JP4279628B2 - Railcar shock absorber - Google Patents

Description

The present invention relates to a shock absorber attached to a front portion of a railway vehicle.

Conventionally, a shock absorber for absorbing impact energy from an obstacle has been installed on the leading vehicle of the high-speed vehicle so that the high-speed vehicle such as the Shinkansen (registered trademark) does not damage the high-speed vehicle when it collides with the obstacle. It is attached to the front part of the body frame.

  As such a shock absorber, a device constructed by stacking (for example, four-layer stack) buffer plates such as aluminum plates or steel plates is often used.

  However, in this shock absorber, it is necessary to increase the thickness of each shock absorber in order to cope with impact energy that increases as the vehicle speed increases. As a result, the buffer plate has a stronger structure than the vehicle frame, and the buffer plate is deformed when an obstacle collides with the front obstacle plate and a load is transmitted to the rear buffer plate. In addition, there is a risk of applying a large impact load to the vehicle body. In addition, since the weight of the shock absorber increases, it is not suitable for high-speed vehicles that are strongly demanded to be lighter.

  In view of this, various shock absorbers have been proposed that can cope with impact energy that increases as the vehicle speed increases, and that can meet the demand for weight reduction.

  For example, the shock absorber disclosed in Patent Document 1 is provided between a cross beam and a cross beam on the rail-direction center line of the cross plate in the rail direction of the cross plate, and a horizontal beam that connects both sides of the double plate that is convexly curved forward in the traveling direction. And a shock absorbing member such as a rectangular tube.

  This shock absorber absorbs impact energy by continuously buckling the impact absorbing member in the axial direction when it collides with an obstacle.

  However, in this shock absorber, when an obstacle collides with a part of the evacuation plate that is off the center line in the rail direction, a force for bending the shock absorbing member is generated, so that the shock absorbing member is continuously buckled in the axial direction ( It is also assumed that the impact energy at the time of collision cannot be sufficiently absorbed. Therefore, it is necessary to increase the number of cross beams and impact absorbing members, and to arrange the cross beams and impact absorbing members so that impact energy can be sufficiently absorbed. As a result, there arises a problem that the shock absorber has a complicated structure and the weight of the shock absorber increases.

  In addition, the shock absorber disclosed in Patent Document 2 is provided with a V-shaped obstruction plate (an obstruction plate) provided with a linear portion on both sides and an arc portion on the center portion, and installed on the back side of the arc portion of the obstruction plate. A honeycomb-structure front cushioning material, a honeycomb-structure side cushioning material installed on the back side of the straight portion of the obstacle plate, and a support member that supports the front cushioning material and the side cushioning material.

  Similarly to the shock absorber disclosed in Patent Document 1, this shock absorber absorbs impact energy by continuously buckling the shock absorber in the axial direction when the high speed vehicle collides with an obstacle. is there.

However, this shock absorber is formed integrally with the obstruction plate (disturbance plate), and the shock absorber is provided on the entire inner surface of the obstruction plate, and the shock absorber is supported by the support member. It has become. Therefore, the obstacle plate is difficult to bend when the obstacle collides with the obstacle plate. Therefore, absorption of impact energy due to deformation of the obstacle plate cannot be expected. In addition, it is a resistance to easily buckling the cushioning material in the axial direction. As a result, it is expected that a large reaction force acts on the vehicle body and damages the vehicle body. In addition, since this shock absorber needs to be provided with a shock absorber on the entire inner surface of the obstacle plate, it may have a complicated structure and increase the weight.
JP 2001-55141 A (page 2-3, FIG. 1) JP 2000-6806 A (Fig. 1-2)

  The present invention has been made in order to solve the above-described problem, and can efficiently absorb shock energy regardless of the collision position of an obstacle, further simplify the structure, and reduce the weight of the vehicle. An object is to provide an apparatus.

The device of the present invention is a shock absorber provided at the front part of the body frame of a railway vehicle, and has a shape that is convexly curved forward in the running direction, and a shock absorber that absorbs energy when an obstacle collides, For absorbing the impact energy transmitted from the buffer plate by shear buckling attached to the inner surfaces of the pair of left and right portions extending rearward in the running direction from the convexly curved portion of the buffer plate in the running direction . A shock absorber, and a support member attached to the portion of the shock absorber opposite to the buffer plate side to restrain the displacement , the shock absorber being a rectangular box in plan view It is a body and is attached to the buffer plate at its long side.

