EP1468890A1 - Structure de support du déblayeur d'obstacle d'un véhicule ferroviaire - Google Patents

Structure de support du déblayeur d'obstacle d'un véhicule ferroviaire Download PDF

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Publication number
EP1468890A1
EP1468890A1 EP03009097A EP03009097A EP1468890A1 EP 1468890 A1 EP1468890 A1 EP 1468890A1 EP 03009097 A EP03009097 A EP 03009097A EP 03009097 A EP03009097 A EP 03009097A EP 1468890 A1 EP1468890 A1 EP 1468890A1
Authority
EP
European Patent Office
Prior art keywords
rail guard
energy absorbing
vehicle body
vehicle
body frame
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP03009097A
Other languages
German (de)
English (en)
Other versions
EP1468890B1 (fr
Inventor
Makoto Taguchi
Makoto Furukawa
Shinichi Okada
Hideyuki Yamaguchi
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Kawasaki Heavy Industries Ltd
Kawasaki Motors Ltd
Original Assignee
Kawasaki Heavy Industries Ltd
Kawasaki Jukogyo KK
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Kawasaki Heavy Industries Ltd, Kawasaki Jukogyo KK filed Critical Kawasaki Heavy Industries Ltd
Priority to AT03009097T priority Critical patent/ATE433897T1/de
Priority to DE60327991T priority patent/DE60327991D1/de
Priority to EP03009097A priority patent/EP1468890B1/fr
Publication of EP1468890A1 publication Critical patent/EP1468890A1/fr
Application granted granted Critical
Publication of EP1468890B1 publication Critical patent/EP1468890B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D15/00—Other railway vehicles, e.g. scaffold cars; Adaptations of vehicles for use on railways
    • B61D15/06—Buffer cars; Arrangements or construction of railway vehicles for protecting them in case of collisions

