JP2015128978A - Overturn prevention device of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an overturn prevention device properly preventing overturn of a vehicle with respect to cross wind.SOLUTION: An overturn prevention device 30 comprises an airfoil part 31 which is provided on a ceiling of a railway vehicle 10 and has an airfoil shape in cross section, and a support part 32 supporting the airfoil part 31. The airfoil part 31 is adjusted in the inclination to cross wind and generates aerodynamic force in a predetermined direction when cross wind occurs. The aerodynamic force has a component acting toward the occurrence side of cross wind in the vehicle width direction. The overturn prevention device 30 is housed inside the vehicle during normal travel and is arranged above the ceiling of the vehicle when cross wind occurs.

Description

  The present invention relates to an overturn prevention device that prevents a vehicle from overturning due to a crosswind.

  When a railway vehicle receives strong wind from the side, drag (lateral force) due to wind pressure is generated in the vehicle body. When the wind speed is high, the lateral force for overturning the vehicle increases, and when the wind speed exceeds a certain limit wind speed, the vehicle may overturn.

  Conventionally, various measures have been taken to prevent such an accident. For example, windbreak fences for reducing wind pressure acting on railway vehicles are installed along railway lines.

  Further, for example, in Patent Document 1, a train wind intake portion installed in the vicinity of a railway track, a duct through which the train wind taken in the train wind intake portion passes, and a discharge portion that discharges the train wind that has passed through the duct; An air fence forming apparatus is disclosed. In such an air fence forming apparatus, an overturn accident of a railway vehicle due to a strong wind is prevented by forming an air fence using a train wind generated along with the traveling of a railway train traveling on the ground surface.

  Patent Document 2 discloses a plurality of magnets corresponding to the left and right rails and held within the vehicle limit during normal driving, a steering means for moving the magnets, and a control means for controlling the operation of the steering means, Are disclosed. In such a rollover prevention device, the steering means moves the corresponding magnets to the left and right rails according to a command from the control means, thereby generating an attractive force between the magnets and the rails. This prevents the rolling over accident of the railway vehicle due to strong winds.

  Patent Document 3 discloses a detector that detects the extension of a pillow spring disposed between a bogie frame and a vehicle body of a railway vehicle, and the extension of the pillow spring detected by the detector exceeds a reference value. A rollover prevention device comprising: a lock device that operates to unlock the lock device; and a hook that is disposed on the side of the carriage that operates to engage the head of the rail by the unlocking operation of the lock device. Has been. In such a rollover prevention device, it is detected that the amount of extension of the pillow spring has exceeded a limit value, and the wheels and rails of the vehicle main body are physically integrated to prevent a rollover accident of the railway vehicle due to strong winds.

JP 2013-064293 A JP 2012-201179 A JP 2010-070075 A

  As disclosed in Patent Documents 1 to 3 above, the conventional measures for preventing rollover use facilities attached to a railway vehicle. However, focusing on the railcar body, although measures such as rounding the vehicle shape are considered to reduce the lateral force received by the vehicle, for example, a proposal to take effective rollover prevention measures only on the vehicle body There has been little done so far.

  This invention is made | formed in view of this point, and it aims at providing the rollover prevention apparatus which prevents the rollover of the vehicle with respect to a crosswind appropriately.

  In order to achieve the above object, the present invention is a vehicle rollover prevention device against a cross wind, and is provided on a ceiling surface of a vehicle, and includes an airfoil portion having a wing shape in cross section. The inclination with respect to the cross wind is adjusted, and aerodynamic force is generated in a predetermined direction when the cross wind is generated.

  According to the present invention, when the cross wind is generated, the airfoil can generate aerodynamic force. In addition, the airfoil can generate aerodynamic force in an arbitrary direction by adjusting the inclination of the airfoil with respect to the cross wind. If it does so, the lateral force which acts on a vehicle by a cross wind can be reduced by the aerodynamic force which generate | occur | produces in a predetermined direction in this way, and the overturn of a vehicle can be prevented. Further, since the airfoil can generate aerodynamic force in an arbitrary direction, it can cope with a case where a side wind is suddenly generated, such as a tornado.

