JP2018177222A - Vehicle fall prevention structure - Google Patents

Abstract

Provided is a vehicle fall prevention structure capable of improving safety by preventing a passenger from falling into a gap between these connecting portions when a leading vehicle and another vehicle are connected. A fall prevention structure 5 prevents a passenger from falling into a gap between vehicles. The leading vehicle 2A is a vehicle that can connect another vehicle to the leading portion of the leading vehicle 2A. The leading vehicle 2A includes a fall prevention unit 6 that prevents a passenger from falling in a gap between the leading vehicle 2A and another vehicle connected to the leading vehicle 2A. A gap is formed between the fall prevention structure 5 and the vehicle body end surface 3a of the leading vehicle 2A. The airflow toward the vehicle body end surface 3a of the leading vehicle 2A passes through the gap between the fall prevention structure 5 and the vehicle body end surface 3a of the leading vehicle 2A. [Selection] Figure 23

Description

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

  In railcars, in order to prevent a passenger (hereinafter referred to as a passenger) who travels using the railway from falling from the platform of the station to the gap between the vehicles, a fall preventing flange is attached to the end of the vehicle . Such fall-falling fins are provided on the outside of the hollow outside of the through-passage that is installed so as to surround the passage of the vehicle for the purpose of preventing the fall of passengers and crews passing between vehicles and protection from wind and rain. It is a kind, and it is formed in the shape of a flexible and deformable bran or fence.

  As shown in FIG. 35, the conventional vehicle fall prevention structure 105 is attached to the end surface 102a of one intermediate vehicle 102A and the end surface 102a of the other intermediate vehicle 102B connected to the intermediate vehicle 102A. And a U-shaped bent rubber sheet 102b made of a sheet-like elastic body having a predetermined width (see, for example, Patent Document 1). In such a conventional anti-falling structure 105, a rubber tongue 102b prevents a passenger from falling off the platform in the gap between one intermediate vehicle 102A and the other intermediate vehicle 102B.

Japanese Utility Model Publication No. 05-094047

  In the conventional fall prevention structure 105 of a vehicle, rubber blobs 102b are provided on the end face of the intermediate vehicles 102A and 102B having no driver's cab. Therefore, in the conventional vehicle fall prevention structure 105, when the intermediate vehicles 102A and 102B are connected to each other, the rubber fall 102b prevents the passenger from falling into the gap between the intermediate vehicle 102A and the intermediate vehicle 102B. Can. However, in the conventional vehicle fall prevention structure 105, when leading vehicles having a cab are connected to each other, or when intermediate vehicles 102A and 102B and the leading vehicle are connected, a rubber tab 102b is provided between these vehicles. There is a problem that can not be closed.

  An object of the present invention is to provide a vehicle falling prevention structure capable of improving safety by preventing a passenger from falling in a gap between the leading vehicle and another vehicle when connecting the leading vehicle and another vehicle. It is.

The present invention solves the above problems by means of solutions as described below.
In addition, although the code | symbol corresponding to embodiment of this invention is attached | subjected and demonstrated, it does not limit to this embodiment.
The invention according to claim 1 is, as shown in FIGS. 23 and 24, a structure for preventing a vehicle from falling down, which prevents a passenger from falling into a gap between the vehicles, wherein the vehicle is Is the lead vehicle (2A) to which the following vehicles can be connected, and the lead vehicle falls in the gap between the other vehicle (2A, 2B) connected to the lead vehicle and the lead vehicle It is a vehicle anti-falling structure (5) characterized by having a fall prevention part (6) which prevents being carried out, and forming a crevice between the fall prevention structure and the front of the leading vehicle.

  According to a second aspect of the present invention, in the vehicle fall prevention structure of the first aspect, the air flow toward the front surface (3a) of the lead vehicle passes between the fall prevention structure and the front surface of the lead vehicle. It is a fall prevention structure of a vehicle characterized by forming a gap.

  According to the invention of claim 3, in the fall prevention structure for a vehicle according to claim 1 or 2, as shown in FIG. 23, FIG. 24, FIG. 26, and FIG. A fall preventing structure of a vehicle including a mounting portion (18) to be freely mounted.

  According to the invention of claim 4, in the vehicle fall prevention structure according to claim 2 or claim 3, as shown in FIG. 23 and FIG. 24, the mounting portion holds the fall prevention unit (18a). And a supporting portion (18b, 18c) for supporting the vehicle).

  In the fifth aspect of the present invention, in the fall prevention structure for a vehicle according to the fourth aspect, the support portion (18b) is detachably fixed to the underframe (3j) of the leading vehicle, and the holding portion According to another aspect of the present invention, there is provided a vehicle falling prevention structure characterized in that the vehicle body is connected.

  The invention according to claim 6 is the vehicle fall preventing structure according to claim 4, wherein the support portion (18c) is detachably fixed to the front surface of the leading vehicle, and the holding portion and the vehicle body It is a falling prevention structure of a vehicle characterized by connecting.

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

BRIEF DESCRIPTION OF THE DRAWINGS It is a perspective view which shows roughly a vehicle provided with the fall prevention structure of the vehicle which concerns on 1st Embodiment of this invention. BRIEF DESCRIPTION OF THE DRAWINGS It is a front view which shows roughly the vehicle provided with the fall prevention structure of the vehicle which concerns on 1st Embodiment of this invention. BRIEF DESCRIPTION OF THE DRAWINGS It is a longitudinal cross-sectional view which shows roughly a vehicle provided with the fall prevention structure of the vehicle which concerns on 1st Embodiment of this invention. It is sectional drawing which shows the state cut | disconnected by the IV-IV line of FIG. It is sectional drawing which expands and shows V part of FIG. FIG. 6 is a cross-sectional view showing a state of being cut along a VI-VI line of FIG. 2; FIG. 7 is an enlarged sectional view showing a part of the vehicle provided with the vehicle fall prevention structure according to the first embodiment of the present invention, and FIG. 7A is an enlarged sectional view showing a VIIA portion of FIG. (B) is a cross-sectional view showing a VIIB portion of FIG. 6 in an enlarged manner. It is a side view which shows typically a division merger state of the lead vehicles provided with the fall prevention structure of vehicles concerning a 1st embodiment of this invention, and (A) is a side view at the time of connecting lead vehicles. (B) is a side view when leading vehicles are divided. FIG. 6A is a side view schematically showing a state of reinforcement of a leading vehicle and an intermediate vehicle provided with the vehicle overturn prevention structure according to the first embodiment of the present invention, where (A) is a case where the number of intermediate vehicles is increased in the leading vehicle FIG. 7B is a side view of the case where the intermediate vehicle is disintegrated from the leading vehicle. It is a top view which shows typically the state where top vehicles provided with the fall prevention structure of vehicles concerning a 1st embodiment of this invention were connected, and (A) is a top view showing the state which moves a straight section (B) is a top view which shows the state which moves a curve area. It is a perspective view showing roughly the vehicles provided with the fall prevention structure of the vehicles concerning a 2nd embodiment of this invention. It is a front view showing roughly vehicles provided with a fall prevention structure of vehicles concerning a 2nd embodiment of this invention. It is sectional drawing which shows the state cut | disconnected by the XIII-XIII line of FIG. It is sectional drawing which shows the state cut | disconnected by the XIV-XIV line | wire of FIG. It is a perspective view showing roughly the vehicles provided with the fall prevention structure of the vehicles concerning a 3rd embodiment of invention. It is a front view showing roughly the vehicles provided with the fall prevention structure of the vehicles concerning a 3rd embodiment of this invention. FIG. 17 is a cross-sectional view showing a state of being cut along line XVII-XVII in FIG. 16; FIG. 18 is a cross-sectional view showing a state of being cut along line XVIII-XVIII in FIG. 17; It is a perspective view showing roughly the vehicles provided with the fall prevention structure of the vehicles concerning a 4th embodiment of this invention. It is a front view showing roughly the vehicles provided with the fall prevention structure of the vehicles concerning a 4th embodiment of this invention. FIG. 21 is a cross-sectional view showing a state of being cut along line XXI-XXI in FIG. 20. FIG. 26 is a cross-sectional view showing a state of being cut along a line XXII-XXII in FIG. 25. It is a perspective view of a leading vehicle provided with the fall prevention structure of the vehicle concerning 5th Embodiment of this invention. It is a side view showing the state where top vehicles provided with the fall prevention structure of the vehicles concerning a 5th embodiment of this invention were connected. It is a front view of the fall prevention part of the fall prevention structure of the vehicle which concerns on 5th Embodiment of this invention. It is a side view of the fall prevention part of the fall prevention structure of the vehicle which concerns on 5th Embodiment of this invention. FIG. 27 is a cross-sectional view showing a state of being cut along line XVII-XVII in FIG. 26. FIG. 28 is a block diagram of a wind tunnel test apparatus used in the wind tunnel test, (A) is a side view, (B) is a plan view, and (C) is cut along line XXVIII-XXVIIIC of (B) It is sectional drawing which shows the state which was carried out. It is an external view of a model vehicle used for a wind tunnel test, (A) is a top view, (B) is a side view, and (C) is a front view. BRIEF DESCRIPTION OF THE DRAWINGS It is an external view of the vehicle head part of the model vehicle used for the wind tunnel test, (A) is a front view, (B) is a side view which abbreviate | omits and shows one part. It is a top view of the fall prevention structure which concerns on the Example of this invention, (A)-(D) is a top view of Examples 1-1-1-4, (E)-(H) is Example 2. It is a top view of -1-2-4. It is a graph which shows the measurement result of the air resistance coefficient of the model vehicle used for the wind tunnel test. It is a graph which shows the measurement result by visualization of the flow around the head part of the model vehicle used for the wind tunnel test. It is a photograph which shows the measurement result by visualization of the flow around the head part of the model vehicle used for the wind tunnel test, (A) is a measurement result of Example 2-4, (B) is a measurement result of a comparative example. . It is a perspective view which shows roughly the conventional fall prevention structure of a vehicle.