In this configuration, the shock absorber absorbs impact energy by the following mechanism. Specifically, for example, when an obstacle collides frontally with the shock absorber, the tip of the shock absorber is recessed backward in the traveling direction and deformed. Thereby, a part of impact energy at the time of a collision is absorbed. At the same time, since the buffer plate has a so-called arch shape and is supported by the support member via the shock absorber, a pair of left and right portions extending rearward in the running direction from the portion curved in the running direction of the buffer plate (Hereinafter also referred to as “each side”) , a compressive load (impact load) directed rearward in the longitudinal direction is generated, and this impact load is transmitted to a portion of the shock absorbing material on the buffer plate side. As a result, each side of the buffer plate moves rearward in the longitudinal direction, and the shock absorber side portion of each shock absorber is displaced in the same direction as the moving direction of each buffer plate corresponding to this portion. This is because the shock absorber side portion of each shock absorber is attached to the inner surface of each side of the shock absorber. However, the portion of each shock absorbing material on the side opposite to the buffer plate side is not displaced because its displacement is restrained by the support member. As a result, each shock absorber is shear buckled. Of course, depending on the direction of the impact load acting on the shock absorber, crushing may simultaneously occur in each shock absorber.

  When an obstacle collides with the shock absorber side part of the shock absorber through the shock absorber from the outside of one side of the shock absorber, one side of the shock absorber is recessed and deformed on the shock absorber side. A portion of the shock absorbing material on the buffer plate side is pressed. However, the portion of the shock absorbing material on the side opposite to the buffer plate side is not displaced because the displacement is restrained by the support member. As a result, the shock absorber is crushed without shear buckling. Of course, depending on the direction of the impact load acting on the shock absorber, shear buckling may occur in the shock absorber at the same time.

When an obstacle collides from the front in the running direction with an intermediate part from the tip of the buffer plate to the attachment part of any one of the shock absorbers, the intermediate part has the above two deformations, namely, shear buckling and crushing . The deformation | transformation which combined is produced. Specifically, an impact load in the longitudinal direction and a direction perpendicular thereto acts on the intermediate portion of the buffer plate, thereby causing the intermediate portion of the buffer plate to be depressed and deformed, and at the same time, the buffer including the intermediate portion. One side of the plate moves in the longitudinal direction and moves inward. Along with this, the shock absorbing material side portion of the shock absorber is displaced in the same direction as the moving direction of the shock absorbing plate corresponding to this portion, and is pressed in a direction substantially perpendicular to the moving direction. However, the portion of the shock absorbing material on the side opposite to the buffer plate side is not displaced because the displacement is restrained by the support member. As a result, shear buckling and crushing occur simultaneously in the shock absorbing material side portion of the shock absorber.

As described above, when the obstacle collides with the buffer plate, the device according to the present invention is deformed, and the shock absorbing material is transmitted from the buffer plate in the direction in which the obstacle collides with the buffer plate. The impact energy at the time of collision is absorbed by causing shear buckling or crushing or shear buckling and crushing according to the direction of the applied impact load. In other words, the device of the present invention absorbs impact energy at the time of collision, regardless of the collision position of the obstacle. On the other hand, conventionally, the impact energy at the time of collision is absorbed only by crushing, and therefore the impact energy at the time of collision cannot be sufficiently absorbed depending on the direction of the impact load. For this reason, the shock absorbing material is provided on the entire inner surface of the buffer plate, or a new member is added to load the shock load in the direction in which the shock absorbing material is crushed. However, as described above, this is not necessary in the present invention. Thereby, the structure of the shock absorber can be simplified and the weight of the shock absorber can be reduced.

Further, when the shock absorber of the device of the present invention is a hollow box , deformation according to the direction of the impact load transmitted from the buffer plate, that is, shear buckling or crushing , or shear buckling and crushing is performed. Since it can be easily performed, it becomes possible to absorb the impact energy at the time of collision irrespective of the direction of the impact load applied to the impact absorbing material. In addition, by the shock absorber in a hollow shape, and weight of the shock absorber, i.e. it is possible to reduce the weight of the shock absorber.