  In addition, the airfoil portion is provided on the ceiling of the vehicle, that is, the present invention has an innovative measure for preventing the rollover of the vehicle alone, which is unprecedented. In such a case, since it is not necessary to take measures in consideration of facilities attached to the vehicle, the degree of freedom in designing the rollover prevention device can be increased. Furthermore, when taking measures to prevent capsizing on the ground equipment side, the cost of measures tends to be high, but the capsizing prevention device of the present invention is a simple device provided in the vehicle body, so the cost of measures should be reduced. Is also possible.

  The airfoil portion may be housed inside the vehicle during normal traveling and disposed above the ceiling surface of the vehicle when the cross wind is generated.

  The aerodynamic force may have any one component of a component acting toward the side of the cross wind in a vehicle width direction or a component acting in a vertically downward direction. Alternatively, the aerodynamic force may have both a component acting toward the side where the cross wind is generated and a component acting vertically downward in the vehicle width direction.

  Further, the rollover prevention device includes a plurality of the airfoil portions, and has one or more airfoil portions on which an aerodynamic force having a component in the vehicle width direction having a component in the direction of generating the transverse wind acts, and a component in the vertical downward direction. One or more airfoil portions on which aerodynamic force acts.

  Furthermore, the vehicle may be a railway vehicle.

  According to the present invention, even when a sudden strong wind occurs, the overturn of the vehicle can be appropriately prevented using the airfoil portion provided in the vehicle body.

It is explanatory drawing which showed typically the behavior of the railway vehicle which received the cross wind, (a) shows the time when the cross wind is weak, and (b) shows the time when the cross wind is strong. In 1st Embodiment, it is a perspective view which shows the outline of a structure of the rollover prevention apparatus provided in a rail vehicle. In 1st Embodiment, it is explanatory drawing which shows the force relationship which acts on a rail vehicle and a rollover prevention apparatus. In 1st Embodiment, it is a perspective view which shows the outline of a structure of the rollover prevention apparatus by which the support part was abbreviate | omitted. In 1st Embodiment, it is a perspective view which shows the outline of a structure of the rollover prevention apparatus provided with two or more airfoil parts and support parts. In 2nd Embodiment, it is a perspective view which shows the outline of a structure of the rollover prevention apparatus provided in a rail vehicle. In 2nd Embodiment, it is explanatory drawing which shows the force relationship which acts on a rail vehicle and a rollover prevention apparatus. In 2nd Embodiment, it is a perspective view which shows the outline of a structure of the rollover prevention apparatus provided with two or more airfoil parts and support parts. In 2nd Embodiment, it is a perspective view which shows the outline of a structure of the rollover prevention apparatus further provided with the brake plate. In 3rd Embodiment, it is a perspective view which shows the outline of a structure of the rollover prevention apparatus provided in a rail vehicle. In 4th Embodiment, it is a perspective view which shows the outline of a structure of the rollover prevention apparatus provided in a rail vehicle.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the present embodiment, a case where the present invention is applied to a railway vehicle as a vehicle will be described. In addition, in this specification and drawing, about the component which has the substantially same function structure, duplication description is abbreviate | omitted by attaching | subjecting the same code | symbol.

<Principle of rollover of railway vehicles>
First, the principle of rollover of a railway vehicle and the concept of the wind speed at the limit leading to rollover will be described. FIG. 1 is an explanatory view schematically showing the behavior of a railway vehicle that has been subjected to a crosswind, that is, a natural wind from the side. When a crosswind acts on a railway vehicle, a lateral force due to the wind is generated on the railway vehicle. As shown in FIG. 1A, when the cross wind is weak, the railway vehicle 10 can travel safely without overturning. However, when the cross wind becomes strong, the wheel load on the windward side, that is, the vertically downward force that the rail 20 receives from the wheel 11 is reduced. When the cross wind becomes stronger and reaches a certain wind speed, the wheel load on the windward side becomes zero as shown in FIG. The minimum value of the wind speed in such a state is called the capsize limit wind speed.

<First Embodiment>
Next, a rolling-over prevention device for a railway vehicle as a first embodiment according to the present invention will be described. FIG. 2 is a perspective view showing an outline of the configuration of the rollover prevention device 30 provided in the railway vehicle 10. FIG. 3 is an explanatory diagram showing a force relationship acting on the railcar 10 and the rollover prevention device 30. 2 and 3, the X direction indicates the traveling direction of the railcar 10 (longitudinal direction of the railcar 10), the Y direction indicates the width direction of the railcar 10 (short side direction of the railcar 10), The Z direction indicates the vertical direction.