Definitions

  • the present invention relates to a rail guard support structure of a railway vehicle such as a bullet train.
  • a rail guard device is mounted at a front portion of a vehicle to eliminate obstacles (e.g., obstacles with weight of about 100kg or less) on a track so as to be moved off the track.
  • obstacles e.g., obstacles with weight of about 100kg or less
  • the rail guard device be hardly affected by collision energy in collision.
  • a component that is hardly deformed is provided at the front portion of the vehicle and is connected to the vehicle body through an impact absorber.
  • Figs. 7 and 8 show an example of the conventional rail guard support structure in which an impact absorbing plate 102 comprised of a plurality of plate springs 102a superposed to have a spacing equal to a plate thickness is provided behind and in conformity to a steel rail guard 101 that is curved to project forwardly in a direction in which the vehicle travels.
  • the impact absorbing plate 102 is intended to absorb energy which remains unabsorbed as a result of deformation of the rail guard 101.
  • the impact absorbing plate 102 is mounted to a vehicle body frame 105 (see Fig. 7) by means of an impact absorbing plate support device 103 and a mounting bracket 104.
  • the rail guard 101 is mounted at right and left side portions to the vehicle body frame 105 through mounting brackets 106.
  • Reference numeral 107 denotes a lug member for preventing falling of the rail guard 101.
  • the rail guard 101 is comprised of a steel plate thicker than the vehicle body frame 105. For this reason, in collision with an obstacle, the rail guard 101 is hardly deformed, thereby causing a large collision load to be applied on the vehicle body.
  • Japanese Laid-Open Patent Application Publication No. Hei. 2001 - 55141 discloses a lightweight rail guard device intended to enhance a function of moving obstacles off the track and minimize a collision load applied on a vehicle body.
  • This rail guard device is structured such that both sides of a steel rail guard curved to project forwardly in the traveling direction are connected by means of a cross beam and a hollow member made of aluminum alloy is provided between the rail guard and the cross beam on a center line of the rail guard.
  • the rail guard device Since the role of the rail guard device is to eliminate obstacles on the track as described above, its rail guard (front end skirt) is firmly fixed to the cross beam of the vehicle body frame. This greatly increases strength of the front portion of the vehicle body. Therefore, when vehicles having such rail guard device actually collide with each other, impact generated in collision is tremendous. In some cases, a driver's cabin located behind the rail guard device at the front portion of the vehicle body might crush before the front portion of the vehicle body crushes. The crashworthiness of the vehicle having such a rail guard is poor, and this is undesirable to a driver and passengers. As used herein, the "crashworthiness" means that a survival zone for the driver and passengers is ensured and impact on them is relieved.
  • the present invention has been made under the circumstances, and an object of the present invention is to provide a rail guard support structure capable of sufficiently resisting collision.
  • a rail guard support structure of a railway vehicle by which a rail guard for eliminating an obstacle on a track during traveling of the vehicle is supported by a vehicle body frame, characterized in that an energy absorbing element is provided behind a front portion of the rail guard to extend in a longitudinal direction of the vehicle, and a rear end portion of the energy absorbing element is attached to the vehicle body frame by means of an energy absorbing element support device, and upper edge portions of right and left side portions of the rail guard are supported by the vehicle body frame at locations lateral of the energy absorbing element support device.
  • the energy absorbing element well-known energy absorbing elements with a low peak load and a high mean reaction force, for example, a pipe member that is tubular with rectangular cross-section, may be used.
  • the energy absorbing element with a low peak load and a high mean reaction force is provided behind the front portion of the rail guard to extend in the longitudinal direction of the vehicle, the collision energy is also absorbed by the energy absorbing element. In contrast to the structure without the energy absorbing element, the ability to absorb the collision energy is higher and impact acting on driver and passengers is relieved. Further, since the energy absorbing element absorbs large part of the collision energy generated in eliminating the obstacles, which is to be absorbed by the rail guard device, impact generated in eliminating the obstacles is relieved.
  • the upper edge portions of the right and left side portions of the rail guard are attached to the vehicle body frame by means of a rail guard support device at a location forward of a driver's cabin.
