JP2003285739A - Direct stroke preventing shock absorbing device for railway train - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a direct stroke preventing shock absorbing device for a railway train, for absorbing shock on a person or an automobile as a lifeguard object, when they suddenly appear causing collision, and for reducing damages to the train itself as well. <P>SOLUTION: The direct stroke preventing shock absorbing device for the railway train comprises a leading rolling stock of the railway train having a protruded portion 3 protruded downward on the lower part of a front window portion 2 of an operator's seat and a fluid bag 4 mounted on the protruded portion 3. <P>COPYRIGHT: (C)2004,JPO

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention aims to minimize the damage to a person or a vehicle and to reduce the damage to the own vehicle when the person or the vehicle collides with a railway train in such a manner as to directly hit the railway train. The present invention relates to a shock absorber for preventing a direct hit of a railway train.

[0002]

2. Description of the Related Art Conventionally, entry into a track on which a railway train operates is generally an illegal act and cannot be entered. Therefore, if a person or car illegally enters and interferes with the operation of a railway train, various measures are taken to prevent the train car from being illegally entered. , I try to ensure the safe operation of my vehicle.

[0003]

However, the railway vehicles in the local area are closely attached to the places of daily living of local residents, and for example, the width of the railroad crossing is narrow, the railroad is a route within the ranch, There are slopes with rockfall near the, and people, automobiles, animals, and rockfalls subject to obstacles may suddenly appear on the railway route. In addition, an infant or an elderly person with dementia may accidentally enter the track and get into an accident.

[0004] Further, it has been reported from time to time that a collision between railway vehicles cannot occur as long as the operation is carried out in accordance with an appropriate railway manual.

In view of the above situation, the present invention softens the impact on a person or a vehicle as much as possible when a person or a vehicle to be disabled suddenly appears and collides, and at the same time, damages the vehicle. An object of the present invention is to provide a shock-absorbing device for preventing a direct hit of a railway train that can be reduced.

[0006]

In order to achieve the above object, the present invention provides: [1] In a shock absorber for preventing direct hits on a railway train, a protrusion protruding downward as a lower portion of a front window portion of a driver's seat. It is characterized by comprising a leading vehicle of a railway train having a portion and a fluid bag mounted on the protruding portion.

[2] The shock absorber for preventing a direct hit of a railway train according to the above [1], wherein the fluid bag is an oil bag.

[3] The shock absorber for preventing a direct hit of a railway train according to the above [1], wherein the fluid bag is a water bag.

[4] The shock-absorbing device for preventing a direct hit of a railway train according to the above [1], characterized in that it is provided with an orifice that opens when a predetermined pressure is applied to the fluid bag from the outside.

[5] In the shock-absorbing device for preventing a direct hit of a railway train according to the above [4], the fluid bag is a water bag.

[6] In the shock absorber for preventing a direct hit of a railway train according to the above [1], [2] or [3], a fluid bag is provided on the front surface and the rear surface of each vehicle connected to the rear portion of the leading vehicle. It is characterized by

[7] In a shock absorber for preventing a direct hit on a railroad train, an operating device for an abnormal condition arranged in the driver's seat of the leading vehicle of the railroad train and a lower portion of a front window portion of the driver's seat of the leading vehicle of the railroad train. It is equipped on the front of the and always shrinks,
It is characterized by comprising a box body which is inflated by a high pressure fluid by the operation of the operating device at the time of abnormality and in which a pocket portion is formed.

[8] In the shock-absorbing device for preventing a direct hit of a railway train according to the above [7], the box body is formed of two layers of a fluid bag and an air bag.

[0014]

[9] The shock-absorbing device for preventing a direct hit of a railway train according to the above [8], characterized in that it is provided with an orifice that opens when a predetermined pressure is applied to the fluid bag from the outside.

[10] In the shock-absorbing device for preventing direct hits on a railway train according to the above [1] or [8], a pressure sensor that responds to the external application of a predetermined pressure to the fluid bag is provided in the fluid bag. It is characterized by reducing the maximum impact force at the time of a collision.

[11] In the shock absorber for preventing a direct hit of a railway train according to the above [1] or [8], the fluid bag is provided with a membrane that is damaged by the application of a predetermined pressure to the fluid bag from the outside. It is characterized by relaxing the maximum impact force at the time.

[12] In the shock-absorbing device for preventing a direct hit of a railway train according to the above [8], the fluid bag is a water bag.

