position that does not obstruct the traveling on the track of the vehicle during normal times, like the guidance / abnormality sensing member 711 described above.

The guide members 730b and 730c and the abnormality detection member 730h have the same height downward.

As shown in FIGS. 48 and 49, when an arbitrary portion of the guide members 730b and 730c and the abnormality detection member 730h having the same height comes into contact with the line or the like, the induction / abnormality detection member 730 and the vertically movable shaft 712 are Move upward.

Thereby the safety device 710 is actuated, the safety device 710 repeatedly move up and down.

When the carriage is inclined obliquely in the traveling direction, the left and right corners of the four sides of the plate-like member 730a can come into contact with the ground surface or the like to operate the safety device 710.

The corners of the four sides of the plate-like member 730a may be partially deleted in order to prevent malfunction, and may be formed into a rhombus, an ellipse, or the like when viewed from above.

The abnormality sensing member 730h preferably has an upward curved surface indicated by reference numeral 730g on the left and right lateral surfaces in the traveling direction of the vehicle.

Due to its structure, the guidance / abnormality sensing member 730 is more effective in preventing the vehicle from rolling over than preventing derailment and retrace.

At the time of derailment or during derailment, the guidance / abnormality sensing member 730 contacts the line 15 or the like and guides it while pressing the same as the guidance / abnormality sensing member 711 to prevent the vehicle from derailing or falling, or Return the line.

(Fifteenth embodiment of the present invention)

A fifteenth embodiment of the present invention will be described with reference to FIGS. 51, 52, 52A, and 52B.

FIG. 51 is a schematic perspective view showing the guidance and abnormality sensing device of the fifteenth embodiment.

52, 52A, and 52B are schematic cross-sectional views showing the guidance and abnormality detection member used in the fifteenth embodiment.

As shown in FIG. 51, the vehicle safety device 800 according to the fifteenth embodiment of the present invention includes a guidance / abnormality sensing member 810 and a drive mechanism 820 similar to the vehicle safety device 710 according to the fourteenth embodiment. It is an anomaly sensing device.

The safety device 800 is attached to the carriage 13.

This induced and sensing member 810 at a position that does not inhibit the travel of the vehicle line side when similarly normal to the of the induction and the sensing member 711, the lower portion of the vertically movable shaft 712 of the safety device of the fourteenth embodiment downwards Is mounted and functions in the same manner as 711.

As shown in FIG. 52A, the guidance / sensing member 810 has three surfaces including a wheel guide surface 812a corresponding to the inside of the track, a wheel guide surface 812b corresponding to the outside of the track, and a wheel guide surface 813 corresponding to the track surface. Has an integrated wheel guide surface.

The width of the wheel guide surface 813 is larger than the width of the track surface, and is preferably about the width of the wheel.

As shown in FIG. 52A, each wheel guide surface 812a, 812b has an inclined surface similar to the wheel guide member 20 shown in FIG. 8 and the like, and has a tapered or blade-like cross-sectional shape. It has the same effect.

As shown in FIG. 52A, the pair of opposed inclined surfaces of the opposing wheel guide surfaces 812a and 812b are generally selected from “C”, “Eight”, inverted “V”, and inverted “U” shapes. It has the shape of a letter, so that it can correspond to the line surface at the time of abnormality, and the line can be sandwiched.

The three wheel guide surfaces 812a, 812b, and 813 function as a guide device that prevents derailment and overturning and performs the function of return.

As shown in FIG. 52A, the guidance / sensing device further includes rod-like and square-shaped members 814a at positions corresponding to both outer sides of the track surface at the same height as the lower surface at the center of the lower surface of the pair of wheel guiding surfaces 812a, 812b. 814b.

These bar-shaped and square-shaped members 814a and 814b and the wheel guide surfaces 812a and 812b that protrude in the lateral direction are portions that mainly detect abnormalities such as derailment and derailment.

These bar-shaped and square-shaped members 814a and 814b and the wheel guide surfaces 812a and 812b that protrude in the lateral direction are portions that mainly detect abnormalities such as derailment and derailment.

The apparatus 811 is connected to a support member 815 (corresponding to reference numeral 712 in the fourteenth embodiment) at the top surface.

In other words, when this sensing portion hits a track and an object on the ground when an abnormality occurs, the device 811 is driven in the same manner as in the fourteenth embodiment to vibrate up and down to prevent derailment and falling, or a function of retrace do.

The members 814a and 814b projecting left and right in pairs are induction / abnormality sensing members.

The guidance and anomaly detection members 814a and 814b are arranged in the front-rear direction so that they fall when a force exceeding a regulation such as a wheel hits an obstacle on a sleeper or an obstacle such as a point is applied during the function. It is desirable to provide a breakable part (not shown) such as a slit that is easy to break in the force .