First Embodiment
Hereinafter, the first embodiment of the present invention will be described in detail with reference to the drawings.
The track 1 shown in FIGS. 1 to 4 and 6 is a passage (track) along which the leading vehicle 2A travels, and includes a pair of rails 1a for guiding the wheels 4a of the leading vehicle 2A. The lead vehicle 2A is a moving body that travels along the track 1, and is a railcar such as a train, an electric train or a locomotive. The leading vehicle 2A includes the vehicle body 3 shown in FIGS. 1 to 6, the carriage 4 shown in FIG. 3, the fall prevention structure 5 shown in FIGS. 1 to 5 and the air flow separation suppression structure 8 shown in FIGS. Is equipped. The lead vehicle 2A is provided with a fall prevention function that prevents a passenger from falling from the platform, and a peeling suppression function that suppresses the separation of the flow of the air flow F. The leading vehicle 2A shown in FIGS. 1 to 5 is a vehicle capable of connecting another vehicle to the leading portion of the leading vehicle 2A as shown in FIGS. Room). The lead vehicle 2A is, for example, a control vehicle capable of performing operation control of a train and having no prime mover, a control electric vehicle having a prime mover capable of performing operation control of a train, or a controlled internal combustion vehicle.

  The vehicle body 3 shown in FIGS. 1 to 6 is a structure for loading and transporting passengers. The vehicle body 3 is shown in FIG. 1 to FIG. 7 as a vehicle body end face (vehicle body front surface) 3a, FIG. 1, FIG. 2, FIG. 4 and FIG. A vehicle body upper surface 3d, and a vehicle body bottom 3e shown in FIGS. 1 and 3 are provided. The vehicle body end face 3a shown in FIGS. 1 to 7 is an outer plate (a toe plate) that constitutes a buttock (a front structure) of the leading vehicle 2A, and is a leading portion of the leading vehicle 2A. The vehicle body end face 3a has a gable shape which is easy to mass-produce and low in cost. For example, the end plate of the vehicle body end face 3a is flat and perpendicular to the side plate, and chamfering or rounding is formed at the corner. The vehicle body end face 3a is used when a passenger and a crew member move between front and rear vehicles when the leading car 2A is connected during formation, and a driver entrance 3f used when a crew member looks at the front of the cab The front window (front glass) 3g etc. which were formed in are provided. The vehicle body side surfaces 3b and 3c shown in FIG. 1, FIG. 2, FIG. 4 and FIG. 6 are outer plates (side plates) that make up the side stance (side structure) of the lead vehicle 2A, and as shown in FIG. And a side entrance 3i used when a passenger gets on / off. The vehicle body upper surface 3d shown in FIGS. 1 to 3 and FIG. 7 is an outer panel (a roof panel) that constitutes a roofing (a roof structure) of the leading vehicle 2A, such as an air conditioner for air conditioning a vehicle interior. Rooftop equipment will be installed. The vehicle body bottom 3e shown in FIGS. 1 and 3 is an outer plate that constitutes the floor (floor structure) of the leading vehicle 2A, and a traveling device such as a carriage 4 is installed. The carriage 4 shown in FIG. 3 is a traveling device (running device) that supports the vehicle body 3 and travels on the track 1, and includes a wheel 4a and the like in rolling contact with the rail 1a.

  The fall prevention structure 5 shown in FIGS. 1 to 5 is a structure for preventing a passenger from falling in a gap between vehicles. In the fall prevention structure 5, when leading vehicles 2A are connected as shown in FIG. 8 (A) or when leading vehicle 2A and intermediate vehicle 2B are connected as shown in FIG. 9 (A), these vehicles It prevents passengers from intruding into the gap between them and prevents them from falling onto the track 1 from the station platform. The fall prevention structure 5 is not a structure in which the conventional fall prevention structure 105 as shown in FIG. 35 is disposed on the end face 102a opposite to the cab side of the lead vehicle 2A, but a wife of the cab side of the lead vehicle 2A. It is arranged on the surface. The fall prevention structure 5 is disposed below both edges of the vehicle body end surface 3a so as not to block the view of the crew in the lead vehicle 2A, and is disposed so as to project from the vehicle body end surface 3a. The fall prevention structure 5 is provided with the fall prevention part 6 shown in FIGS. 1-5, the mounting part 7 etc. which are shown in FIG.

  The fall prevention unit 6 illustrated in FIGS. 1 to 5 is a portion that prevents a passenger from falling in a gap between the leading vehicle 2A and another vehicle connected to the leading vehicle 2A. As shown in FIGS. 4 and 5, the fall prevention portion 6 has a substantially triangular cross section when cut in a horizontal plane, and a substantially rectangular cross section when cut in a vertical plane as shown in FIGS. It is a plate-like member. In the fall prevention unit 6, as shown in FIG. 10A, when the straight section passes, a passenger is inserted between the fall prevention unit 6 on the side of the lead vehicle 2A on one side and the fall prevention unit 6 on the side of the lead vehicle 2A on the other side. It forms a slight gap that does not fall. On the other hand, as shown in FIG. 10 (B), the fall prevention unit 6 includes the fall prevention unit 6 on one lead vehicle 2A side and the fall prevention unit 6 on the other lead vehicle 2A side at the time of passing a branch or curve section. It bends when it contacts. The fall prevention portion 6 is formed to be thinner toward the tip end 6 a so that a portion near the tip end 6 a has flexibility. When a passenger collides with the fall prevention unit 6, the fall prevention unit 6 applies an elastic force (repulsive force) to the passenger so that the passenger leaves the gap between the vehicles. As shown in FIGS. 1, 4 and 5, the fall prevention unit 6 protrudes by a predetermined amount in the X-axis direction (the front-rear direction (length direction) of the leading vehicle 2A), and the Y-axis direction It has a predetermined thickness in the left-right direction (width direction) of the vehicle 2A, and has a predetermined length in the Z-axis direction (the vertical direction (height direction) of the lead vehicle 2A). The fall prevention unit 6 is an elastic body such as rubber, a rigid body such as aluminum, or a combination thereof. For example, it is preferable that a part or all of the fall prevention part 6 be an elastic body having flexibility, so that the end 6a gradually becomes thinner toward the end 6a. Molded rubber plates are preferred.

The fall prevention portion 6 protrudes from the vehicle body end face 3a of the lead vehicle 2A along the lower side edge portions on both sides of the car body end surface 3a of the lead vehicle 2A, as shown in FIGS. 1 to 3. as such are inclined inwardly with respect to the center line L ₀ of the leading vehicle 2A, with respect to the center line L ₀ of the leading vehicle 2A the center line L ₁ of the fall prevention part 6 becomes inclined angle θ It is arranged. When the inclination angle θ is less than 20 °, the fall prevention effect of the airflow F is reduced and the air resistance acting on the leading vehicle 2A is increased. When the inclination angle θ exceeds 35 °, the gap between the vehicles In order to make the fall prevention part 6 larger in size, the inclination angle θ = 20 ° to 35 ° inside the vehicle body end face 3a of the lead vehicle 2A with respect to the center line L ₀ of the lead vehicle 2A. It is preferable to make it incline. The fall prevention portion 6 has a tip 6a shown in FIGS. 1 to 5, an inner surface (inner side surface) 6 b shown in FIGS. 1 and 3 to 5, and an outer surface shown in FIGS. 1, 4 and 5. (Outside side surface) 6c, and a mounting portion 6d shown in FIG. The fall prevention unit 6 is detachably fixed to the mounting unit 7 by a fixing member such as a bolt or a screw. The fall prevention unit 6 is attached to the attachment unit 7 by sliding the fall prevention unit 6 from the top to the bottom with respect to the attachment unit 7, and the fall prevention from the bottom to the top with respect to the attachment unit 7 It is removed from the mounting portion 7 by sliding the portion 6.

  The tip portion 6 a shown in FIGS. 1 to 5 is a portion that constitutes the tip of the fall prevention portion 6. The tip portion 6a is rounded to prevent damage when the fall preventing portions 6 contact with each other. The inner surface 6 b shown in FIGS. 1 and 3 to 5 is a portion that constitutes the inner side surface of the fall prevention portion 6. The inner surface 6b is formed flat as in the case of the vehicle body side surfaces 3b and 3c of the vehicle body 3, and is located inside the vehicle body end surface 3a when viewed from the vehicle body end surface 3a. The outer surface 6 c shown in FIGS. 1, 4 and 5 is a portion that constitutes the outer side surface of the fall prevention portion 6. As shown in FIG. 5, the outer surface 6c is flat on the side of the mounting portion 6d in parallel to the inner surface 6b, and is located outside the vehicle end surface 3a when viewed from the vehicle end surface 3a. The outer surface 6c is formed in an inclined surface (taper surface) inclined at a predetermined angle so as to approach the inner surface 6b as it gets closer to the tip 6a. The attachment portion 6 d shown in FIG. 5 is a portion for attaching the fall prevention portion 6 to the attachment portion 7. The mounting portion 6 d is a concavo-convex portion formed at the rear end portion of the fall prevention portion 6, and is formed linearly along the height direction of the fall prevention portion 6.