  • the survival zone for the driver and passengers including the drive's cabin, is located behind the crush zone, crush of the driver's cabin is avoided in collision and the survival zone for the driver and passengers is ensured. More specifically, the collision energy is absorbed by the energy absorbing element within the crush zone located forward of and apart from the driver's cabin. As a result, the survival zone for the driver and passengers is ensured and impact acting on them is relieved.
  • the rail guard is obliquely downwardly inclined forwardly or laterally, a block that is of a substantially rectangular parallelepiped shape is attached to a vicinity of an upper edge portion of the front portion of the rail guard, and a lower edge portion of the front portion of the rail guard is located substantially vertically below a front face of the block.
  • the block of the substantially rectangular parallelepiped shape is attached to the vicinity of the upper edge portion of the front portion of the rail guard and the lower edge portion of the front portion of the rail guard is located substantially vertically below the front face of the block, the upper-side portion (block) of the rail guard and the lower-side portion of the rail guard collide simultaneously in collision between vehicles. Therefore, the vertical load generated by a rake angle of the rail guard is reduced and crush and deformation of the rail guard occurs in the longitudinal direction of the vehicle.
  • a rail guard 1 for eliminating obstacles on a track during traveling of a vehicle is bent like horseshoe to be entirely curved to project forwardly and is comprised of a front portion 1A and right and left side portions 1B and 1C extending rearwardly from right and left ends of the front portion 1A.
  • the rail guard 1 is suspended from a vehicle body frame 10 by means of a rail guard support device 22 having a plurality of rail guard fitting members 2 and an upper support member 3. That is, the front portion 1A of the rail guard 1 is not directly supported by the vehicle body frame 10.
  • a crush zone S upper edge portions of the right and left side portions 1B and 1 C of the rail guard 1 are fixed to the upper support member 3 by means of the plurality of fitting members 2.
  • the upper support member 3 is attached to the vehicle body frame 10.
  • the vehicle body structure within the crush zone S is designed to absorb collision energy by plastic deformation.
  • a coupling bracket 4 protrudes rearwardly from the rear side of the front portion 1A of the rail guard 1.
  • the coupling bracket 4 is coupled to a front end portion of an energy absorbing pipe member 5 that is tubular with rectangular cross-section as an energy absorbing element extending in the longitudinal direction of the vehicle body.
  • an energy absorbing pipe member 5 that is tubular with rectangular cross-section as an energy absorbing element extending in the longitudinal direction of the vehicle body.
  • the energy absorbing pipe member 5 extends along a center axis of the vehicle.
  • the energy absorbing pipe member 5 has a cutout portion 5a formed in an upper surface of the vicinity of a front end thereof to open upwardly and to be laterally symmetric with respect to the center axis of the vehicle.
  • the front end portion of the energy absorbing pipe member 5 provided with the cutout portion 5a functions as a trigger portion that triggers bellows-like deformation of the energy absorbing pipe member 5 to absorb energy.
  • the use of the energy absorbing pipe member 5 that is tubular with rectangular cross-section instead of the conventional impact absorbing plate 5 is advantageous in reducing weight.
  • a plurality of energy absorbing pipe members 5 may be provided.
  • the plurality of pipe members 5 are laterally symmetric with respect to the center axis of the vehicle. This is because, upon impact in the center axis direction of the vehicle acting on the front end portion of the rail guard 1, the load acts on the respective energy absorbing pipe members (energy absorbing elements) properly in balance, and therefore, the energy absorbing pipe members absorb the energy by the bellows-like deformation without turning over.
  • a rear end portion of the energy absorbing pipe member 5 is connected to a lower support member 6 extending in the lateral direction of the vehicle body.
  • the lower support member 6 is a closed box-like member.
  • Right and left end portions of the lower support member 6 are connected to lower end portions of the right and left support members 7L and 7R vertically extending.
  • Upper end portions of the right and left support members 7L and 7R are fastened to the vehicle body frame 10 behind the crush zone S.
  • the lower support member 6 is connected to the vehicle body frame 10 by means of right and left inclined support members 8L and 8R located behind the lower support member 6 and extending rearwardly and obliquely upwardly.