However, it is desirable that the guidance / abnormality sensing members 814a and 814b are durable enough to withstand impacts in the vertical direction in order to enhance the guidance function. A structure that jumps out in the direction and is fixed may be used.

The bottoms of the guidance / abnormality detection members 812a and 812b have a pair of inclined surfaces that can overcome various obstacles existing on the track and the ground in the front-rear direction with respect to the traveling direction of the train, and are present at a lowered position after driving. Then, it overcomes various obstacles on the ground and functions as a guide.

On the other hand, when the rod-like and square-shaped members (wheel guiding surfaces) 814a and 814b of the guidance / abnormality sensing member 810 collide with various obstacles existing on the track and the ground, the main rod-shaped and square-shaped members tilt over the obstacles. Since the surface does not exist, there is a danger that the car body will fall over and cause a secondary disaster.

In order to prevent this, since the functions of the members (wheel guiding surfaces) 814a and 814b as the sensing part of the guidance / abnormality sensing member 810 have partially finished their sensing functions after driving, they are more In order to prevent the danger of the next disaster, a structure that breaks when it hits an obstacle is desirable.

It is desirable that the guidance / abnormality sensing members 812a and 812b exist in order for the guidance function to work sufficiently until it is retraced after driving.

Therefore, these members 812a and 812b can also be provided with a curved surface, an inclined surface, and the like that can get over obstacles in the longitudinal direction of the train. (For example, refer to the curved surfaces indicated by reference numerals 22e and 22i in FIG. 8.)

In the fifteenth embodiment, the guiding / sensing member 810 has a pair of guiding surfaces 812a, 812b, 813 having a high guiding function, and the sensing members (wheel guiding surfaces) 814a, 814b also have a guiding function after activation. In addition, derailment and overturning of the vehicle due to various abnormal lateral forces can be comprehensively prevented.

(Improvement of inductive sensing member 810)

An inductive sensing member 820 obtained by improving the inductive sensing member 810 will be described with reference to FIG. 52B.

FIG. 52B is a schematic cross-sectional view illustrating an improved inductive sensing member.

FIG. 52C is a schematic plan view showing an enlarged part of the improved inductive sensing member.

As shown in FIG. 52B, the guidance sensing member 820, like the guidance and sensing member 810, has a wheel guidance surface 812a corresponding to the inside of the track, a wheel guidance surface 812b corresponding to the outside of the track, and a wheel corresponding to the track surface. It has three integrated wheel guide surfaces consisting of guide surfaces 813.

As shown in FIG. 52B, the guidance / sensing member 820 further includes a pair of rod-like and corners at positions corresponding to both outer sides of the track surface at substantially the same height as the bottom surface at the center of the bottom surface of the pair of wheel guide surfaces 812a and 812b. It is desirable to have a shaped member 824.

As shown in FIG. 52B and FIG. 52C, unlike the rod-like and square members 814a and 814b of the guide / sense member 810, the rod-like and square member 824 of the guide-and-sense member 820 has a rod shape and a square shape protruding left and right. Part of both end portions of the member has bending fixing members 824a and 824b which are bent downward and fixed when functioning.

As shown in FIG. 52C, the rod-shaped and rectangular member 824 further includes a movable member 824a (or 824b) supported by two tip portions 824d and 824e divided into two by cutting out the center of the tip and a shaft 824c. The both ends of the shaft 824c are fixed to the tip portions 824d and 824e.

As shown in FIG. 52C, the movable member 824a or 824b is housed in a notch (slit) between the tip portions 824d and 824e, and is movable when the guidance / sensing member 820 is activated and drops downward. Similarly, a structure in which a bar or the like protrudes downward and is fixed in order to prevent lateral movement is also possible.

The movable member in the normal state is indicated by reference numeral 824a, and the movable member in the abnormal state is indicated by reference numeral 824b.

The movable member 824a or 824b can prevent the vehicle and wheels from deviating in a dangerous lateral direction on the track surface, and can further improve the safety of the apparatus 800.

(Sixteenth embodiment of the present invention)

An abnormal vibration sensing device according to a sixteenth embodiment will be described with reference to FIG.

FIG. 59 is a schematic configuration diagram showing an abnormal vibration sensing device.

This abnormal vibration sensing device is preferably used to ensure the operation of the safety device of the various embodiments of the present invention described above.

An abnormal force in a direction transverse to the traveling direction of the traveling vehicle is periodically applied, and the wheel flange on the vehicle carriage crosses the track, thereby causing derailment, derailment, and overturning.

As described above, as a sensing device used in this safety device for the abnormal lateral vibration that leads to this derailment, etc., a sensing device that detects the displacement between the vehicle body and the carriage, and an optical positional relationship such as a laser is sensed. The sensing device, the sensing device that senses the displacement of the position after the wheel is removed, and the like have been described.