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

  The mounting portion 7 a is a portion for mounting the fall prevention portion 6 to the mounting portion 7. The mounting portion 7 a is a groove formed in a concave shape at the front end portion of the mounting portion 7, and is formed linearly along the height direction of the mounting portion 7. The mounting portion 7a is fitted with the uneven portion of the mounting portion 6d of the fall prevention unit 6, and guides the fall prevention unit 6 so as to be movable in the vertical direction when the fall prevention unit 6 is attached and detached. The attachment portion 7 b is a portion for attaching the attachment portion 7 to the peeling suppression portion 9A. The mounting portion 7 b is formed flat at the rear end of the mounting portion 7, and is formed linearly along the height direction of the mounting portion 7 in the same manner as the mounting portion 7 a. The inner surface 7 c is a portion that constitutes the inner side surface of the mounting portion 7. The inner surface 7c is smooth on the inner surface 6b of the fall preventing portion 6 so that the air flow F flowing along the inner surface 6b of the fall preventing portion 6 flows along the inner surface 7c. It is connected. The outer surface 7 d is a portion that constitutes the outer side surface of the mounting portion 7. As for the outer surface 7d, the tip of the outer surface 7d is made smooth to the outer surface 6c of the fall preventing portion 6 so that the air flow F flowing along the outer surface 6c of the fall prevention portion 6 flows along the outer surface 7d. It is connected.

  The air flow separation suppressing structure 8 shown in FIGS. 1 to 7 is a structure that suppresses the separation of the air flow F from the leading portion of the leading vehicle 2A when the leading vehicle 2A travels. The air flow separation suppressing structure 8 reduces the air resistance of the leading vehicle 2A by suppressing the separation of the air flow F by guiding the air flow F that collides with the vehicle body end face 3a to the vehicle body side surfaces 3b and 3c and the vehicle body upper surface 3d. The generation of the tunnel micro pressure wave is reduced by suppressing the increase in the apparent vehicle cross-sectional area of the leading portion of the vehicle 2A. The air flow separation suppressing structure 8 suppresses pressure fluctuation in the tunnel generated at the time of entry into the tunnel of the leading vehicle 2A, and reduces the body structure fatigue caused by the repeated load acting on the vehicle body 3 when the vehicle body 3 is an airtight structure. Do. The air flow reduction suppressing structure 8 reduces an ear pinching phenomenon that is unpleasant or uncomfortable feeling of the ears generated to the passenger in the vehicle body 3 due to the pressure fluctuation in the tunnel generated at the time of the tunnel entry of the leading vehicle 2A. The air flow suppression structure 8 is made of, for example, a metal such as aluminum or stainless steel, a synthetic resin such as an acrylic resin, a fiber reinforced plastic (FRP), a rubber, or the like. The air flow peeling suppression structure 8 is provided with the peeling suppression parts 9A-9C etc. which suppress the peeling of the air flow F from the lead vehicle 2A, as shown in FIGS. 1-7. As shown in FIGS. 1 and 2, the air flow separation suppressing structure 8 is disposed along the both edges and the upper edge of the vehicle body end surface 3a so as to surround the vehicle body end surface 3a.

  The separation suppressing portion 9A shown in FIGS. 1 to 5 guides the air flow F directed to the vehicle body end face 3a of the leading vehicle 2A from the surface of the fall preventing portion 6 to the side surfaces 3b and 3c of the leading vehicle 2A. Control the separation of the air flow F from. The peeling suppressing portion 9A is disposed between the falling prevention portion 6 and the mounting portion 7 and the vehicle body end face 3a as shown in FIG. 5, and as shown in FIGS. It is arrange | positioned along the part in the lower half (side lower half) of the both sides of the vehicle body end surface 3a. The peeling suppression unit 9A is supported by the lead vehicle 2A and can be detachably attached to the lead vehicle 2A. The peeling suppression part 9A is provided with the fin part 10 shown in FIG. 1, FIG. 3-5, the support part 11 etc. which are shown in FIG.4 and FIG.5.

  The derailment suppression unit 9B shown in FIGS. 1 to 3 and FIG. 7B guides the air flow F that has collided with the vehicle body end face 3a of the lead vehicle 2A to the vehicle body side surfaces 3b and 3c of the lead vehicle 2A. It is a part which suppresses the exfoliation of airflow F from 2A. As shown in FIGS. 1 and 2, the peeling suppressing portion 9B is disposed along both edges of the vehicle end 3a and the shoulder of the vehicle end 3a except for the portion where the peeling suppressing portion 9A is disposed. . The peeling suppressing portion 9B is a shoulder portion where the upper half (side upper half) on both sides of the vehicle end surface 3a, the lower end (lower end) on both sides of the vehicle end 3a, and both edges of the vehicle end 3a intersect with the upper edge (Both shoulders) are arranged. The peeling suppression part 9B is provided with the louver part 12 shown to FIGS. 1-3, FIG.6 and FIG.7 (B), the support part 13 etc. which are shown to FIG.6 and FIG.7 (B).

  From the leading vehicle 2A, the separation suppressing portion 9C shown in FIGS. 1 to 3 and 7A guides the air flow F that has collided with the end surface 3a of the leading vehicle 2A to the upper surface 3d of the leading vehicle 2A. Of the air flow F is suppressed. The separation suppressing portion 9C is disposed along the upper edge (roof) of the vehicle body end face 3a as shown in FIGS. 1 and 2. The peeling suppressing portion 9C includes a fin portion 14 shown in FIGS. 1 to 3 and 7A, a guiding portion 15 shown in FIGS. 1, 3 and 7A, and FIGS. 3 and 7A. And the like.

The fin 10 shown in FIGS. 1 and 3 guides the air flow F from the outer surface 6c of the fall prevention unit 6 toward the vehicle body side surfaces 3b and 3c of the lead vehicle 2A, and the inner surface 6b of the fall prevention unit 6 vehicle side 3b of the leading vehicle 2A, a portion for guiding the air flow F in the gap delta ₁ between 3c. As shown in FIG. 5, the fin portion 10 is a blade-shaped member in appearance, and includes a concave curved surface 10a, a convex curved surface 10b, an attachment portion 10c, and the like. As shown in FIGS. 3 and 5, the tip end portion of the fin portion 10 is curved toward the vehicle body end face 3a, and protrudes slightly ahead of the vehicle body end face 3a. As shown in FIG. 3, the rear end portion of the fin portion 10 is curved toward the vehicle body side surfaces 3b and 3c and formed parallel to these surfaces, and slightly protrudes from these surfaces.

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

  The convex curved surface 10 b is a portion that guides the air flow F from the outer surface 6 c of the fall prevention unit 6 toward the vehicle body side surfaces 3 b and 3 c of the lead vehicle 2 A. The convex curved surface 10b constitutes the outer surface of the fin portion 10 on the opposite side to the side facing the leading vehicle 2A, and is curved toward the vehicle body end face 3a. The convex curved surface 10b passes through the outer surface 6c of the fall prevention portion 6 and the air flow F flowing along the outer surface 7d of the mounting portion 7 flows along the convex curved surface 10b. The tip of the surface 10b (upstream side of the air flow F) is smoothly connected to the outer surface 6c of the fall prevention portion 6, and the rear end (downstream side of the air flow F) of the convex curved surface 10b is a concave curved surface It is connected smoothly to the rear end of 10a.

  The mounting portion 10 c is a portion for mounting the peeling suppressing portion 9 A to the mounting portion 7. The mounting portion 10 c is formed flat at the end of the peeling suppressing portion 9 A, and is formed linearly along the height direction of the fin portion 10. The mounting portion 10 c is detachably joined to the mounting portion 7 b on the mounting portion 7 side.

  The support portion 11 shown in FIGS. 4 and 5 is a portion for supporting the fin portion 10 on the vehicle body 3. A plurality of support portions 11 are arranged at predetermined intervals in the length direction of fin portion 10 (the height direction of leading vehicle 2A), and connect concave curved surface 10a of fin portion 10 to vehicle body 3. The support portion 11 is a plate-like member in which the end portions on the upstream side and the downstream side are rounded, and both surfaces are flat. The support portion 11 is detachably fixed to the vehicle body 3 by a fixing member such as a bolt or a screw.

Louver 12 shown in FIGS. 6 and 7 (B) shows the vehicle body side 3b, together with the passing air flow F in the gap delta ₂₁ between 3c and the inner fin portion 12a, the inner fin portions 12a and the outer fin portion 12b The air flow F is allowed to pass through the gap Δ ₂₂ between them. The louver part 12 is provided with the inner side fin part 12a shown to FIGS. 1-3 and FIG. 7 (B), the outer side fin part 12b, permeation | transmission part 12c, 12d etc. which are shown in FIGS.

  The inner fin portion 12 a shown in FIGS. 1 to 3 and FIG. 7B is a portion that changes the direction of the air flow F. The inner fin portion 12a is disposed between the vehicle body 3 and the outer fin portion 12b, as shown in FIGS. 6 and 7B. As shown in FIG. 7B, the inner fin portion 12a is a vane-shaped member provided with a concave curved surface 12e and a convex curved surface 12f that are curved toward the vehicle body end face 3a, and the side facing the leading vehicle 2A A concave curved surface 12e is provided on the surface of the surface, and a convex curved surface 12f is provided on the surface opposite to the side facing the leading vehicle 2A. The tip end portion of the inner fin portion 12a is curved toward the vehicle body end surface 3a, and protrudes slightly in front of the vehicle body end surface 3a. The rear end portion of the inner fin portion 12a is curved toward the side surfaces 3b and 3c of the vehicle body and formed parallel to these surfaces, and slightly protrudes from these surfaces.