  As shown in FIG. 2, the rollover prevention device 30 includes an airfoil portion 31 having a wing shape in cross section and a support portion 32 that supports the airfoil portion 31. The support portion 32 is provided on the ceiling surface of the railway vehicle 10 and extends vertically upward from the ceiling surface.

  Hereinafter, a case where the cross wind W is blowing from the negative direction to the positive direction in the Y direction and from the positive direction to the negative direction in the X direction as illustrated in FIG. 3 will be described. In such a case, the airfoil portion 31 is arranged such that the horizontal cross-sectional shape of the airfoil portion 31 is a wing shape. More specifically, the airfoil portion 31 is arranged to extend from the support portion 32 from the negative direction to the positive direction in the Y direction and from the positive direction to the negative direction in the X direction. Further, in the airfoil 31, the side surface 31 a on the Y direction negative direction side is swollen compared to the side surface 31 b on the Y direction positive direction side. The material used for the airfoil portion 31 is not particularly limited, and may be a soft material such as cloth or a hard material such as steel.

When the airfoil portion 31 is arranged in this way, an aerodynamic force F is generated on the airfoil portion 31 from the positive direction to the negative direction in the Y direction and from the positive direction to the negative direction in the X direction. . Of this aerodynamic force F, a force F _Y that is a Y direction component (hereinafter referred to as a counter force F _Y ) acts toward the side where the cross wind W is generated, that is, so as to counter the Y direction component of the cross wind W. Works. Therefore, the opposing force F _Y is, it is possible to reduce the lateral forces acting on the railway vehicle 10 by the crosswind W, thereby preventing overturning of the rail vehicle 10.

  The rollover prevention device 30 is housed inside the railcar 10 during normal travel, and is disposed on the ceiling surface of the railcar 10 when a cross wind W is generated.

  The timing for disposing the rollover prevention device 30 so as to protrude from the ceiling surface of the railway vehicle 10 may be specified by any method. For example, an anemometer or the like may be used. In such a case, the wind direction and wind speed of the wind received by the railway vehicle 10 are measured by the wind direction anemometer, and the rollover prevention device 30 is provided when the measurement result exceeds a predetermined wind speed. Or generation | occurrence | production of the cross wind W may be judged, for example by visual observation of a crew member, and the rollover prevention apparatus 30 may be arrange | positioned.

When the cross wind W is generated, the airfoil 31 can generate the aerodynamic force F in an arbitrary direction by adjusting the inclination of the airfoil 31 with respect to the cross wind W. That is, depending on the wind direction of the crosswind is W, the counter force F _Y can be countered to the crosswind W. In this case, for example, it is possible to appropriately cope with a case where the cross wind W is suddenly generated.

According to the first embodiment described above, when the cross wind W is generated, the airfoil portion 31 can generate the aerodynamic force F, and the cross wind W is generated by the counter force F _Y which is the Y direction component of the aerodynamic force F. The lateral force due to is reduced and the rolling over of the railway vehicle 10 is prevented. On the other hand, of the aerodynamic force F, a force F _X that is a component in the X direction acts in a direction opposite to the traveling direction of the railway vehicle 10. In other words, the rollover preventing device 30 is useful when the railway vehicle 10 is decelerated by the force F _X and the railway vehicle 10 is brought to an emergency stop when, for example, a cross wind W occurs. Thus, the rollover prevention device 30 also functions as an aerodynamic brake.

  In addition, the airfoil part 31 and the support part 32 illustrated in the first embodiment are merely conceptual diagrams, and the specific shape and arrangement can be arbitrarily designed. For example, as shown in FIG. 4, the support portion 32 may be omitted, and the airfoil portion 31 may be provided directly on the ceiling surface of the railway vehicle 10. Further, the support portion 32 may be disposed on the leeward side or the leeward side with respect to the airfoil portion 31. In short, if the airfoil 31 can generate the aerodynamic force F described above, the effects of the present invention can be enjoyed.