The sensing device 830 of the present embodiment is an improvement of the above-described sensing device, and senses an abnormal vibration in the lateral direction instantaneously on the carriage and an initial abnormal vibration, particularly an initial abnormality in the lateral direction, when the flange rides on the track. The state can be detected earlier.

Their respective features and sensing device 830 having a can be used in combination with the aforementioned sensing devices.

As shown in FIG. 59, the abnormal vibration sensing device 830 is provided in a base 830A installed on the carriage, a pair of left and right support bars 834 extending vertically from the bottom surface of the base 830A , and a hole 834a of the support bar 834. It is composed of a bar 833 inserted and movable left and right, a pair of masses 832 having a large mass, an abnormal vibration detection element (electric detection member) 831 and left and right springs 835.

Since the weight 832 is provided at the left and right ends, the left and right movement ranges of the bar 833 are restricted.

Abnormal vibration sensing device 831 is provided at the center of the bar 833 has a conductor 831 A on both sides of the non-conductor 831 B.

The non-conductor 831 B and the conductor 831 A of the abnormal vibration detecting element 831 are in contact with the conductive contacts 836a and 836b made of electrodes, respectively, and the conductive contacts 836a and 836b are fixed to the table 835 or the like.

The conductive contacts 836a and 836b are preferably made of a conductive material such as a carbon brush or phosphor bronze that does not hinder the left and right movement of the bar 833.

The conductive contacts 836a and 836b are connected to a power source 837 and an electronic circuit 840 via a conductor 838 .

The left and right springs 835 are inserted around the bar 833 between both ends of the abnormal vibration detection element 831 and the left and right support bars 834.

Due to the left and right springs 835, the abnormal vibration detecting element 831 is positioned at the center between the left and right support bars 834 when the vehicle is running normally.

The electronic circuit 840 calculates the conductive state and non-conductive state of the abnormal vibration detecting element 831 that changes due to the vibration in the lateral direction, determines the result, and generates a signal determined to be abnormal.

A signal from the electronic circuit 840 is connected to a lead 839 communicating with the outside.

As shown in FIG. 59, during normal driving of the vehicle, the abnormal vibration detection element 831 moves within a movement range allowed to the left and right.

In this state, since the conductive contacts 836a and 836b are in contact with the conductive electrode 831A and the non-conductive electrode 831B of the abnormal vibration detecting element 831 respectively, the current from the power source 837 is not input to the electronic circuit 840.

When the carriage moves left and right due to abnormal lateral vibration such as an earthquake, a difference from the inertia of the weight 832 having the right and left masses of the bar 833 that moves left and right occurs, and the bar 833 vibrates left and right.

By moving beyond the range determined on the left and right, the conductive electrode 831A and the non-conductive electrode 831B at the center of the bar 833 move, the conductive electrode 831A and the conductive contact 836a come into contact with each other, and the current flows. The flow vibration is transmitted to an electronic circuit 840 that detects, calculates, and determines the flow vibration.

The lateral vibration of the earthquake is a wave and has a period. The electronic circuit 840 senses this time period, calculates it, recognizes and judges an abnormality, and generates an abnormality signal.

And by the output of the abnormal signal from the electronic circuit 840, the said wheel guidance means of various above-mentioned embodiments is driven, and the said wheel guidance member is dropped.

In place of the contact-type abnormal vibration detection element (electric detection member) 831 and the conductive contacts 836a and 836b, various non-contact type detection elements such as known electrical, electronic, and magnetic proximity sensors are used. I can do it.

(Seventeenth embodiment of the present invention)

An abnormal vibration sensing device according to a seventeenth embodiment will be described with reference to FIG.

FIG. 60 is a schematic configuration diagram showing an abnormal vibration sensing device.

Similar to the sensing device 830 of the sixteenth embodiment, the sensing device 930 of the seventeenth embodiment is a second sensing device that senses abnormalities in the initial state in the lateral direction while traveling on a carriage.

The abnormal vibration sensing device 930 of the seventeenth embodiment, like the abnormal vibration sensing device 830 of the sixteenth embodiment, instantly senses abnormal vibration in the lateral direction on the carriage and the flange rides on the track. The initial abnormal vibration, particularly the initial state of the lateral abnormality can be detected earlier.

As shown in FIG. 60, the abnormal vibration sensing device 930 includes a rectangular box 936 installed on a carriage, a pair of left and right support members 937 vertically installed from the bottom surface of the box 936, and a movable bar. 933, a pair of masses 932 having a large mass, an abnormal vibration detecting element 931, a magnetic body 934, and a spring 935.

The pair of support members 937 are plate-like members each having a circular or elliptical through hole 937a, and a movable bar 933 is inserted into the pair of through holes 937a so as to be movable both vertically and horizontally.

The magnetic body 934 is spherical, and the pair of weights 932 is preferably a spherical body or an ellipsoid that extends in the left-right direction in order to make a reaction in the left-right direction easier than in the front-rear direction.