[13] In a shock absorber for preventing direct hits on a railroad train, an operating device for an abnormal condition arranged in the driver's seat of the leading vehicle of the railway train and a front window portion of the driver's seat of the leading vehicle of the railway train are provided. A spiral spring band that is normally locked is stored in a reduced size in a plurality of places except for, the member is unlocked when the operating device is operated in the abnormal state, and the spiral spring band is extended. And an elastic member protrudingly provided in front of the leading vehicle of the railway train.

[14] In a shock absorber for preventing direct hits on a railroad train, an operating device for an abnormal condition arranged in a driver's seat of a leading vehicle of the railway train and a front window portion of the driver's seat of the leading vehicle of the railway train are provided. It is characterized in that it is provided with a telescope type elastic assembling device which is normally pushed in and contracted at a plurality of places except for, and which is expanded by a compressed fluid when the operating device is operated at the time of the abnormality.

[15] In a shock absorber for preventing direct hits on a railroad train, an operating device for an abnormal condition arranged in a driver's seat of a leading vehicle of the railway train and a front window portion of the driver's seat of the leading vehicle of the railway train are provided. It is characterized in that it is provided with a cushioning member which is always wound up and accommodated in a plurality of places except for, and which is expanded by a compressed fluid when the operating device is operated at the time of abnormality.

[0021]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described in detail below.

FIG. 1 is a perspective view of a front portion of a leading vehicle of a railway train showing a first embodiment of the present invention, and FIG. 2 is a side sectional view of a front portion of a leading vehicle of the railway train showing a shock absorber for preventing direct hits. FIG. 3 is a perspective view of the fluid bag, and FIG. 3 is a plan sectional view of a main part of the shock absorber for preventing direct hits.

In the figure, 1 is a front part of a leading vehicle of a railroad train, 2 is a window part of a driver's seat, 3 is a projecting part projecting to the lower part of the window part, 3'is a projecting part in an evacuation state, 4 Is a fluid bag mounted on the projecting portion 3; 4A is an orifice formed on the fluid bag 4; an orifice opened by applying a predetermined pressure to the fluid bag 4 from the outside; 6 is an operation panel, 7 is an operation switch arranged on the operation panel 6 and operated when an abnormality occurs, 8 is a driver, and 9 is a wheel.

In this way, the front part 1 of the leading car of the railway train
Since the protruding portion 3 is arranged on the vehicle and the fluid bag 4 is mounted on the protruding portion 3, the driver 8 is abnormal if a train or an automobile is present in front and the vehicle collides there. When the operating switch 7 is operated, the projecting portion 3 of the front portion 1 of the leading vehicle is slid by a drive device (not shown) to expose the container of the fluid bag 4 as the projecting portion 3'in the evacuation state, Put the shock absorber for direct hits into the set state and apply a sudden brake.

Therefore, even if a railway train or automobile existing in front of the vehicle collides with the front part 1 of the leading vehicle of the railway train, the energy at the time of the collision is effectively absorbed by the fluid bag 4 mounted on the protruding portion 3. Thus, it is possible to mitigate the impact of a train or car that collides from the front. Fluid bag 4
Can be, for example, an oil bag containing oil having a lower compressibility than air. A water bag may be used instead of the oil bag.

Further, as shown in FIG. 2B, when the orifice 4A which is opened by applying a predetermined pressure from the outside is provided, that is, when the impact is absorbed, a hole for discharging the fluid is provided outside. In this case, by appropriately discharging the fluid, the resistance when the fluid passes through the orifice 4A can be expected to have a damper effect of absorbing impact energy. When the orifice 4A is provided and the fluid is discharged to the outside as described above, it is advantageous to use a water bag using water as the fluid in consideration of environmental problems.

When the protruding portion is made of a member having a lower rigidity than the other portions, the fluid bag may be built in the vehicle body. Alternatively, a part of the fluid bag may be always exposed.

Further, as shown in FIGS. 1 and 2, the lower portion is rounded so that no person or automobile is caught between the lower portion of the lead vehicle and the rail.

FIG. 4 is a perspective view for explaining a direct impact preventing shock absorber for a connecting portion between succeeding vehicles of a railroad vehicle according to a second embodiment of the present invention, and FIG. 5 is a perspective view of an essential portion thereof.