  The outer fin portion 12b shown in FIGS. 1 to 3 and 7B is a portion that changes the direction of the air flow F between itself and the inner fin portion 12a. As shown in FIGS. 6 and 7B, the outer fins 12b are arranged outside the inner fins 12a at a predetermined interval. As shown in FIG. 7 (B), the outer fin portion 12b is provided with a concave curved surface 12g and a convex curved surface 12h that are curved toward the vehicle body end face 3a, and is a vane-shaped member similar to the inner fin portion 12a. It is. The outer fin portion 12b has a concave curved surface 12g on the surface facing the inner fin portion 12a, and has a convex curved surface 12h on the surface opposite to the side facing the inner fin portion 12a. The tip of the outer fin portion 12b is curved toward the end face 3a of the vehicle body, and protrudes slightly in front of the tip of the inner fin portion 12a. The rear end portion of the outer fin portion 12b protrudes slightly in front of the rear end portion of the inner fin portion 12a.

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

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

Fin unit shown in FIGS. 1-3 and FIG. 7 (A) 14 is a portion which passes the airflow F into the gap delta ₃ between the vehicle body upper surface 3d. As shown in FIGS. 1 and 2, in the fin portion 14, a portion for guiding the air flow F to the center of the upper surface 3d of the vehicle body is more than a portion for guiding the air flow F to both edges of the upper surface 3d of the vehicle It projects in the direction of travel forward (in front of the vehicle end face 3a). The fin portion 14 is a portion that changes the direction of the air flow F. As shown in FIG. 7A, the fin portion 14 is a vane-shaped member provided with a concave curved surface 14g and a convex curved surface 14h that are curved toward the vehicle body end face 3a, and on the side facing the leading vehicle 2A. A concave curved surface 14g is provided on the surface, and a convex curved surface 14h is provided on the surface opposite to the side facing the leading vehicle 2A. As shown in FIGS. 3 and 7A, the tip end portion of the fin portion 14 is curved toward the end surface 3a of the vehicle body, and protrudes slightly in front of the end surface 3a of the vehicle body. The rear end portion of the fin portion 14 is curved toward the upper surface 3 d of the vehicle body and formed parallel to the surface of the upper surface 3 d of the vehicle body, and slightly protrudes from the surface of the upper surface 3 d of the vehicle body.

  The guiding portion 15 shown in FIGS. 1, 3 and 7A is configured such that the airflow F passing through the fin portion 14 flows along the upper surface 3d of the leading vehicle 2A. It is a portion guided by the upper surface 3d of the vehicle body. The guiding portion 15 is a parallel flat plate portion arranged in parallel with the upper surface 3d of the vehicle at a predetermined distance from the upper surface 3d of the vehicle, and both edges are curved along the upper surface 3d of the vehicle as shown in FIGS. doing. The induction | guidance | derivation part 15 is provided with the rectification | straightening part 15a etc., as shown to FIG. 1, FIG. 3 and FIG. 7 (A).

1, the rectifying section 15a shown in FIGS. 3 and FIG. 7 (A) to guide the airflow F that passes through the gap delta ₃ between the vehicle body upper surface 3d and the fin portion 14 along the vehicle body upper surface 3d, the It is a part that rectifies the air flow F. The straightening unit 15a is a straightening vane (extended flat plate) portion extending substantially parallel to the top surface 3d of the leading vehicle 2A from the rear end portion of the fin unit 14. The rectifying unit 15a is a long plate-shaped member having a substantially uniform thickness and width. The rectifying portion 15a is disposed on the rear side of the upper surface 3d of the fin portion 14 so as to be spaced apart from the upper surface 3d, and extends parallel from the rear end portion of the fin portion 14 along the upper surface 3d. ing. The straightening unit 15a has a tip end of the straightening unit 15a so that the air flow F flowing along the concave curved surface 14g and the convex curved surface 14h of the fin unit 14 flows along the inner surface and the outer surface of the straightening unit 15a. Are smoothly connected to the fin portion 14.

  The support portion 16 shown in FIGS. 3 and 7A is a portion for supporting the rectifying portion 15 a on the vehicle body 3. A plurality of support portions 16 are arranged at predetermined intervals in the length direction of the flow straightening portion 15a (the width direction of the leading vehicle 2A), and connect the flow straight portion 15a and the vehicle body 3. The support portion 16 is a plate-like member having rounded ends on the upstream side and the downstream side and both surfaces being flat, and is detachably fixed to the vehicle body 3 by a fixing member such as a bolt or a screw. .

Next, the operation of the vehicle overturn prevention structure according to the first embodiment of the present invention will be described.
(Fall prevention function)
Trains T ₁ and T ₂ shown in FIGS. 8 and 9 are vehicles configured to drive the track 1. Trains T ₁ and T ₂ are, for example, passenger trains configured to transport passengers. Train T ₁ shown in FIG. 8 is organized by two trains terminus or starting station are different T _11, T _12. Train T ₂ shown in FIG. 9, a terminal station is organized by two different trains T _21, T _22. The lead vehicle 2A is provided with a driver's cab (crew room) for controlling the operation of the trains T ₁ and T _2, and is a vehicle connected to the head or tail during formation of the trains T ₁₁ , T ₁₂ , T ₂₁ , T _22. It is. The intermediate vehicle 2B does not have a driver's room (crew room) for controlling the operation of the trains T ₁ and T ₂ and is connected between the leading vehicles 2A at the leading and trailing ends, and during formation of the trains T ₁ and T ₂ At the middle of the

The railway vehicle, as shown in FIG. 8, when operating the train T ₁ to the terminus from the starting station, different starting station of the train T _11, T ₁₂ or between different terminal station of the train T _11, T ₁₂ between There is a multi-tier train that operates while dividing and merging. For example, as shown in FIG. 8A, such a multi-layered train is formed by combining a plurality of trains T ₁₁ and T ₁₂ having the same departure station but different end stations as one train T _1. As shown in FIG. 8 (B), the trains T ₁₁ and T ₁₂ having different end stations are divided at the middle of the station and driven to the end station. Also, such a multi-layered train, for example, as shown in FIG. 8 (B), a plurality of trains T ₁₁ and T ₁₂ having the same terminal station but different start departure stations, one train T ₁ at the station combined to organize as, it is driving up to the terminus of the train T ₁ as shown in FIG. 8 (a). In such a through coach, as shown in FIG. 8 (A), are connected in a state where the leading vehicle 2A is facing each other of the lead vehicle 2A and trains T ₂ side of the train T ₁ side one of the train T ₁ It is operated as.

On the other hand, the railway vehicle, as shown in FIG. 9, increasing solution binding to hematopoiesis and Kaiyui knitting train T ₂ during operation is carried out. In such increasing solution formation, for example, as shown in FIG. 9 (A), to organize one of the train T ₂ merges train T ₂₂ to the train T _21, the middle as shown in FIG. 9 (B) the train T ₂₂ from the train T ₂ at the station and Kaiyui (disconnected) to organize the train T ₂₁ and, are driving this train T ₂₁ until the terminus. Further, in such increased resolution imaging, for example, as shown in FIG. 9 (B), organized and merged with hematopoiesis train T ₂₂ on the way the station is the train T ₂₁ as one of the train T _2, FIG. It is driving the train T ₂ to the terminus as shown in 9 (a). In such increasing solution formation, Figure 9 (A), the coupled in a state where the intermediate vehicle 2B of the leading vehicle 2A and trains T ₂ side of the train T ₁ side is facing each other one of the train T ₂ It is operated as.

  In the conventional railway vehicle, as shown in FIG. 35, when connecting intermediate vehicles 102A and 102B, the gap between the connecting parts of intermediate vehicles 102A and 102B is closed by fall prevention unit 106, and the passenger falls from the platform To prevent. However, in a conventional rail car, since the lead vehicle does not have the fall prevention portion, when the lead vehicles are connected or when the intermediate vehicle and the lead vehicle are connected, the connection portion between the lead vehicles and the lead vehicle A gap is formed at the connection between the vehicle and the intermediate vehicle.

  As shown in FIG. 8 and FIG. 9, since the fall prevention part 6 is present at the leading end of the leading vehicle 2A, as shown in FIG. 8 (A), when leading vehicles 2A of multilayer trains are connected, The fall preventing portion 6 closes the gap between the connecting portions of the leading vehicles 2A. As a result, the fall prevention unit 6 prevents the passenger from falling from the platform in the gap between the leading vehicles 2A. Further, as shown in FIG. 9A, even when the train is consolidated, when the leading vehicle 2A and the intermediate vehicle 2B are coupled, the gap in the connecting portion between the leading vehicle 2A and the intermediate vehicle 2B Fall prevention part 6 closes. As a result, the fall prevention unit 6 prevents the passenger from falling from the platform in the gap between the leading vehicle 2A and the intermediate vehicle 2B.

  As shown in FIG. 10A, when the lead vehicles 2A travel in a straight section in a state where the lead vehicles 2A are connected to each other, the fall prevention unit 6 closes the gap between the lead vehicles 2A. On the other hand, as shown in FIG. 10B, when the leading vehicle 2A enters the curved section from the straight section, the corners of the leading vehicle 2A outside the track 1 (outside of the outer track) are separated from each other and the leading vehicle 2A The gap between the connecting portions of the two vehicles becomes wide, and the corners of the leading vehicles 2A on the inner side (the inner rail side) of the track 1 approach each other, and the gap between the connecting portions of the leading vehicles 2A narrows. As shown in FIG. 10 (B), even if the lead vehicle 2A passes through the curved section, the fall prevention unit 6 on one lead vehicle 2A side contacts the fall prevention unit 6 on the other lead vehicle 2A side Since the both fall prevention parts 6 bend, the fall prevention parts 6 do not break. Further, as shown in FIG. 10, the protrusion length of the separation suppressing portion 9C for guiding the air flow F to both edge portions of the vehicle body upper surface 3d of the lead vehicle 2A makes the air flow F in the center of the vehicle upper surface 3d of the lead vehicle 2A. It is shorter than the protruding length of the lead separation suppressing portion 9C. For this reason, when the lead vehicle 2A moves in the curved section, the peeling suppression unit 9C on one lead vehicle 2A side does not interfere with the peeling suppression unit 9C on the other lead vehicle 2A side.