  Moreover, in the above 1st Embodiment, as shown in FIG. 5, the airfoil part 31 and the support part 32 may be provided with two or more, respectively. In such a case, the rolling over of the railway vehicle 10 can be more effectively prevented.

<Second Embodiment>
Next, a railcar rollover preventing device as a second embodiment of the present invention will be described. FIG. 6 is a perspective view showing an outline of the configuration of the rollover prevention device 30 provided in the railway vehicle 10. FIG. 7 is an explanatory diagram showing a force relationship acting on the railcar 10 and the rollover prevention device 30.

  As shown in FIG. 6, the rollover prevention device 30 includes an airfoil portion 31 and a pair of support portions 32, 32 as in the first embodiment. However, in the second embodiment, unlike the first embodiment, the arrangement of the airfoil portion 31 is different. In the illustrated example, the pair of support portions 32 are arranged side by side in the X direction.

  As shown in FIGS. 6 and 7, the airfoil 31 is arranged so that the vertical cross-sectional shape of the airfoil 31 is a wing shape. More specifically, the airfoil portion 31 is arranged extending from the support portions 32 and 32 in the positive direction from the negative direction in the Y direction. Further, in the airfoil 31, the vertically lower side (Z direction negative direction side) side surface 31 a is swollen compared to the vertically upper side (Z direction negative direction side) side surface 31 b.

  When the airfoil portion 31 is arranged in this manner, an aerodynamic force F is generated on the airfoil portion 31 in a vertically downward direction. Then, the aerodynamic force F acts to press the railway vehicle 10 vertically downward, increasing the wheel load of the railway vehicle 10. Therefore, the rollover of the railway vehicle 10 can be prevented.

  Similarly to the first embodiment, the rollover prevention device 30 is housed inside the railway vehicle 10 during normal traveling, and is disposed on the ceiling surface of the railway vehicle 10 when a cross wind W is generated. And since the aerodynamic force F below a perpendicular | vertical direction will generate | occur | produce at the time of the generation | occurrence | production of the cross wind W, it can respond appropriately, for example, even when the cross wind W is generated suddenly.

  In addition, the airfoil part 31 and the support parts 32 and 32 illustrated in the second embodiment are merely conceptual diagrams, and the specific shape and arrangement can be arbitrarily designed. For example, the support portions 32, 32 may be disposed on the windward side or the leeward side with respect to the airfoil portion 31. Moreover, the support parts 32 and 32 may be arrange | positioned along with the Y direction. If the airfoil portion 31 can generate the aerodynamic force F described above, the effect of the present invention can be enjoyed.

  Moreover, in the above 2nd Embodiment, as shown in FIG. 8, the airfoil part 31 and the support parts 32 and 32 may be provided with two or more, respectively. In such a case, the rolling over of the railway vehicle 10 can be more effectively prevented.

  Furthermore, in the above second embodiment, the rollover prevention device 30 may have a brake plate 33 as shown in FIG. The brake plate 33 has a rectangular shape, for example, and is provided on the positive side in the X direction of the airfoil 31. The support portions 32 and 32 are omitted. In such a case, a force acts on the brake plate 33 in the direction opposite to the traveling direction of the railway vehicle 10, and the railway vehicle 10 is decelerated by the force. Therefore, the rollover prevention device 30 can function as an aerodynamic brake. The brake plate 33 may be provided on the negative side of the airfoil 31 in the X direction.

<Third Embodiment>
Next, a railcar rollover preventing device as a third embodiment of the present invention will be described. FIG. 10 is a perspective view showing an outline of the configuration of the rollover prevention device 30 provided in the railway vehicle 10.

  As shown in FIG. 10, the rollover prevention device 30 includes a plurality of airfoil portions 31 of the first embodiment and a plurality of airfoil portions 31 of the second embodiment. In such a case, both the effects of the first embodiment and the effects of the second embodiment described above can be enjoyed, and the rolling over of the railway vehicle 10 can be prevented.

<Fourth Embodiment>
Next, a railcar rollover preventing device as a fourth embodiment according to the present invention will be described. FIG. 11 is a perspective view showing an outline of the configuration of the rollover prevention device 30 provided in the railway vehicle 10.