In these figures, 11 is the leading vehicle of the train, 12 is the following vehicle, 13 is the further following vehicle, and 14 is the following vehicle.
Is an oil bag installed at the rear of the leading vehicle 11, 15 is an oil bag arranged at the front of the following vehicle 12, 16 is an oil bag arranged at the rear of the following vehicle 12, and 17 is an oil bag of a further following vehicle 13. It is an oil bag arranged in the front part. For example,
As shown in FIG. 5, the leading vehicle 11 and the following vehicle 12 of the railway train are connected by a connector 18A, and a through passage 18 is formed.

Therefore, as shown in FIG. 4, when the leading vehicle 21 of the railway train, which goes backward to the leading vehicle 11 of the railway train, collides, as shown in the first embodiment, the leading vehicle of the railway train. The collision is buffered by the oil bag 19 of 11 and the oil bag 22 of the leading vehicle 21 of the railway train running in the opposite direction, and, for example, the oil bags 14 and 15 are provided in the rear portion of the leading vehicle 11 and the front portion of the following vehicle 12. Because of this, the collisions are also buffered at this connecting portion. The collision is similarly buffered at other vehicle-to-vehicle connecting portions.

FIG. 6 is a perspective view of a front portion of a leading vehicle of a railroad train showing a third embodiment of the present invention, and FIG. 7 is a perspective view of a front portion of a leading vehicle of the railway train, showing a main portion of a shock absorber for preventing direct hits. FIG. 8 is a perspective view showing a modified example of the direct hit prevention shock absorber, and FIG. 9 is a schematic configuration diagram of a drive system of the direct hit preventive shock absorber.
FIG. 10 is a view showing a shock absorber with a pressure sensor, and FIG. 11 is a view showing a shock absorber with a membrane which is damaged in response to pressure.

As shown in FIG. 6, the shock-absorbing cushioning material A for preventing direct hits is normally mounted on the front surface 33 below the front window 31 of the railway train, below the window 32 of the driver's seat, and is normally reduced. Has been done.

Although not shown, an operation switch 7 for operating in an abnormal condition is arranged in the driver's seat as in the first embodiment, and the operation switch 7 is operated as shown in FIG. Then, the valve control device 38 is actuated, and the high-pressure fluid from the high-pressure fluid source 39 acts on the direct hit preventing cushioning material A to expand from the front surface 33 of the lower portion of the window portion 32 of the leading vehicle 31. As shown, the box body 35 in which the pocket portion 34 is formed can be formed. When a person or an animal collides, it can be accommodated in the pocket 34 as an emergency evacuation.

As shown in FIG. 8, the box body 35 may have two layers of an oil bag 36 at the base and an air bag 37 at the front thereof.

By thus forming the two layers,
The role can be divided by the impact load. In the case of this embodiment, it is suitable for personal use.

Further, solids such as granules may be put in place of the fluid or air, which is effective for both personal use and objective use.

Further, as shown in FIG. 10, the air bag 37 of the box body 35 is provided with a pressure sensor 37A,
When a predetermined pressure is applied to the air bag 37 from the outside (for example, a person or an object collides), the valve control device 38.
Is activated to send air to the vacuum container 37B and slightly reduce the pressure, so that the initial maximum impact force at the time of collision can be mitigated. The compressed fluid source 39 is an air source for molding the air bag 37 of the box body 35.

Further, as shown in FIG. 11, the box body 3
The air bag 37 of No. 5 can communicate with the vacuum container 37C, and a predetermined pressure is externally applied to the air bag 37 at the communication part between the air bag 37 and the vacuum container 37C (for example, a person or an object collides with the air bag 37). ), And a pressure decompression membrane 37D that breaks can be provided.

It is needless to say that a fluid such as oil can be used in place of air in FIGS. 10 and 11.

FIG. 12 is a perspective view of a front portion of a leading vehicle of a railway train showing a fourth embodiment of the present invention, FIG. 13 is a perspective view showing a state where the direct hitting shock absorbing device of the present invention is in operation, and FIG. It is a schematic block diagram of the drive system of the shock-absorbing shock absorber.

Normally, as shown in FIG. 12, an elastic member that is locked at a plurality of positions except the window portion 42 of the driver's seat of the leading vehicle 41 of the railroad train and has a spiral spring band reduced and accommodated therein. Has 43.

Therefore, when the operation switch 7 is operated at the time of abnormality, as shown in FIG. 13, the elastic member 43 is unlocked, and the spiral spring strip is extended to the front of the leading vehicle of the railway train. The elastic member 44 that is provided so as to protrude is obtained.