(Feeling suppression function)
For example, when the leading vehicle 2A travels in the X-axis direction in the absence of the separation suppressing portions 9B and 9C shown in FIGS. 1 to 3, 6 and 7, the air flow F which collides with the vehicle body end face 3a The separated air flow F is separated from the front edges of the vehicle body side surfaces 3b and 3c and the vehicle body upper surface 3d in the forward traveling direction (downstream side) of the leading vehicle 2A. Adhere to. Therefore, the apparent cross-sectional area of the leading portion of the leading vehicle 2A is increased due to the separation of the air flow F from the vehicle body end face 3a, and the pressure fluctuation generated when the leading vehicle 2A rushes into a fixed structure such as a tunnel is increased. Do.

On the other hand, when the leading vehicle 2A travels in the X-axis direction in the state where the peeling suppressing portion 9B shown in FIGS. 1 to 3, 6 and 7B is present, the air flow F that collides with the vehicle body end face 3a is the vehicle side 3b. , together with the gap delta ₂₁ between 3c and the inner fin portion 12a passes air flow F, the gap delta ₂₂ between the inner fin portion 12a and the outer fin portion 12b airflow F passes. Further, when the leading vehicle 2A travels in the X-axis direction in the state where the peeling suppressing portion 9C shown in FIG. 1 to FIG. 3 and FIG. 7A is present, the air flow F which collides with the vehicle body end face 3a the gap delta ₃ between the 14 airflow F passes. Airflow F that passes through the gap delta ₃ between the vehicle body upper surface 3d and the fin portion 14 is guided between the vehicle body upper surface 3d and rectifying section 15a by the induction unit 15.

When the leading vehicle 2A including the separation suppressing portion 9A shown in FIGS. 1 to 5 travels in the X-axis direction, the air flow F directed to the tip 6a of the falling prevention portion 6 covers the outer surface 6c of the falling prevention portion 6 and the mounting portion 7 The air flows along the inner surface 7c, and the air flow F flows from the inner surface 6b of the fall prevention portion 6 and the outer surface 7d of the mounting portion 7 along the side surfaces 3b and 3c. Further, when the leading vehicle 2A provided with the separation suppressing portion 9A travels in the X-axis direction, the air flow F directed to the tip portion 6a of the falling prevention portion 6 is along the inner surface 6b of the falling prevention portion 6 and the inner surface 7c of the mounting portion 7 flow Te, the vehicle body side 3b, 3c and to the gap delta ₁ between the concave curved surface 10a of the fin 10 passes through airflow F, the airflow F flows along the side surface of the vehicle body 3b, 3c.

  Therefore, the air flow F is guided from the vehicle body end face 3a to the vehicle body side surfaces 3b and 3c and the vehicle body upper surface 3d, and the air flow F flows along these surfaces. As a result, it is suppressed that the airflow F which has collided with the vehicle body end face 3a is peeled off and the apparent cross-sectional area of the leading portion of the leading vehicle 2A is increased, and the leading vehicle 2A rushes into a fixed structure such as a tunnel. The pressure fluctuations that occur are reduced.

The fall prevention structure of a vehicle according to the first embodiment of the present invention has the following effects.
(1) In the first embodiment, the leading vehicle 2A is a vehicle to which another vehicle can be connected to the leading portion of the leading vehicle 2A, and the other vehicles connected to the leading vehicle 2A and the leading vehicle 2A The leading vehicle 2 </ b> A is provided with a fall prevention unit 6 that prevents a passenger from falling in the gap between the two. Thus, for example, it can be prevented when the through coach T ₁ as shown in FIG. 8 (A), a passenger in the gap of the connecting portion between the leading vehicle 2A is a to fall. Further, it is possible to prevent the case of the train T ₂ for the multiplication solutions sintered as shown in FIG. 9 (A), a passenger in the gap of the connecting portion between the lead vehicle 2A and the intermediate vehicle 2B is a to fall. As a result, when the leading vehicle 2A and another vehicle are connected, it is possible to prevent a passenger from falling in the gap between these connected portions, and to improve safety.

(2) In the first embodiment, the air flow F directed to the vehicle body end face 3a of the lead vehicle 2A is guided from the inner surface 6b and the outer surface 6c of the fall prevention portion 6 to the vehicle side 3b, 3c of the lead vehicle 2A. The separation suppressing portion 9A suppresses the separation of the airflow F from the leading vehicle 2A. For this reason, it is possible to suppress the air flow F colliding with the fall prevention portion 6 from coming off from the vehicle body end face 3a.

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

(4) In the first embodiment, the mounting portion 7 is detachably mounted on the peeling suppressing portion 9A. Therefore, the fall prevention unit 6 can be easily mounted on the existing leading vehicle at a low cost without remodeling the structure of the existing leading vehicle on a large scale. Further, when the fall prevention unit 6 is deteriorated, damaged or soiled, the fall prevention unit 6 can be easily removed, and can be easily replaced with the new fall prevention unit 6 in a short time.

(5) In the first embodiment, the airflow F that collides with the vehicle body end face 3a of the lead vehicle 2A is guided to the vehicle body side surfaces 3b and 3c of the lead vehicle 2A to separate the air flow F from the lead vehicle 2A. The suppression unit 9B suppresses. Further, in the first embodiment, the airflow F that has collided with the end surface 3a of the leading vehicle 2A is guided to the upper surface 3d of the leading vehicle 2A to separate the airflow F from the leading vehicle 2A. Suppress. For this reason, it can suppress that the airflow F which collided with the vehicle body end surface 3a peels with a simple structure.

(6) In the first embodiment, the vehicle body side 3b of the lead vehicle 2A, louver portion 12 to the gap delta ₂₁ between 3c and the inner fin portion 12a with the passing air flow F, the inner fin portions 12a louver portion 12 to the gap delta ₂₂ between the outer fin portion 12b is to pass the airflow F and. Further, in the first embodiment, the fin portion 14 to pass the airflow F into the gap delta ₃ between the vehicle body upper surface 3d of the leading vehicle 2A. Therefore, it is possible to reduce the air resistance of the lead vehicle 2A by suppressing the separation of the air flow F that has collided with the vehicle body end face 3a, and to increase the apparent cross-sectional area of the lead portion of the lead vehicle 2A. It can be suppressed to reduce the generation of tunnel micro pressure waves. Moreover, while being able to reduce the body structure fatigue which generate | occur | produces by the repeated load which acts on the vehicle body 3, the ear pinch phenomenon which generate | occur | produces to the passenger in the vehicle body 3 can be reduced.

(7) In the first embodiment, the guiding portion 15 guides the airflow F on the upper surface 3d of the leading vehicle 2A so that the airflow F passing through the fin portion 14 flows along the upper surface 3d of the leading vehicle 2A. Do. For this reason, the induction | guidance | derivation part 15 arranges the flow of the airflow F with the vehicle body upper surface 3d, the airflow F flows along the vehicle body upper surface 3d, and the airflow suppression effect can be improved further.

(8) In the first embodiment, the fall preventing portion 6 projects from the vehicle body end face 3a of the lead vehicle 2A along the lower side edges of the car end surface 3a of the lead vehicle 2A, and the center of the lead vehicle 2A fall prevention unit 6 is inclined inwardly with respect to the line L _0. For this reason, by inclining the fall prevention portion 6 inward, it becomes the same structure as giving the roundness to the vehicle body end face 3a, and reattaches the separated air flow F near the vehicle body end face 3a to the vehicle body side faces 3b and 3c. be able to. As a result, the effect of suppressing the peeling of the air flow F can be improved, the air resistance can be reduced, and the tunnel micro pressure wave can be reduced.

(9) In the first embodiment, the falling prevention portion 6 is formed to be thinner toward the tip portion 6a. For this reason, while reducing the air resistance which acts on the fall prevention part 6, while being able to suppress generation | occurrence | production of noise and a vibration, flexibility can be provided to the fall prevention part 6. FIG. As a result, for example, the fall preventing unit 6 does not make strong contact with the passenger intruding from the platform side but does not make strong contact and soft contact, thereby pushing the passenger back to the platform side.

(10) In the first embodiment, the fall prevention unit 6 is an elastic body, a rigid body, or a combination thereof. For example, the whole of the fall prevention part 6 can be formed of an elastic body, a part of the fall prevention part 6 can be formed of an elastic body, or the whole of the fall prevention part 6 can be formed of a rigid body. Therefore, for example, even if the leading vehicles 2A pass through the curved section, even if the falling prevention portion 6 on one leading vehicle 2A side contacts the falling prevention portion 6 on the other leading vehicle 2A side, both Since the fall prevention part 6 bends, it can prevent that the fall prevention part 6 is damaged.

Second Embodiment
Below, about the part same as the part shown to FIGS. 1-10, the same number is attached | subjected and detailed description is abbreviate | omitted.
The fall prevention unit 6 shown in FIGS. 11 to 14 protrudes from the vehicle body end face 3a of the lead vehicle 2A along the lower side edge portions on both sides of the car body end surface 3a of the lead vehicle 2A. As shown in FIG. It is substantially parallel to the center line L ₀ of the leading vehicle 2A. Fall prevention unit 6, as shown in FIG. 13, (substantially parallel to the traveling direction of the leading vehicle 2A) center line L ₁ of the fall prevention unit 6 is substantially parallel to the center line L ₀ of the leading vehicle 2A It is arranged to be.