The pair of weights 932 are fixed to both ends of the movable bar 933, respectively.

The box 936 is filled with a liquid 938 such as oil.

The left weight 932, the movable bar 933, the magnetic body 934, the movable bar 933, and the right weight 932 are integrated in this order to form an abnormal vibration sensing member, and this abnormal vibration sensing member is a predetermined in the through hole 937a. It can move freely left and right and up and down within the size range.

The magnetic body 934 is provided at the center between the pair of weights 932 and is fixed to the bottom surface of the box 936 by a spring 935 (or a string).

Since the abnormal vibration sensing members 932 , 933 , 934 are entirely in the liquid 938, they are stable in a balanced state in the liquid.

The magnetic body 934 is spherical, and the pair of weights 932 is preferably a spherical body or an ellipsoid that extends in the left-right direction in order to make a reaction in the left-right direction easier than in the front-rear direction.

An abnormal vibration detecting element 931 that electrically senses vibration is fixed and disposed on the magnetic body 934.

The abnormal vibration sensing members 932, 933, and 934 as a whole float in a liquid 938 such as oil and can move freely.

Abnormal vibration sensing device 931 includes a conductive plate 931b which is arranged in the lateral direction on the magnetic substance 934, and a coil 931a which is disposed on the conductive plate 931b, a ring-shaped magnet 931 c surrounding the periphery of the coil 931a.

The coil 931a is connected to an electronic circuit 939 including a detection and arithmetic circuit via a conductive wire 940.

When the abnormal vibration sensing members 932, 933, and 934 move left and right and up and down, an induced power is generated in the coil 931a as is well known, and this is input to the electronic circuit 939.

Since the abnormal vibration sensing members 932, 933, and 934 can move in a three-dimensional manner in the liquid 938, the abnormal vibration sensing device 930 can laterally vibrate not only in the lateral direction but also in various oblique directions. It can be detected as a vector and the wheel guiding means can be driven.

The vibration in the lateral direction of the earthquake is a wave and has a period, and the electronic circuit 939 senses this time period, calculates it, recognizes and judges an abnormality, and generates an abnormality signal.

And by the output of the abnormal signal 941 from the electronic circuit 939, the wheel guiding means of the various embodiments described above is driven to lower the wheel guiding member.

(Eighteenth embodiment of the present invention)

The eighteenth embodiment of the present invention is another variation of the aforementioned wheel guide member.

FIG. 58 is a schematic perspective view of the wheel guide member according to the eighteenth embodiment of the present invention viewed from an oblique lateral direction.

Referring to FIG. 58, this wheel guide member has a similar structure to the wheel guide member described in paragraphs 0101 to 0135 together with FIG.

In other words, the improved wheel guide member corresponds to a track surface having a substantially horizontal bottom surface composed of a blade-shaped first wheel guide member 22 and a protruding member projecting laterally from the top of the first wheel guide member 22. wherein by a rectangular parallelepiped second wheel guide member 41B has a third guide member 80 having an inclined surface extending upward (curved) from the main side of the second wheel guide member 41 B, first, second The third wheel guide members 22, 41B and 80 are integrated in this order.

As shown in FIG. 58, in the fifteenth embodiment, unlike the wheel guide member described above, the third wheel guide member 80 is a rotatable conical roller having an inclined surface and both ends expanded at the center thereof. 82 is provided.

The details of the third wheel guide member 80 having the roller 82 may have the same or similar structure as described in paragraphs 0239 to 0257 together with FIGS. 23 to 24.

When the wheel guide members 22, 41 </ b> B, 80 integrated at the time of abnormality descend, when the roller 82 contacts the rail, the roller 82 rotates at high speed to guide the wheel to be derailed, Return to the track surface normally.

(Other modifications of the above-described various embodiments)

In the various embodiments described above, the parts and members constituting them may be arbitrarily combined.

For example, the abnormality sensing member 810 (FIG. 52A) and the abnormality sensing member 820 (FIG. 52B) shown in FIGS. 51 to 52 can be used as the above-described wheel guiding member (for example, reference numeral 22).

When the abnormality sensing member 810 (FIG. 52A) and the abnormality sensing member 820 (FIG. 52B ) are used as a wheel guiding member (for example, reference numeral 22), the protruding members 814a, 814b, 824a, and 824b are deleted, and the pair of inclined surfaces are As a whole, only the wheel guide member 811 having the shape of the letter “C”, “eight”, inverted “V” or inverted “U” can be used.

Since the wheel guide member 811 is configured such that the horizontal interval between the pair of opposed inclined surfaces 812a and 812b widens downward, the wheel at the time of derailment can be smoothly sandwiched during derailment. Demonstrate the effects.