Here, the drive system of the shock absorber for direct hit prevention will be described with reference to FIG.

A cap 44-1 is attached to the tip of the spiral spring band (elastic member) 44, and a lock piece 44-2 with a lock claw is formed inside the cap 44-1. There is.

On the other hand, on the fixed side, a lock claw 48 is formed on the inner side and a lock wheel 47 having teeth formed on the outer periphery is arranged. The lock wheel 47 is operated by an operation switch 7 operated in an abnormal condition. It is configured to be driven by a pinion gear 46 connected to a driven motor 45.

Therefore, normally, the spiral spring band 4 is
Since the lock piece 44-2 of the cap 44-1 at the tip of No. 4 and the lock claw 48 of the lock wheel 47 are engaged, the shock absorber for direct hit prevention is locked. When the operation switch 7 is operated, the motor 45
Drive the pinion gear 46 to rotate the lock wheel 47 and the lock claw 48 to the spiral spring band 4
When it is detached from the lock piece 44-2 of the cap 44-1 at the tip of No. 4, the spirally-shaped spring strip 44 which is reduced and accommodated pops out vigorously by the spring force and is directly hit, as shown in FIG. The shock absorber is set.

In the event of a collision with a train or an automobile, the spiral spring band 44 first receives lightly at its tip,
As the spiral spring band 44 is gradually compressed, the reaction force of the spring increases, and the trains and cars that collide with each other are strongly blocked, so that the energy at the time of collision can be effectively absorbed. it can. Moreover, the impact at the time of a collision with respect to the own train can be reduced accordingly. In other words, it is a reasonable shock absorber for direct hit prevention.

FIG. 15 is a perspective view of a front portion of a leading vehicle of a railway train showing a fifth embodiment of the present invention, FIG. 16 is a perspective view showing a state in which the direct hit preventing shock absorber of the present invention is in operation, and FIG.
FIG. 3 is a schematic configuration diagram of a drive system for the direct hit preventing shock absorber.

In these figures, normally, as shown in FIG. 15, the window 52 of the driver's seat of the leading vehicle 51 of the railway train is shown.
Telescopic elastic assembly device 54
Has an elastic member 53 that is reduced and stored.

Therefore, at the time of operating the operation switch 7 at the time of abnormality, as shown in FIG. 17, the valve control device 55 is operated to operate the electromagnetically operated valve 57, and the high pressure fluid ( For example, release air)
By sending compressed air to the tubular portion 58, as shown in FIG.
The telescoping type elastic assembly device 54 is extended so as to project in front of the leading car of the railway train.

Therefore, normally, the cap 54-1 at the tip of the telescopic elastic assembly device 54 only looks like the leading car of the railway train, but when the telescopic elastic assembly device 54 is extended, Extended cylindrical member 54
Since -3 is filled with the fluid, the impact force can be effectively absorbed. In this case, since the cylindrical member 54-3 needs to receive an impact force, the cylindrical member 54-3 needs to have an appropriate rigidity.

FIG. 18 is a perspective view of a front portion of a leading vehicle of a railroad train showing a sixth embodiment of the present invention, and FIG. 19 shows a state where the shock absorber for direct hit prevention of the present invention is accommodated (not yet operated). FIG. 20 is a schematic configuration diagram showing a state where the shock absorber for direct hit prevention operates.

In these drawings, lids 63 are arranged at a plurality of positions except the window portion 62 of the driver's seat of the leading vehicle 61 of the railway train, and the cushioning member 64 is wound and stored inside the lid 63. .

Therefore, at the time of operating the operation switch (not shown) at the time of abnormality, as shown in FIG. 20, the buffer member 64 is filled with the compressed fluid to automatically open and extend the lid 63, and The fluid is made to have elasticity by liquefying or gelling. Of course, the outer skin of the cushioning member 64 can be formed of a structurally strong member (fire hose member or the like).

With this structure, it is possible to form a cushioning member having a good storability.

Needless to say, if the above-mentioned shock absorber for preventing direct hits is arranged behind the rear end of the train, it is also effective for obstacles that collide from the rear.

Further, as the cushioning member of the above embodiment,
Rubber that absorbs shock, a shock-absorbing silicon member, or the like may be used.

In addition, the operating device at the time of abnormality is automatically linked with an emergency sudden braking performed by the driver, or when it is detected that the distance and speed at which the approaching obstacle approaches is abnormal. It may be configured to operate.