The fall prevention structure of a vehicle according to the second embodiment of the present invention has the following effects in addition to the effects of the first embodiment.
In the second embodiment, the fall prevention portion 6 protrudes from the vehicle body end face 3a of the lead vehicle 2A along the lower side edges of the car end surface 3a of the lead vehicle 2A, and the center line L _{0 of the} lead vehicle 2A. The fall prevention part 6 is substantially parallel. Therefore, the effect of suppressing the peeling of the air flow F can be improved, and the air resistance can be reduced, and the tunnel micro pressure wave can be reduced.

Third Embodiment
The leading vehicle 2A shown in FIGS. 15 to 18 is different from the leading vehicle 2A shown in FIGS. 1 to 14 in the structure of the peeling suppression portion 9A. The peeling suppression part 9A shown in FIGS. 15-18 is provided with the fin part 17 grade | etc.,. The fin portion 17 is a portion that guides the air flow F from the outer surface 6c of the fall prevention portion 6 toward the vehicle body side surfaces 3b and 3c of the lead vehicle 2A. As shown in FIG. 18, the fin portion 17 is a blade-like member having an appearance similar to that of the fin portion 10 shown in FIGS. 5 and 14 and includes a convex curved surface 17a, mounting portions 17b and 17c, and the like. ing. As shown in FIGS. 15, 17 and 18, the tip end portion of the fin portion 17 is curved toward the vehicle body end face 3a, and protrudes slightly ahead of the vehicle body end face 3a. The rear end portion of the fin portion 17 is curved toward the vehicle body side surfaces 3b and 3c as shown in FIG. 3 and has the same height as these surfaces so as not to form a step portion with these surfaces. It is continuous (faceless). The fin portion 17 differs from the fin portion 10 shown in FIGS. 5 and 14 as shown in FIG. 18 by forming a gap portion between the inner surface of the fin portion 17 and the vehicle body side surfaces 3b and 3c. The air flow F does not pass between the inner surface 6b of the fall prevention unit 6 and the side surfaces 3b and 3c of the leading vehicle 2A.

  The convex curved surface 17a shown in FIG. 18 is a portion that guides the air flow F from the outer surface 6c of the fall prevention unit 6 toward the vehicle body side surfaces 3b and 3c of the lead vehicle 2A. The convex curved surface 17a constitutes the outer surface of the fin portion 10 on the side opposite to the side facing the leading vehicle 2A, and is curved toward the vehicle body end face 3a. The convex curved surface 17a passes through the outer surface 6c of the fall prevention portion 6 and the air flow F flowing along the outer surface 7d of the mounting portion 7 flows along the convex curved surface 17a. The front end of the surface 17a (upstream of the air flow F) is smoothly connected to the outer surface 6c of the fall prevention portion 6, and the rear end of the convex curved surface 17a (downstream of the air flow F) is the vehicle side 3b. , 3c are connected smoothly to the tip.

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

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

Next, the operation of the vehicle overturn prevention structure according to the third embodiment of the present invention will be described.
As shown in FIGS. 15-18, when the leading vehicle 2A travels in the X-axis direction, the air flow F directed toward the tip 6a of the fall prevention unit 6 is the outer surface 6c of the fall prevention unit 6 and the inner surface 7c of the mounting unit 7 The air flow F flows from the inner surface 6b of the fall prevention portion 6 and the outer surface 7d of the mounting portion 7 along the vehicle side surfaces 3b and 3c. For this reason, the air flow F is guided from the vehicle body end face 3a to the vehicle body side surfaces 3b and 3c, and the air flow F flows along these surfaces. As a result, it is suppressed that the airflow F which has collided with the vehicle body end face 3a is peeled off and the apparent cross-sectional area of the leading portion of the leading vehicle 2A is increased, and the leading vehicle 2A rushes into a fixed structure such as a tunnel. The pressure fluctuations that occur are reduced.

The fall prevention structure for a vehicle according to the third embodiment of the present invention has the following effects in addition to the effects of the first embodiment.
In the third embodiment, the fin unit 17 guides the air flow F from the outer surface 6c of the fall prevention unit 6 toward the vehicle body side surfaces 3b and 3c of the lead vehicle 2A. Therefore, it is possible to reduce the air resistance of the lead vehicle 2A by suppressing the separation of the air flow F that has collided with the fall prevention unit 6, and to increase the apparent cross-sectional area of the lead portion of the lead vehicle 2A. Can be reduced to reduce the generation of tunnel micropressure waves.

Fourth Embodiment
The fall prevention unit 6 shown in FIGS. 19 to 22 protrudes from the vehicle body end face 3a of the lead vehicle 2A along the lower side edge portions on both sides of the car body end surface 3a of the lead vehicle 2A, and as shown in FIG. It is substantially parallel to the center line L ₀ of the leading vehicle 2A. Fall prevention unit 6, as shown in FIG. 21, the center line L ₁ of the fall prevention part 6 with respect to the center line L ₀ of the leading vehicle 2A are arranged substantially in parallel. As shown in FIGS. 21 and 22, the fin portion 17 does not form a gap between the inner surface of the fin portion 17 and the vehicle body side surfaces 3b and 3c, and the inner surface 6b of the fall prevention portion 6 and The air flow F does not pass between the vehicle body side surfaces 3b and 3c of the lead vehicle 2A. The fourth embodiment has the same effects as those of the first and third embodiments.

Fifth Embodiment
The leading vehicle 2A shown in FIGS. 23 and 24 differs from the leading vehicle 2A shown in FIGS. 1 to 22 in that the side edge portion and the upper edge portion of the vehicle body end face 3a are receded backward and approximated in a streamlined manner It is formed in structure. The leading vehicle 2A shown in FIGS. 23 and 24 has a fall prevention function to prevent a passenger from falling from the platform, but does not have a peel suppression function to suppress the separation of the air flow F. Unlike the leading vehicle 2A shown in 22, no separation suppressing portion 9A to 9C is provided. As shown in FIGS. 23 and 24, the vehicle body 3 is provided with an underframe 3j, and the underframe 3j is a member constituting a part of the vehicle body bottom 3e of the lead vehicle 2A. It is.

  The fall prevention structure 5 is provided with the fall prevention part 6 shown in FIGS. 23-27, the mounting part 18 etc. which are shown in FIG.23, FIG.24 and FIG. As shown in FIG. 23, in the fall prevention unit 6, the center line of the fall prevention unit 6 with respect to the center line of the leading vehicle 2A is set so that the outer surface 6c is slightly inside the vehicle body side surfaces 3b and 3c. It is arrange | positioned substantially parallel. As shown in FIG. 25, the lower end portion of the fall prevention portion 6 is slightly curved inward when the fall prevention portion 6 is viewed from the vehicle body end face 3a side. The fall prevention unit 6 includes a tip portion 6a shown in FIG. 27, an inner surface 6b, an outer surface 6c, an attachment portion 6d, an outer peripheral portion 6e shown in FIG. The outer peripheral portion 6 e is a portion that constitutes the outer periphery of the fall prevention portion 6. Outer peripheral portion 6e is formed between inner surface 6b and outer surface 6c shown in FIG. 27, and as shown in FIG. 26, the appearance when viewed from the side of leading vehicle 2A is a convex curved surface .

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

  The holding portion 18 a shown in FIGS. 23, 24 and 25 is a portion for holding the fall prevention portion 6. The holding portion 18a holds the rear end portion of the fall prevention portion 6 and holds the fall prevention portion 6 in a predetermined posture, as shown in FIG. When viewed from the vehicle body end face 3a side, the lower end portion of the holding portion 18a of the holding portion 18a is slightly curved inward as in the case of the fall prevention portion 6. The holding part 18a is provided with the fixing | fixed part 18d, the accommodating part 18e, the reinforcement part 18f etc., as shown in FIG.

  The fixing portion 18 d shown in FIG. 25 is a portion for fixing the rear end portion of the fall prevention portion 6. The fixing portion 18 d includes an attaching portion 18 g. The attachment portion 18g is a portion for attaching the fall prevention portion 6 to the fixing portion 18d. The attachment portion 18g is a groove formed in a concave shape at the tip of the fixing portion 18d, and is formed linearly along the height direction of the fixing portion 18d. The mounting portion 18g fits with the uneven portion of the mounting portion 6d of the fall prevention unit 6, and guides the fall prevention unit 6 so as to be movable in the vertical direction when the fall prevention unit 6 is attached and detached. The housing portion 18e is a portion for housing the fixed portion 18d and the reinforcing portion 18f. The housing portion 18 e is, for example, a metal casing member, and is formed thicker than the fall prevention portion 6. The housing portion 18 e is provided with a projecting hole 18 h for causing the fall prevention portion 6 to project. The reinforcing portion 18 f is a portion that reinforces the housing portion 18 e. The reinforcing portion 18 f is formed by bending a plate-like member in a substantially S-shape, and the front end portion is detachably fixed to the fixing portion 18 d and the rear end portion is fixed to the housing portion 18 e.