In the various embodiments described above, the parts, members, devices, and the like constituting them may be replaced with other similar parts, members, devices, and the like.

For example, the wheel guiding means 700 of the guiding members 22 and 24 shown in FIG. 43, the abnormality sensing device, the sensing and guiding device 600, the abnormality sensing device shown in FIG. 46 and the like, the sensing and guidance device 710, the abnormality sensing shown in FIG. A well-known electromagnetic solenoid or the like may be used as a wheel guiding member lowering device or an abnormality sensing device used in the device, the sensing / guidance unit device 800, and the lifting device (vertical drive device) of the sensing / guidance device.

For example, the wheel guiding means 700 of the guiding members 22 and 24 shown in FIG. 43, the abnormality sensing device, the sensing and guiding device 600, the abnormality sensing device shown in FIG. 46 and the like, the sensing and guidance device 710, the abnormality sensing shown in FIG. A well-known electromagnetic solenoid or the like may be used as a wheel guide lifting / lowering device or an abnormality sensing device used for the device, the sensing / guidance device 800 or the like, and a lifting / lowering device for the sensing / guidance device.

The vehicle derailment prevention device described above can be used not only as a vehicle derailment, but also as a vehicle safety device, such as a device that prevents the vehicle from deviating or toppling over, or a vehicle retrace device.

Although various embodiments of the present invention have been described above with reference to the accompanying drawings, the present invention is not limited to these embodiments, and various modifications, based on the spirit of the present invention and the claims, It should be noted that design changes and improvements are possible.