  • the support members 6, 7L, 7R, 8L and 8R constitute an energy absorbing element support device 21 for supporting the rear end portion of the energy absorbing pipe member 5.
  • the upper edge portions of the right and left side portions 1B and 1C of the rail guard 1 are supported by the vehicle body frame 10 by means of the rail guard support device 22 (comprised of the rail guard fitting members 2 and the upper support member 3) at positions lateral of the energy absorbing element support device 21. Therefore, the upper edge portions of the right and left side portions 1B and 1 C of the rail guard 1 are attached to the vehicle body frame 10 by means of the rail guard support device 22 at a location forward of the driver's cabin 13 located behind the crush zone S.
  • the energy absorbing pipe member 5 is located behind the rail guard 1 and the rear end portion of the pipe member 5 is connected to the energy absorbing element support device 21 (support members 6, 7L, 7R, 8L, and 8R) attached to the vehicle body frame 10, a deformation stroke for absorbing collision energy becomes sufficiently long.
  • the rail guard 1 is supported by means of the rail guard support device 22 (support members 2 and 3) behind the crush zone S. This eliminates a need for a support device rigidly supporting the rail guard within the crush zone S. That is, the rail guard is not rigidly mounted. As a result, a peak load in collision is suppressed and the crashworthiness of the vehicle is improved.
  • the survival zone for driver and passengers including the driver's cabin 13 is located behind the crush zone S, crush of the driver's cabin 13 is prevented in collision and the survival zone for the driver and passengers is ensured. Since the collision energy is absorbed by the collision energy absorbing pipe member 5 within the crush zone S located forward of and apart from the driver's cabin 13, the survival zone for the drive and passengers is ensured and impact acting on the driver and passengers is relieved.
  • the rail guard 1 is obliquely downwardly inclined forwardly or laterally.
  • a block 9 that is of a substantially rectangular parallelepiped shape is attached to a vicinity of the upper edge portion of the front portion of the rail guard 1.
  • a lower edge portion of the front portion of the rail guard 1 is located vertically below a front face of the block 9.
  • the front face of the block 9 is flat within a substantially vertical plane and a rear face thereof is inclined so as to conform to the rail guard 1.
  • an effect of absorbing the collision energy is equal to or higher than that of the conventional structure (structure comprising the impact absorbing plate having a plurality of plate springs superposed and provided behind and in conformity to the rail guard).
  • Figs. 3(a) to 3(d) show simulation results of deformation of the rail guard having the above-mentioned rail guard support structure, which deformation is caused by a collision load generated when a rigid body ball of 100kg mass collides with the center of the rail guard at a speed of 300km/h.
  • Fig. 4 shows the resulting reaction force of the rail guard (rail guard device).
  • Figs. 3(a) to 3(d) show deformations occurring when elapse time T after the collision is 0sec, 0.006sec, 0.012sec, and 0.03sec.
  • Figs. 5(a) to 5(c) show deformation of the rail guard having the above-mentioned structure when the rigid body ball of 100kg mass collides with the rail guard at a speed of 300km/h at a position deviating from the center of the rail guard (rightwardly offset about 750mm from the center of the vehicle body).
  • Figs. 5(a) to 5(c) show deformations occurring when an elapse time T after the collision is 0sec, 0.015sec, and 0.03sec.
  • Figs. 6(a) to 6(e) show a result of simulation analysis of deformation of the vehicle body having the above rail guard support structure, which deformation is caused by a collision load generated by colliding a rigid wall Ob with the vehicle body.
  • Figs. 6(a) to 6(c) show deformations occurring when deformation strokes Ds are 0mm, 250mm, 500mm, 750mm, and 1000mm.
  • the energy absorbing pipe member that is tubular with rectangular cross-section is used as the energy absorbing element, because this pipe member is easily deformed like bellows to absorb energy and has a reduced weight, other well-known energy absorbing elements may be used.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Body Structure For Vehicles (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Vibration Dampers (AREA)
EP03009097A 2003-04-19 2003-04-19 Structure de support du déblayeur d'obstacle d'un véhicule ferroviaire Expired - Lifetime EP1468890B1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
AT03009097T ATE433897T1 (de) 2003-04-19 2003-04-19 Tragstruktur des bahnräumers von einem schienenfahrzeug
DE60327991T DE60327991D1 (de) 2003-04-19 2003-04-19 Tragstruktur des Bahnräumers von einem Schienenfahrzeug
EP03009097A EP1468890B1 (fr) 2003-04-19 2003-04-19 Structure de support du déblayeur d'obstacle d'un véhicule ferroviaire