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

The fall prevention structure of a vehicle according to the fifth embodiment of the present invention has the following effects.
(1) In the fifth embodiment, the leading vehicle 2A is a vehicle to which another vehicle can be connected to the leading portion of the leading vehicle 2A, and the other vehicles connected to the leading vehicle 2A and the leading vehicle 2A The leading vehicle 2 </ b> A is provided with a fall prevention unit 6 that prevents a passenger from falling in the gap between the two. Therefore, when the leading vehicles 2A are connected to each other, a state in which the leading end 6a of the falling prevention portion 6 on one leading vehicle 2A side butts the leading end 6a of the falling prevention portion 6 on the other leading vehicle 2A side As a result, the fall prevention unit 6 functions as an intrusion prevention fence, and the fall of passengers on the track 1 from the platform can be prevented and the safety can be improved.

(2) In the fifth embodiment, the mounting unit 18 is detachably mounted on the leading vehicle 2A of the fall prevention unit 6. Therefore, the fall prevention unit 6 can be easily mounted on the existing leading vehicle at a low cost without remodeling the structure of the existing leading vehicle on a large scale. Further, when the fall prevention unit 6 is deteriorated, damaged or soiled, the fall prevention unit 6 can be easily removed, and can be easily replaced with the new fall prevention unit 6 in a short time. Furthermore, the holding portion 18a of the mounting portion 18 and the fall prevention portion 6 are designed as common parts regardless of the shapes of the leading vehicles 2A of various types, and the supporting portions 18b and 18c of the mounting portion 18 are various for each leading vehicle 2A. By designing as a dedicated part according to the shape, the initial cost and the maintenance cost when introducing the fall prevention structure 5 can be reduced.

Next, an embodiment of the present invention will be described.
(Wind tunnel test equipment)
A wind tunnel test apparatus 20 shown in FIG. 28 is an apparatus for observing the flow of the surface of the model vehicle 30 when air is made to flow toward the model vehicle 30. The wind tunnel test apparatus 20 includes a nozzle (air outlet) 20a for blowing out air, a wind tunnel measurement unit 20b for flowing the air from the nozzle 20a to the model vehicle 30, and a ground plate 20c installed on a platform on a floor surface. The ground plate 20c is provided with a support 20d for supporting the model vehicle 30, a suction unit (collector) (not shown) for sucking air from the wind tunnel measurement unit 20b, and the like. In the wind tunnel test, the closed type measurement unit (5 m wide × 3 m high × 20 m long) of the large low noise wind tunnel of the National Institute of Advanced Industrial Science and Technology is used. In the wind tunnel test, as shown in FIG. 28, the model vehicle 30 is installed in the wind tunnel measurement unit 20b of the wind tunnel test apparatus 20, and the air resistance acting on the model vehicle 30 and the visualization of the flow around the front portion of the model vehicle 30 are measured. Implemented as an item. The ground plate 20c is made of plywood with a length of 1490 mm and a width of 790 mm, and is installed so that the bottom surface of the nozzle 20a having a width of 720 mm and a height of 600 mm coincides with the surface of the ground plate 20c. In the model vehicle 30, the lower surface of the model vehicle 30 is supported by two pillars 20d of 2.5 m intervals, each of which has a wing-shaped cross section. As shown in FIG. 28A, the distance from the tip of the nozzle 20a to the end face of the front portion 32 of the model vehicle 30 is 1565 mm, and the distance from the surface of the ground plate 20c to the bottom of the model vehicle 30 is 229 mm. (Corresponding to the distance from the bottom of the rail to the bottom of the vehicle), and the test wind speed U was set to 180 km / h (= 50 m / s). The Reynolds number with the representative length being the width W = 560 mm of the model vehicle 30 is Re = 1.9 × 10 ⁶ . Here, Re = UW / ν, the width W of the model vehicle 30, and the dynamic viscosity coefficient of air == 1.5 × 10 ⁻⁵ m ² / s. This value is about one third of the Reynolds number Re of the current car: 6.2 × 10 ⁶ (test wind speed U = 120 km / h = 33.3 m / s, width W of the current car = 2.8 m). In the wind tunnel test, the boundary layer suction device was always operated in order to reduce the influence on the measurement of the boundary layer on the ground plate 20c of the closed wind tunnel measurement unit developed on the upstream side of the model vehicle 30. The ratio of the cross-sectional area (blockage ratio) of the model vehicle 30 to the closed-type wind tunnel measurement unit is about 2.1% [0.56 × 0.56 / (5.0 × 3.0) = 0.021]. As shown in FIGS. 28 (A) and 28 (B), the coordinate system is such that the center point in the width direction of the upper end of the vehicle front portion 32 of the model vehicle 30 is the origin, and the rail direction (flow direction) is the X axis. Is the Y axis, and in the right-handed coordinate system of these, the vertically upper side is set as the Z axis.

(Model car)
The model vehicle 30 shown in FIGS. 28 and 29 is a large wind tunnel test model vehicle that simulates (reduces) an actual railway vehicle. The model vehicle 30 has a vehicle body 31 shown in FIGS. 2 and 25 and a vehicle leading portion 32 detachably mounted on the end of the vehicle body 31 shown in FIG. 24C. The vehicle rear portion 33 detachably mounted on the rear end portion of the vehicle main body portion 31 shown in FIG. 1 includes separation suppressing portions 34A to 34C, a fall prevention portion 35, and the like. The model vehicle 30 is a one-fifth scale model of an actual conventional linear vehicle. The model vehicle 30 has a height H = 560 mm, a width W = 560 mm, and a total length L (7 W) = 3920 mm, and has a length corresponding to one conventional linear vehicle. The model vehicle 30 is a plate whose cross section is rectangular and whose roof surface is completely flat, the portion where the side surface and the roof surface are connected is a corner, and the shape of the front end and the rear end is also a corner. The model vehicle 30 is a single vehicle, and except for the two columns 20 d, there is no under floor equipment and is flat. The model vehicle 30 has a structure in which the vehicle leading portion 32 corresponding to a portion with a length of 0.5 W from the leading portion can be replaced, and the vehicle body portion 31 corresponding to a portion of 0.5 to 6.5 W is a rectangular solid. The vehicle rear portion 33 corresponding to the 6.5 to 7 W portion of the rear portion is exchangeable in the same manner as the front portion. As shown in FIG. 30A, a front model of an actual conventional linear vehicle is installed at the front of the vehicle. In the rear portion 33 of the vehicle, a rectangular parallelepiped with rounded corners R = 0.107 W was installed. The peel suppressing portions 34A to 34C shown in FIG. 30 correspond to the peel suppressing portions 9A to 9C shown in FIGS. 1 to 7 and 11 to 22 and have a structure that can be detachably replaced with the vehicle front portion 32. A fall prevention unit 35 shown in FIG. 30 corresponds to the fall prevention unit 6 shown in FIGS. 1 to 5 and 11 to 22, and has a structure that can be detachably replaced with the vehicle head portion 32.

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

(Visualization by Tuft method)
As shown in FIGS. 28 and 29, in order to examine the flow around the model vehicle 30, visualization by the tuft method was performed. Here, the Tuft method is a visualization of the flow on the surface of an object using an air flow yarn such as yarn or yarn to visualize the flow direction, the peeling area, and the unstable area. The tufts 50 shown in FIGS. 28 and 29 are members for observing the flow of the surface of the model vehicle 30. Tuft 50 is a white cotton yarn # 30, and is inserted into a small hole drilled at a predetermined position on the surface of the vehicle (the roof surface and the side surface) shown in FIGS. . The tufts 50 are arranged at a pitch of 50 mm at fixed intervals for four rows around the vehicle front portion 32. The length of the tufts 50 is set to 30 mm for the four rows, and 34 rows of the vehicle main body 31 are provided. Were arranged at a fixed interval of 100 mm, and the length of the tufts 50 was set to 40 mm for the 34 rows. The flow was recorded with a digital camera. In order to capture the movement of the tuft 50, the shutter speed of the camera was set to 1/20 second. In the wind tunnel test, the area in which the tufts 50 were directed in the opposite direction to the main flow was regarded as the flow separation area, and the case in which the tufts 50 were directed in the main flow direction was regarded as the area without peeling. Note that the flow reattaches between the release area and the non-release area.

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

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

(Examples 2-1 to 2-4)
The embodiments 2-1 to 2-4 shown in FIGS. 31E to 31H differ from the embodiments 1-1 to 1-4 shown in FIGS. 31A to 31D in that the peeling suppressing portion 34A is different from the embodiments 1-1 to 1-4. A gap is formed between the front portion 32 and the front portion 32 of the model vehicle 30, and an air flow toward the front portion 32 can pass through the gap. Examples 2-1 to 2-4 shown in FIGS. 31E to 31H correspond to the first embodiment and the second embodiment shown in FIGS. 1 to 5 and 11 to 14. Example 2-1 shown in FIG. 31E is such that the center line of the fall prevention unit 35 is parallel to the center line of the model vehicle 30, and corresponds to the second embodiment shown in FIGS. In Examples 2-2 to 2-4 shown in FIGS. 31F to 31H, the center line of the fall prevention unit 35 is inclined at an inclination angle θ with respect to the center line of the model vehicle 30, and Corresponds to the first embodiment shown in FIG. In Examples 2-2 to 2-4 shown in FIGS. 31F to 31H, the rail length direction is set to 0 ° and gradually changed up to about 30 ° in the front (inward) direction of the vehicle leading portion 32 little by little. 31 (F) has an inclination angle θ = 11 °, and Example 2-3 shown in FIG. 31 (G) has an inclination angle θ = 22 °. In Example 2-4 shown in H), the inclination angle θ is 33 °.