FIG. 1 is a schematic elevation view showing the relationship between the derailment prevention device 100 of the first embodiment and the vehicle when the vehicle is stopped or during normal running. FIG. 2 is a schematic enlarged elevation view showing FIG. 1 in an enlarged manner. FIG. 3 is a schematic enlarged elevation view showing a state where the derailment prevention device 100 starts to be activated at the time of impact. FIG. 4 is a schematic enlarged elevational view showing the relationship between the derailment prevention device 100 and the vehicle when guided based on the derailed wheel after the operation of the present device derailment prevention device 100. FIG. 5 is a schematic enlarged cross-sectional view showing the impact sensing devices 24, 25 and 26. FIG. 6 is a schematic enlarged sectional view showing another impact sensing device 24, 25, 26 '. FIG. 7 is a schematic enlarged sectional view showing the relationship between the rotating body 20 and the fixing device 29. FIG. 8 is a schematic enlarged perspective view showing the vicinity of the blade 22 in an enlarged manner. FIG. 9 is a schematic enlarged side view showing the relationship between the blade 22 and the wheel 10 in an enlarged manner. FIG. 10 is a schematic plan view showing a state where a plurality of derailment prevention devices are mounted on the vehicle. FIG. 11 is a state diagram for explaining the state of the function of the apparatus 100 step by step. FIG. 12 is a state diagram illustrating step by step the functioning state of the apparatus 100. FIG. 13 is a state diagram for explaining the state when the device 100 is functioning step by step. FIG. 14 is a state diagram illustrating step by step the functioning state of the apparatus 100. FIG. 15 is a state diagram illustrating step by step the functioning state of the apparatus 100. FIG. 16 is a schematic elevation view showing a derailment prevention device 200 according to the second embodiment of this invention. FIG. 17 is a schematic enlarged elevational view of FIG. 16 enlarged and partially shown as a cross-section. 18 is a schematic enlarged elevation view showing the vicinity of the locking device of FIG. 17 in an enlarged manner, FIG. 18A shows a normal state, and FIG. 18A shows that the derailment prevention device 200 is activated and the locking device is activated. The state of time is shown. FIG. 19 is a schematic elevation view showing a derailment prevention device 300 according to the third embodiment of this invention. 20 is a schematic enlarged cross-sectional view showing details of the lock, lock, and unlocking device 60 shown in FIG. FIG. 21 is a schematic elevational view in which the derailment prevention device 300 and the wiring system therefor are arranged in a vehicle and a carriage. FIG. 22 is a schematic perspective view showing a modification of the wheel guide member shown in FIG. FIG. 23 is a schematic enlarged perspective view showing the second wheel guide member 80 shown in FIG. FIG. 24 is a schematic enlarged cross-sectional view of the second wheel guide member 80 cut along the line XX of FIG. FIG. 25 is a schematic elevational view of the second wheel guide member 80 viewed from the direction of the arrow in FIG. FIG. 26 is a schematic perspective view showing a modification of the first wheel guide member 22 shown in FIG. FIG. 27 is a schematic elevation view showing the whole derailment prevention device 400 of the fourth embodiment of the present invention and partially showing a cross section. FIG. 28 is a schematic enlarged elevational view showing a part of FIG. FIG. 29 is an enlarged schematic elevational view showing a part of FIG. FIG. 30 is a schematic elevation view showing both the operating state and the non-operating state of the wheel guiding means. FIG. 31 is a schematic plan view of a carriage equipped with a derailment prevention device according to a fifth embodiment of the present invention. FIG. 32 is a schematic elevational view of a carriage equipped with the derailment prevention device of the fifth embodiment. FIG. 33 is a schematic elevation view showing another wheel guiding member raising means. FIG. 34 is a schematic perspective view showing a wheel guide member according to the sixth embodiment. FIG. 35 is a schematic perspective view showing a wheel guide member according to the seventh embodiment. FIG. 36 is a schematic perspective view showing a wheel guide member according to the eighth embodiment. FIG. 37 is a schematic perspective view showing a wheel guiding member according to the ninth embodiment. FIG. 38 is a schematic enlarged elevation view showing the wheel guide member of the tenth embodiment. FIG. 39 is a schematic enlarged elevation view showing a side surface of the wheel guide member of FIG. FIG. 40 is a schematic perspective view showing the wheel guide member of the eleventh embodiment. FIG. 41 is a schematic enlarged perspective view showing a part of the safety device of the twelfth embodiment. FIG. 42 is a schematic enlarged cross-sectional view showing the main part of FIG. FIG. 43 is a schematic perspective view showing the vehicle safety device of the thirteenth embodiment. FIG. 44 is a schematic enlarged cross-sectional view showing derailment detection device 600 when the vehicle shown in FIG. 43 is running normally. FIG. 45 is a schematic enlarged cross-sectional view showing derailment detection device 600 at the time of derailment of the vehicle shown in FIG. FIG. 46 is a schematic perspective view showing a state in which the vehicle safety device of the fourteenth embodiment is attached to a carriage. FIG. 47 is a schematic enlarged cross-sectional view showing a safety device in a normal state. FIG. 48 is a schematic enlarged cross-sectional view showing the safety device at the time of abnormality. FIG. 49 is a schematic enlarged cross-sectional view showing the safety device at the time of abnormality. FIG. 50 is a schematic enlarged perspective view showing the wheel guide member. FIG. 51 is a schematic perspective view showing the guidance / abnormality sensing member 730. FIG. 52 (FIGS. 52A, 52B, and 52C) illustrates the guidance / abnormality sensing member used in the fifteenth embodiment, and FIG. 52A is a schematic cross-section illustrating the guidance / abnormality sensing member used in the fifteenth embodiment. FIG. 52B is a schematic sectional view showing the improved inductive sensing member, and FIG. 52C is a schematic plan view showing a part of the improved inductive sensing member in an enlarged manner. FIG. 53 is an elevation view illustrating the operation of the device of the fourteenth embodiment as seen from the front side of the leading vehicle. FIG. 54 is an elevation view from the front side of the leading vehicle, explaining the operation of the device of the fourteenth embodiment. FIG. 55 is an elevation view from the front side of the leading vehicle for explaining the operation of the device of the fourteenth embodiment. FIG. 56 is an elevation view from the front side of the leading vehicle for explaining the operation of the device of the fourteenth embodiment. FIG. 57 is an elevation view illustrating the operation of the device of the fourteenth embodiment as viewed from the front side of the leading vehicle. FIG. 58 is a schematic perspective view showing deformation of the wheel guide member. FIG. 59 is a schematic configuration diagram showing an abnormal vibration sensing device. FIG. 60 is a schematic configuration diagram showing another abnormal vibration sensing device.

Explanation of symbols

The following common reference symbols are attached to main members, portions, and apparatuses in various embodiments.
10; Wheel 11; Car body 11a; Driver's cab 11b; Conductor compartment 13; Dolly 15; Rail (track)
20; rotating member 21; support members 22 and 40; wheel guide member 23; rod-like members 23a, 24, 26a and 26'a; universal connecting portions 24, 25 and 26; abnormal vibration sensing device, impact sensing device, impact breaking portion ,
27, 28; spring 29; lock device 31; movable shaft 32; vibration sensor 33; high pressure gas (fluid) loading valve 34; gas (fluid) cylinder 35; compressed gas (fluid) cylinder 36; 38; piping 50; wiring (electric wire)
51; Wiring 52; Wiring (power line)
53; Rack (winding device, wheel guiding member raising means)
54; Pinion (winding device, wheel guiding member raising means)
55; Motor 56a; Reinforcing bracket 56b; Reinforcing bracket 57; Wheel guiding member raising means 60; Lock device (locking device)
Manual switch 70a '; Manual switch 70b; Manual switch 82; Roller 83; Roller 83a; Shaft 84; Groove 90; Spring 91; Cylindrical (guide tube)
92; cylinder, cylindrical member 93; lock device (locking device)
94; Locking device (locking device)
97 (97A, 97B, 97C, 97D; abnormal vibration sensor 100, 100A.100B, 100C, 100D; derailment prevention device 200; derailment prevention device 300; derailment prevention device 400; derailment prevention device 500; derailment prevention device