As described above, according to the present invention, it is possible to provide a railway vehicle that is gentle on obstacles.

The present invention is not limited to the above embodiments, and various modifications can be made based on the spirit of the present invention, and they are not excluded from the scope of the present invention.

[0062]

As described above in detail, according to the present invention, the following effects can be obtained.

(A) When a person or automobile targeted for disability suddenly appears and collides, the impact on the person or automobile can be softened as much as possible, and at the same time, damage to the vehicle can be reduced.

(B) By arranging a shock absorber for preventing a direct hit at the connecting portion of each vehicle of the railroad train, it is possible to reduce the impact at that portion.

(C) The shock absorber can be reasonably received by the shock absorber for preventing a direct hit by the extension of the spiral spring belt.

[Brief description of drawings]

FIG. 1 is a perspective view of a front portion of a leading vehicle of a railway train showing a first embodiment of the present invention.

FIG. 2 is a side sectional view of the main part of the direct impact preventing shock absorber in the front part of the leading vehicle of the railway train showing the first embodiment of the present invention.

FIG. 3 is a plan sectional view of a main part of a shock absorber for direct hitting prevention showing a first embodiment of the present invention.

FIG. 4 is a perspective view for explaining a direct impact preventing shock absorber for a connecting portion between succeeding vehicles of a railway vehicle showing a second embodiment of the present invention.

FIG. 5 is a perspective view of a main portion of a shock absorber for preventing a direct hit at a connecting portion between succeeding vehicles of a railway vehicle showing a second embodiment of the present invention.

FIG. 6 is a perspective view of a front portion of a leading car of a railway train showing a third embodiment of the present invention.

FIG. 7 is a perspective view of a main portion of a shock absorber for preventing direct hits on the front part of the leading car of the railway train showing the third embodiment of the present invention.

FIG. 8 is a perspective view showing a modified example of the direct hit preventing shock absorber for a railway train according to a third embodiment of the present invention.

FIG. 9 is a schematic configuration diagram of a drive system for a direct hit preventing shock absorber according to a third embodiment of the present invention.

FIG. 10 is a diagram showing a first modified example of the shock absorber for direct hitting prevention showing the third embodiment of the present invention.

FIG. 11 is a diagram showing a second modified example of the shock absorber for direct hitting prevention showing the third embodiment of the present invention.

FIG. 12 is a perspective view of a front portion of a leading car of a railway train showing a fourth embodiment of the present invention.

FIG. 13 is a perspective view showing a state in which a shock absorber for preventing direct hits of a railway train according to a fourth embodiment of the present invention is in operation.

FIG. 14 is a schematic configuration diagram of a drive system for a direct hit prevention shock absorber showing a fourth embodiment of the present invention.

FIG. 15 is a perspective view of the front part of the lead car of the railway train showing the fifth embodiment of the present invention.

FIG. 16 is a perspective view showing a state where a direct hitting shock absorbing device according to a fifth embodiment of the present invention is operated.

FIG. 17 is a schematic configuration diagram of a drive system for a direct hit preventing shock absorber showing a fifth embodiment of the present invention.

FIG. 18 is a perspective view of the front part of the leading car of the railway train showing the sixth embodiment of the present invention.

FIG. 19 is a perspective view showing a state where a shock absorber for direct hitting prevention according to a sixth embodiment of the present invention is housed (not activated).

FIG. 20 is a schematic configuration diagram showing a state in which a direct hitting shock absorbing device according to a sixth embodiment of the present invention is in operation.

[Explanation of symbols]

1 Front part of front train of railroad train 2, 32, 42, 52, 62 Driver's window 3 Projection part 3'projecting to the lower part of window 3'Evacuation projecting part 4 Fluid bag 4A, 36A Orifice 5 Support plate 6 Operation panel 7 Operation device (operation switch) operated in an abnormal condition 8 Driver 9 Wheels 11, 21, 31, 41, 51, 61 Leading vehicle 12 of railway train Subsequent vehicle 13 Further trailing vehicle 14 Equipped at the rear of the leading vehicle Oil bag 15 that is arranged in the front of the following vehicle 16 Oil bag that is arranged in the rear of the following vehicle 17 Oil bag that is arranged in the front of the further following vehicle 18 Through passage 18A Couplers 19 and 22 , 36 Oil bag A Buffer material 33 for preventing direct hits Front of lower part of window 34 Pocket part 35 Box body 37 Air bag 37A Pressure sensor 37B, 37C Vacuum container 37D Pressure decompression membrane 8,55 valve controller 39,56 compressed fluid source 43, 44 elastic member (helical spring band member) 44-1 cap 44-2 lock pieces 45 motor 46 pinion gear 47 lock wheel 48 locking pawl 53 elastic member 54 Tele Scope-type elastic assembly device 54-1 Cap 54-3 Cylindrical member 57 Electromagnetically operated valve 58 Cylindrical portion 63 Lid 64 Cushioning member