  As shown in FIG. 11, the rollover prevention device 30 includes an airfoil portion 31 and a support portion 32 as in the first to third embodiments. However, in the fourth embodiment, unlike the first to third embodiments, the shape and arrangement of the airfoil portion 31 are different.

  The airfoil portion 31 has a shape that combines the features of the airfoil portion 31 of the first embodiment and the features of the airfoil portion 31 of the second embodiment. That is, the airfoil portion 31 has a shape obtained by dividing a substantially spherical body (substantially ellipsoid) into quarters, and has a substantially fan shape with a central angle of 90 degrees in a side view. The airfoil 31 is arranged such that the horizontal cross-sectional shape of the airfoil 31 is a wing shape and the vertical cross-sectional shape is a wing shape.

In such a case, an aerodynamic force F is generated in the airfoil 31 when the cross wind W is generated. The air force F, as in the first embodiment, has a counter force F _Y is a horizontal direction of the Y-direction component. Opposing forces F _Y acts toward the generation side of the crosswind W, thereby reducing the lateral forces acting on the railway vehicle 10 by the crosswind W. Moreover, the aerodynamic force F has the component which goes to the perpendicular downward direction similarly to 2nd Embodiment. For this reason, the wheel load of the railway vehicle 10 can be increased. As described above, according to the fourth embodiment, both the effects of the first embodiment and the effects of the second embodiment described above can be enjoyed, and the rollover of the railway vehicle 10 can be prevented.

  In addition, the airfoil part 31 and the support part 32 illustrated in the fourth embodiment are merely conceptual diagrams, and the specific shape and arrangement can be arbitrarily designed. In the fourth embodiment, a plurality of airfoil portions 31 and support portions 32 may be provided.

<Other embodiments>
Although the case where the present invention is applied to the railway vehicle 10 has been described in the above embodiment, the vehicle to which the present invention is applied is not limited to the railway vehicle 10. The vehicle may be a moving body that travels on the ground, such as an automobile. In particular, in the case of a vehicle such as a truck having a substantially rectangular parallelepiped loading platform, the lateral force received by the vehicle by the crosswind W is large, and thus the present invention is particularly useful.

  The preferred embodiments of the present invention have been described above with reference to the accompanying drawings, but the present invention is not limited to such examples. It is obvious for those skilled in the art that various modifications or modifications can be conceived within the scope of the idea described in the claims, and these naturally belong to the technical scope of the present invention. It is understood.

  The present invention is useful in preventing a vehicle from overturning due to crosswinds, and is particularly useful as a vehicle rollover prevention measure against a gust of wind.

DESCRIPTION OF SYMBOLS 10 Rail vehicle 11 Wheel 20 Rail 30 Rollover prevention apparatus 31 Airfoil part 32 Support part 33 Brake board

Claims (7)

A vehicle rollover prevention device against crosswinds,
Provided on the ceiling surface of the vehicle, provided with an airfoil section whose cross-sectional shape is a wing shape,
An apparatus for preventing a rollover of a vehicle, wherein an inclination of the airfoil portion with respect to the cross wind is adjusted to generate an aerodynamic force in a predetermined direction when the cross wind is generated. 2. The vehicle rollover prevention device according to claim 1, wherein the airfoil portion is housed inside the vehicle during normal travel and is disposed above a ceiling surface of the vehicle when the cross wind is generated. 3. The vehicle rollover prevention device according to claim 1, wherein the aerodynamic force has a component acting toward the side of the cross wind in the vehicle width direction. 3. The vehicle rollover prevention device according to claim 1, wherein the aerodynamic force has a component acting in a vertically downward direction. A plurality of the airfoil portions are provided,
One or more airfoil portions on which an aerodynamic force having a component in the vehicle width direction that has a component toward the direction of generation of the cross wind;
3. The vehicle rollover prevention device according to claim 1, further comprising at least one airfoil portion on which an aerodynamic force having a component directed vertically downward acts. 3. The vehicle rollover prevention according to claim 1, wherein the aerodynamic force has a component acting toward the side where the cross wind is generated in a vehicle width direction and a component acting in a vertically downward direction. apparatus. The vehicle rollover prevention device according to any one of claims 1 to 6, wherein the vehicle is a railway vehicle.

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