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP03009097A EP1468890B1 (fr) 2003-04-19 2003-04-19 Structure de support du déblayeur d'obstacle d'un véhicule ferroviaire

Publications (2)

Publication Number Publication Date
EP1468890A1 true EP1468890A1 (fr) 2004-10-20
EP1468890B1 EP1468890B1 (fr) 2009-06-17

Family

ID=32892922

Family Applications (1)

Application Number Title Priority Date Filing Date
EP03009097A Expired - Lifetime EP1468890B1 (fr) 2003-04-19 2003-04-19 Structure de support du déblayeur d'obstacle d'un véhicule ferroviaire

Country Status (3)

Country Link
EP (1) EP1468890B1 (fr)
AT (1) ATE433897T1 (fr)
DE (1) DE60327991D1 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1930227A1 (fr) 2006-12-04 2008-06-11 ANSALDOBREDA S.p.A. Déflecteur d'obstacle pour le wagon avant d'un train
EP2017153A3 (fr) * 2007-07-18 2010-03-24 Hitachi, Ltd. Vehicule ferroviaire avec déflecteur d'obstacles
WO2015043651A1 (fr) * 2013-09-27 2015-04-02 Siemens Aktiengesellschaft Dispositif anti-chevauchement central pour vehicules ferroviaires avec fonctions supplementaires

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN106817941A (zh) * 2017-01-25 2017-06-13 江苏绿阳温室设备有限公司 一种用于温室大棚的采摘车

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE635018C (de) * 1933-01-14 1936-09-14 Curt Stedefeld Dipl Ing Stromlinienfoermiger Kopfteil mit zurueckliegendem Fuehrerstandsaufbau fuer Triebwagen mit hohen Geschwindigkeiten
NL8900633A (nl) * 1989-03-15 1990-10-01 Sicommerce Ag Beweegbare treinneus.
EP0655565A1 (fr) * 1993-11-25 1995-05-31 Gec Alsthom Transport Sa Dispositifs et procédé d'amortissement de choc, ossature et véhicule comportant de tels dispositifs d'amortissement de choc
WO1998051555A1 (fr) * 1997-05-15 1998-11-19 Abb Daimler-Benz Transportation (Technology) Gmbh Vehicule sur rails
JP2001055141A (ja) * 1999-08-17 2001-02-27 Central Japan Railway Co 高速車両の排障装置
EP1251054A2 (fr) * 2001-04-20 2002-10-23 Kawasaki Jukogyo Kabushiki Kaisha Structure absorbeur d'énergie de collision pour un véhicule

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE635018C (de) * 1933-01-14 1936-09-14 Curt Stedefeld Dipl Ing Stromlinienfoermiger Kopfteil mit zurueckliegendem Fuehrerstandsaufbau fuer Triebwagen mit hohen Geschwindigkeiten
NL8900633A (nl) * 1989-03-15 1990-10-01 Sicommerce Ag Beweegbare treinneus.
EP0655565A1 (fr) * 1993-11-25 1995-05-31 Gec Alsthom Transport Sa Dispositifs et procédé d'amortissement de choc, ossature et véhicule comportant de tels dispositifs d'amortissement de choc
WO1998051555A1 (fr) * 1997-05-15 1998-11-19 Abb Daimler-Benz Transportation (Technology) Gmbh Vehicule sur rails
JP2001055141A (ja) * 1999-08-17 2001-02-27 Central Japan Railway Co 高速車両の排障装置
EP1251054A2 (fr) * 2001-04-20 2002-10-23 Kawasaki Jukogyo Kabushiki Kaisha Structure absorbeur d'énergie de collision pour un véhicule

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
PATENT ABSTRACTS OF JAPAN vol. 2000, no. 19 5 June 2001 (2001-06-05) *

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1930227A1 (fr) 2006-12-04 2008-06-11 ANSALDOBREDA S.p.A. Déflecteur d'obstacle pour le wagon avant d'un train
EP2017153A3 (fr) * 2007-07-18 2010-03-24 Hitachi, Ltd. Vehicule ferroviaire avec déflecteur d'obstacles
WO2015043651A1 (fr) * 2013-09-27 2015-04-02 Siemens Aktiengesellschaft Dispositif anti-chevauchement central pour vehicules ferroviaires avec fonctions supplementaires
AU2013401446B2 (en) * 2013-09-27 2017-04-20 Siemens Aktiengesellschaft Central climbing protection for rail vehicles with additional functions
US10124815B2 (en) 2013-09-27 2018-11-13 Siemens Aktiengesellschaft Central climbing protection for rail vehicles with additional functions

Also Published As

Publication number Publication date
EP1468890B1 (fr) 2009-06-17
DE60327991D1 (de) 2009-07-30
ATE433897T1 (de) 2009-07-15

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