Claims (26)

A wheel guide member having a rail contact surface,
Comprising a wheel guide member drop means for lowering the wheel guide member,
And enables contact with the rail contact surface and the rail by the driving of the wheel guide member dropping means, installed in the base vehicle or the vehicle, a safety device for a vehicle to prevent derailment of the vehicle, the deviation or fall,
And at least one locking device,
A vehicle safety device that lowers the wheel guide member by unlocking the lock device. A wheel guide member having a rail contact surface,
A wheel guide member drop means for lowering the wheel guide member,
Equipped with an abnormal vibration sensing means that is activated when abnormal vibration exceeding a preset allowable range is detected,
The wheel guiding member lowering means is a vehicle safety device which is installed in a cart or a vehicle driven by the activation of the abnormal vibration sensing means, and prevents derailment, departure or overturning of the vehicle,
And at least one locking device,
A vehicle safety device that lowers the wheel guide member by unlocking the lock device. Previous SL wheel guide member drop means, bootable and claims 1 or via a cab or conductor chamber according to claim 2, the safety device of the vehicle. The wheel guide member is held at a first predetermined position by a lock of the lock device (60, 93, 94) in a normal state, and the wheel guide member has a force exceeding an allowable range on the vehicle or the carriage. 3. The vehicle according to claim 1, wherein the vehicle is lowered by unlocking (unlocking) the lock device and held at a second predetermined position lower than the first predetermined position when an abnormality occurs. Safety device. The vehicle safety device according to claim 2, wherein the abnormal vibration sensing means includes a mechanical abnormal vibration sensor having an impact breaking portion (25) that cuts the arm (23) when detecting abnormal vibration. It said wheel guide member drop means comprises a cylinder (34) having an axis which is driven by a compressed fluid (shaft) (31), fixed the wheel guide member (22) in the lower part of the shaft (shaft) (31) The vehicle safety device according to claim 1 or 2. Before SL wheel guide member drop means,
(A) have axes (shaft) which is driven by a compressed fluid, to fix the wheel guide member in the lower part of the shaft (shaft), and a cylinder,
(B) a compressed fluid tank for supplying the compressed fluid to the cylinder;
(C) at least one stopper (31c) installed on the shaft (shaft);
(D) consisting of at least one locking mechanism and (31d) installed in the carriage, according to claim 1 or claim 2, safety equipment of the vehicle. Before SL wheel guide member descent device includes at least one locking device and spring members (90) (93),
The locking device locks (locks) the spring member (90) in a compressed state during normal operation, and the locking devices (93, 94) unlocks (in order to release the compressed state in an abnormal state) unlock) to cause lowering the wheel guide member, according to claim 1 or claim 2, the safety device of the vehicle. The abnormal vibration sensing means includes an electronic abnormal vibration sensor ( 97, 97A , 97B, 97C, 97D) having a radiating element that emits an energy beam toward the rail and a receiving element that receives the reflected energy beam. The vehicle safety device according to claim 2 provided . With the wheel guide member raising means capable of raising the wheel guide member to the original position after the lowering of the wheel guide member,
The combination of the wheel guide member raised section rack (53) and pinion (54) or word ear (57a) and the mounting serial to claim 1 or claim 2 comprising a combination of the reel (57 b), the vehicle safety instrumentation, Place. A wheel guide member for use in safety devices for a vehicle according to any one of claims 1 to 10,
A wheel guide member having a rail contact surface that can come into contact with the rail during or during derailment. A wheel guide member for use in a vehicle safety device according to any one of claims 1 to 10,
Shaped structure of the blade-shaped (ax type) or tape over par-shaped (wedge-type),
A wheel guide member having a rail contact surface that can come into contact with a side surface of a rail during or during dewheeling. A wheel guide member for use in safety devices for a vehicle according to any one of claims 1 to 10,
The wheel guide member is has a rotary member (roller) (82, 83, 48),
The rotating member (roller) (82 , 83 , 48) is a wheel guiding member that can come into contact with a side surface of a rail and / or a traveling surface in an abnormal state where an external force exceeding an allowable range is applied to a carriage or a vehicle. A wheel guide member for use in safety devices for a vehicle according to any one of claims 1 to 10,
The first wheel guide member in contact with the side surface of the rail derailing during or de annulus (22, 22b), the second wheel guide member in contact with the running surface of the rail to the derailing during or de annulus (40 , 41, 43 , 44 , 45 , 46 , 47 , 48, 80) . A wheel guide member for use in safety devices for vehicles as claimed in any one of claims 1 to 10,
The first wheel guide member in contact with the side surface of the rail derailing during or de annulus (22, 22b), the second wheel guide member in contact with the running surface of the rail to the derailing during or de annulus (40 , 41 , 44, 44a , 45 , 46a, 48, 80) ,