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

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

When Examples 1-1 to 1-4 and Examples 2-1 to 2-4 are respectively compared, as shown in FIG. 32, the fall prevention portion 35 is in the direction parallel to the rail length direction. oriented drag coefficient C _D of examples 1-1 and 2-1 are to be the largest was confirmed. Therefore, when the fall preventing unit 6 as shown in FIGS. 1 to 5 and 11 to 22 is installed in the leading vehicle 2A, the fall preventing unit 6 is positioned inward with respect to the rail length direction (vehicle end surface 3a It was confirmed that the air resistance acting on the leading vehicle 2A can be reduced by the structure in which the vehicle is inclined in the direction.

Further, in the case where Examples 1-2 to 1-4 and Examples 2-2 to 2-4 are respectively compared, the air resistance coefficient as the inclination angle θ of the fall prevention portion 35 with respect to the rail length direction increases. C _D decreases, drag coefficient C _D that is substantially constant value was confirmed by the inclination angle θ of about example 1-4 and example 2-4. Therefore, when the fall prevention unit 6 as shown in FIGS. 1 to 5 and 15 to 18 is installed at the leading vehicle 2A at an inclination angle θ, the inclination angle θ ranges from 15 ° to 35 °. It has been confirmed that the air resistance acting on the leading vehicle 2A can be most effectively reduced by setting it inside.

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

(Measurement result by flow visualization)
The presence or absence of separation was confirmed from the movement of the tuft 50 shown in FIGS. 28 and 29, and the state of the flow around the vehicle leading portion 32 of the model vehicle 30 was determined as shown in FIG. Here, the tuft row number shown in FIG. 33 is the number of the tuft 50 indicating the position (side surface) at which the air flow separates on the upper surface and the side surface of the model vehicle 30, and at the position farthest from the end face of the vehicle front portion 32. It is the tuft 50 number which shows the state of regurgitation. As shown in FIG. 34 (B), in the case of the non-measures comparative example, the disturbance of the tuft 50 is large on the upper surface and the side surface of the model vehicle 30. As shown in FIG. 34 (B), there is a variation in the direction of the tufts 50 on the upper and side surfaces of the model vehicle 30, but the tufts 50 in the opposite direction to the flow in the first to fifth rows (0.09 to 0.64 W) from the beginning In the sixth to ninth rows (0.82 to 1.36 W), the direction of the tufts 50 changes from the reverse direction to the forward direction, and after the tenth row (1.54 W), the tufts 50 face in the forward direction. From the change of these tufts 50, it was confirmed that the flow was separated from the end of the vehicle front portion 32, and reattachment was observed in the vicinity of the ninth row (1.36 W) of the tufts 50.

On the other hand, as shown in FIG. 34 (A), in the case of Example 2-4 in which the air resistance coefficient _CD is the smallest, the tufts 50 attached to the upper surface of the vehicle front portion 32 and the upper surface of the separation suppressing portion 34C Since it is arranged in a straight line along the flow direction (forward direction), there is no separation on the top surface of the model vehicle 30. On the other hand, the tufts 50 on the side of the model vehicle 30 are slightly disturbed up to the fifth row and the fourth row on the trailing side of the upper half and the lower end of the side, but the tufts 50 face the forward direction in the seventh and subsequent rows , It was confirmed that reattachment was observed near the sixth row of the tuft 50.

  As shown in FIG. 33, in Examples 1-1 to 1-4 and Examples 2-1 to 2-4, the tuft row number indicating the peeling position is smaller than in the non-measure comparative example, and the flow is peeled. Even then, it was confirmed that the reattachment occurred immediately and the separation area was narrow. In particular, in Examples 1-3 and Examples 2-2 to 2-4, the length of the peeling area in the rail length direction is the fifth row (0.64 W), and all have substantially the same peeling positions. Was confirmed.

  From the above, it was confirmed that Example 2-3 and Example 2-4 have the highest flow separation suppression effect, the air resistance becomes small, and the micropressure wave reduction effect can be expected. In addition, a gap is formed between the fall prevention portion 35 and the surface of the model vehicle 30, and the air flow to the front of the model vehicle 30 causes this gap to escape to the side surface of the model vehicle 30, thereby causing flow separation. It was confirmed that the suppression effect was improved. Furthermore, it was confirmed that the fall prevention control effect of the flow is further improved by inclining the fall prevention portion 35 to the inside of the model vehicle 30 by 20 ° to 35 °.

(Other embodiments)
The present invention is not limited to the embodiments described above, and various modifications or changes may be made as described below, which are also within the scope of the present invention.
(1) In this embodiment, although the case where top vehicles 2A are connected or the case where top vehicles 2A and middle vehicles 2B are connected was mentioned as an example and explained, it is the other side from the driver's cab side of top vehicles 2A. The present invention can also be applied to the case where the end face and the end face on the driver's cab side of the lead vehicle 2A are connected. Further, in this embodiment, although a case where a part of the outer surface 6c near the tip 6a of the fall prevention part 6 is formed as an inclined surface has been described as an example, all the outer surface 6c is formed as an inclined surface. It can also be done. Furthermore, in the first to fourth embodiments, the fall prevention portion 6 and the peeling suppression portion 9A are installed in the lower half of the vehicle end face 3a, and the peeling suppression portion 9B is installed in the lower end of the vehicle end face 3a. Although the peeling suppression part 9B is abbreviate | omitted and demonstrated to the example, it can also extend and install the fall prevention part 6 and the peeling suppression part 9A to a side lower end.

(2) In the first to fourth embodiments, the separation suppressing portion 9B has a double-wing structure of the inner fin portion 12a and the outer fin portion 12b as an example, but the outer fin portion 12b is described. Can be omitted to form the separation suppressing portion 9B into a single fin structure. Similarly, in the first to fourth embodiments, the peeling suppressing portion 9C has been described as an example having a single fin structure of the fin portion 14. However, the peeling suppressing portion 9C is an inner fin portion and an outer portion. It is also possible to make it a double wing structure of a fin part. In the first to fourth embodiments, the case where the peeling suppressing portion 9C is installed at the upper edge portion of the vehicle body end face 3a has been described as an example, but the peeling suppressing portion 9C can be omitted. Furthermore, in the first to fourth embodiments, the case where the shape of the vehicle body end face 3a is a gable shape has been described as an example, but the edge portion of the vehicle body end face 3a is not chamfered or rounded and is a right angle or The present invention can also be applied to the case of the streamlined type.

(3) In the fifth embodiment, the case where the shape of the vehicle body end surface 3a is a shape in which the upper side of the vehicle body end surface 3a is inclined rearward is described as an example. The present invention is also applicable to the case where the edge of the vehicle body end face 3a is rounded. In the fifth embodiment, the fall preventing unit 6 is disposed such that the center line of the fall preventing unit 6 is substantially parallel to the center line of the leading vehicle 2A. The fall prevention portion 6 can be inclined and disposed on the vehicle body end face 3a side.

1 Track 1a Rail 2A Leading Vehicle 2B Intermediate Vehicle 3 Vehicle Body 3a Vehicle Body End (Front)
3b, 3c Body side (side)
3d upper surface of vehicle (upper surface)
3e Vehicle bottom (bottom)
3j Underframe 4 Bogie 4a Wheel 5 Fall prevention structure 6 Fall prevention portion 6a Tip 6b Inner surface 6c Outer surface 6d Mounting portion 7 Mounting portion 7a, 7b Mounting portion 7c Inner surface 7d Outer surface 8 Airflow prevention structure 9A to 9C Suppressing portion 10 Fin portion 11 Support portion 12 Louver portion 12a Inner fin portion 12b Outer fin portion 12e, 12g Concave curved surface 12f, 12h Convex curved surface 13 Support portion 14 Fin portion 15 Induction portion 15a Rectification portion 16 Support portion 17 Fin portion 17a convex curved surface 17b, 17c mounting portion 18 mounting portion 18a holding portion 18b, 18c support portion 20 wind tunnel test device 30 model vehicle 31 vehicle main body 32 vehicle leading portion 33 vehicle rear portion 34A to 34C flaking suppressing portion 35 falling prevention portion 40 Air resistance measuring device 50 Taft F Airflow θ Inclination angle Δ ₁ , Δ ₂₁ , Δ ₂₂ , Δ ₃ gap L ₀ , L ₁ center line T ₁ , T ₁₁ , T ₁₂ trains T ₂ , T ₂₁ , T ₂₂ trains X longitudinal direction Y lateral direction Z vertical direction

Claims (6)

A vehicle fall preventing structure that prevents a passenger from falling in a gap between the vehicles,
The vehicle is a leading vehicle capable of connecting another vehicle to the leading portion of the vehicle,
The leading vehicle includes a fall prevention unit that prevents the passenger from falling in a gap between the other vehicle connected to the leading vehicle and the leading vehicle.
Forming a gap between the fall prevention structure and the front of the leading vehicle;
Fall prevention structure of the vehicle characterized by. In the vehicle fall prevention structure according to claim 1,
Forming a gap between the fall prevention structure and the front of the leading vehicle so that the air flow toward the front of the leading vehicle passes through;
Fall prevention structure of the vehicle characterized by. In the vehicle fall prevention structure according to claim 1 or 2,
Providing a mounting unit for detachably mounting the fall prevention unit to the leading vehicle;
Fall prevention structure of the vehicle characterized by. In the vehicle fall prevention structure according to claim 2 or claim 3,
The mounting unit may include a support that supports a holder that holds the fall prevention unit.
Fall prevention structure of the vehicle characterized by. In the vehicle fall prevention structure according to claim 4,
The support portion is detachably fixed to the underframe of the leading vehicle, and connects the holding portion and the vehicle body.
Fall prevention structure of the vehicle characterized by. In the vehicle fall prevention structure according to claim 4,
The support portion is detachably fixed to the front surface of the leading vehicle, and the holding portion is connected to the vehicle body.
Fall prevention structure of the vehicle characterized by.