Claims (15)

[Claims] 1. A front vehicle of a railway train having (a) a lower portion of a front window portion of a driver's seat, which has a protruding portion protruding downward, and (b) a fluid bag mounted on the protruding portion. A shock-absorbing device for preventing a direct hit on a railway train. 2. The shock-absorbing device for preventing direct hits of a railway train according to claim 1, wherein the fluid bag is an oil bag. 3. The shock-absorbing device for preventing direct hits on a railway train according to claim 1, wherein the fluid bag is a water bag. 4. The direct hit preventing shock absorber for a railway train according to claim 1, further comprising an orifice opened by applying a predetermined pressure to the fluid bag from the outside. Shock absorber. 5. The shock-absorbing device for preventing direct hits on a railway train according to claim 4, wherein the fluid bag is a water bag. 6. The shock-absorbing shock absorber for a railway train according to claim 1, 2 or 3, wherein a fluid bag is provided on a front surface and a rear surface of each of the vehicles connected to a rear portion of the leading vehicle. A shock absorber for preventing direct hits on trains. 7. An (a) operation device for an abnormal condition which is arranged in a driver's seat of a leading vehicle of a railroad train, and (b) which is mounted on a front surface of a lower part of a front window portion of a driver's seat of the leading vehicle of the railway train. A shock absorber for preventing a direct hit of a railroad train, comprising: a box body that is constantly shrunk and is inflated by a high-pressure fluid by an operation of an operation device at the time of an abnormality to form a pocket portion. 8. The shock absorber for preventing direct hits on a railway train according to claim 7, wherein the box body is formed of two layers of a fluid bag and an air bag. 9. The direct hit preventing shock absorber for a railway train according to claim 8, further comprising an orifice that opens when a predetermined pressure is applied to the fluid bag from the outside. Shock absorber. 10. The shock-absorbing device for preventing a direct hit of a railway train according to claim 1, wherein the fluid bag is provided with a pressure sensor that responds to the fluid bag by applying a predetermined pressure from the outside, and the maximum pressure at the time of collision is provided. A shock-absorbing device for preventing direct hits on railway trains, which is characterized by mitigating impact force. 11. The shock-absorbing device for preventing a direct hit of a railway train according to claim 1, wherein the fluid bag is provided with a membrane that is damaged by application of a predetermined pressure from the outside to the fluid bag, and the maximum impact at the time of collision is provided. A shock-absorbing device for preventing direct hits on railway trains, which is characterized by relaxing power. 12. The shock absorber for preventing direct hits on a railway train according to claim 8, wherein the fluid bag is a water bag. 13. (a) An operation device at the time of an abnormality, which is arranged in a driver's seat of a leading vehicle of a railroad train, and (b) at a plurality of locations except a front window portion of the driver's seat of the leading vehicle of the railway train, The spiral spring band that is normally locked is stored in a reduced size, the member is unlocked when the operating device is operated in the abnormal state, and the spiral spring band is extended to lead the train train. A shock-absorbing device for preventing a direct hit of a railroad train, comprising: an elastic member protruding from the front of the vehicle. 14. (a) An operation device at the time of an abnormality, which is arranged in a driver's seat of a leading vehicle of a railroad train, and (b) at a plurality of locations except a front window portion of the driver's seat of the leading vehicle of the railway train, A shock absorber for a direct hit of a railroad train, comprising: a telescope type elastic assembling device that is normally pushed in and contracted and that is expanded by a compressed fluid when the operating device is operated in the abnormal state. 15. (a) An operating device at the time of abnormality arranged in the driver's seat of the leading vehicle of the railway train, and (b) at a plurality of locations except the front window of the driver's seat of the leading vehicle of the railway train, A shock-absorbing device for preventing a direct hit of a railway train, comprising: a shock-absorbing member that is normally wound up and stored, and that is expanded by a compressed fluid when the operating device is operated in the abnormal state.