A wheel guide member comprising a third wheel guide member (43, 44b, 46b, 47) having an inclined surface or a curved surface extending outward from an end of the second wheel guide member. A wheel guide device for use in safety devices for vehicles as claimed in any one of claims 1 to 10,
A guide member (22) having a rail contact surface (FC) having a substantially rectangular inclined surface, or a guide member (22) having curved surfaces (22e , 22i) at both ends of the substantially rectangular inclined surface (FC) and its lower part. ), And the guide member (22) can come into contact with the side surface of the rail when an external force exceeding the allowable range is applied to the carriage or the vehicle. A wheel guide device for use in safety devices for vehicles as claimed in any one of claims 1 to 10,
The wheel guide member comprises a rotary member (roller) (82,83,48),
It said rotary member (roller) is a side of the rail at the time of abnormality of the bogie or vehicle applied external force exceeding the allowable range and, or allows contact with the running surface, wheel guide device. A wheel guide device for use in safety devices for vehicles as claimed in any one of claims 1 to 10,
A guide member (22) comprising a rail contact surface (FC) having a substantially rectangular inclined surface (FC), and a rotating member (roller) (83) disposed on the inclined surface (FC),
The wheel guide device in which the guide member (22) and / or the rotating member (roller) (83) can come into contact with a side surface of the rail when an external force exceeding an allowable range is applied to the carriage or the vehicle. A wheel guide device for use in safety devices for vehicles as claimed in any one of claims 1 to 10,
A guide member (22) comprising a rail contact surface (FC) having a substantially rectangular inclined surface (FC);
A rotatable rotating member (roller) (48) disposed outside the upper portion of the guiding member (22);
The wheel guiding device (22) and / or the rotating member (roller) (48) can come into contact with the side surface of the rail and / or the traveling surface in the event of an abnormal external force applied to the carriage or vehicle. . A wheel guide device for use in safety devices for vehicles as claimed in any one of claims 1 to 10,
A guide member (22) comprising a rail contact surface (FC) having a substantially rectangular inclined surface (FC), and a guide member (80) protruding outward from an upper portion of the guide member (22);
A rotating member (roller) (82) disposed on the guiding member (80);
The guide member (22), the guide member (80), and / or the rotating member (roller) (82) are in contact with the side surface of the rail and / or the running surface when an external force exceeding the allowable range is applied to the carriage or the vehicle. Wheel guidance device that can be used. A wheel guide device used in a vehicle safety device according to any one of claims 1 to 10,
Substantially inductive member (22) comprising a rail contacting surface having rectangular inclined surfaces (FC), projecting outwardly from the upper portion of the guide member (22), having an inductive curved surface extending downwardly in such a manner as to wrap the outer track One or more guide members (44, 46, 47),
A wheel guidance device that can come into contact with a side surface of a rail and / or a traveling surface when an external force exceeding an allowable range is applied to a cart or a vehicle. A wheel guide member for use in safety devices for vehicles as claimed in any one of claims 1 to 10,
The wheel guide member has a pair of inclined surfaces facing each other,
The wheel guide member in which the pair of inclined surfaces has a shape of a character selected from a "C" shape, an "eight" shape, an inverted "V" shape, and an inverted "U" shape as a whole. A safety device for vehicles as claimed in any one of claims 1 to 10,
A support member that is movably fixed to the vehicle or bogie by supporting the other end of the wheel guide member by the wheel guide member and the one end, provided with a wheel guide means,
Further when the driving of said wheel guide means, between the wheel guide member and the support member, the wheel guide member is provided with a vertically movable means to allow vertical motion within a predetermined distance range, the safety device of the vehicle . A safety equipment for vehicles as claimed in any one of claims 1 to 10,
Vehicle during normal running of the vehicle located above the track, for detecting an abnormality sensing member in contact with at least rail during the time in derailment or derailment abnormal (610), the vertical movement of the abnormality sensing member when said contact Or a vehicle safety device ( 600) provided with a cart abnormality detection means (620 to 660) ,
A vehicle safety device that drives the wheel guiding member lowering means by the output of the abnormality detecting means. A safety equipment for vehicles as claimed in any one of claims 1 to 10,
Located above the rails during the normal running of the vehicle, the abnormality sensing member in contact with at least rail during the time in derailment or derailment abnormal (711, 730, 810, 820),
A vehicle safety device comprising a vehicle safety device (710 ) comprising sensing member elevating means (712 to 720 , 820) connected to the abnormality sensing member and configured to move the abnormality sensing member up and down by the contact. The vehicle safety device according to claim 2, wherein the abnormal vibration sensing means includes at least one weight movable in a lateral direction or a three-dimensional direction and an abnormal vibration sensing element for sensing movement of the weight .

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