  An internal absorber for absorbing impact energy when an obstacle collides with the buffer plate may be further provided inside the shock absorber. According to this configuration, the shock absorbing capacity of the shock absorbing material can be improved. As a result, the shock absorber can be made compact. Thereby, weight reduction of a buffering device can be achieved.

  The internal absorbent material may be a foam material. Foam is light and has a great ability to mitigate impact. Therefore, the shock absorber can be made compact. Thereby, weight reduction of a buffering device can be achieved. In addition, as a foaming material, a urethane foam, a foam metal, etc. can be used.

  The internal absorbent material may be a partition member for partitioning the internal space of the shock absorbent material attached to the inner wall surface of the shock absorbent material. In this configuration, since the partition member is attached to the inner wall surface of the shock absorber, the shock absorbing ability of the shock absorber can be improved. Specifically, for example, it is possible to provide a partition member in which the cross-sectional shape of the shock absorbing material is a Japanese character, a rice field, or a honeycomb. As a result, the shock absorber can be made compact. Thereby, weight reduction of a buffering device can be achieved.

The support member includes a support member for restraining displacement in a traveling direction of a portion of the shock absorber opposite to the buffer plate side, and an attachment member for attaching the support member to the shock absorber, respectively. You may have. The support member includes a support member for restraining a vertical displacement of a portion of the shock absorber opposite to the buffer plate side, and a portion of the shock absorber opposite to the buffer plate side. It may further include a support member for restraining displacement in the vehicle width direction, and the attachment member may attach these support members to the shock absorber.

The buffer plate is formed such that a space extending from the convexly curved portion toward the rear in the traveling direction increases toward the rear, and the mounting member is substantially a right triangle in plan view. It is a triangular prism, and the right-sided triangular hypotenuse may be fixed to a portion of the shock absorber opposite to the buffer plate.

  According to the present invention, impact energy at the time of collision can be absorbed regardless of the position at which the obstacle collides with the buffer plate. Therefore, as in the past, in order to crush the shock absorbing material, the shock absorbing material is provided on the entire inner surface of the buffer plate, or a member for applying an impact load in the axial direction of the shock absorbing material is newly added. Is no longer necessary. Thereby, the structure of the shock absorber is simplified, and the weight of the shock absorber can be reduced.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

  FIG. 1 is a side view showing a state in which a shock absorber according to an embodiment of the present invention is attached to a vehicle. FIG. 2 is a plan view of the shock absorber according to the embodiment of the present invention. FIG. 3 is a diagram illustrating a deformation when an obstacle collides frontally with the shock absorber. FIG. 4 is a deformation diagram obtained by finite element analysis when an obstacle having a mass of 100 kg collides with the shock absorber at a speed of 200 km / h, in order to investigate the shock absorbing capacity of the shock absorber. FIG. 5 is a diagram showing the change with time of the load acting on the vehicle body when an obstacle with a mass of 100 kg hits the shock absorber at a speed of 200 km / h. FIG. 6 is a modified view when an obstacle collides with the shock absorber from the front. FIG. 7 is a deformation diagram obtained by finite element analysis performed when investigating the buffer capacity of the shock absorber when an obstacle with a mass of 100 kg collides with the shock absorber at a speed of 200 km / h from the front. FIG. 8 is a diagram showing the change with time of the load acting on the vehicle body when an obstacle with a mass of 100 kg collides with the shock absorber at a speed of 200 km / h from the front.

As shown in FIG. 1, an exhaust device 2 is provided at the front lower portion 1a of the body frame 1 of the leading vehicle of a high-speed vehicle such as the Shinkansen (registered trademark) so as not to damage the vehicle body when it collides with an obstacle. It is attached. The evacuation device 2 includes a evacuation plate 3 that repels a relatively small obstacle, and a large obstacle that cannot be eliminated by the evacuation plate 3, so that it can be deformed by itself when it collides. A shock absorber 4 that absorbs impact energy and prevents damage to the vehicle body is provided.

  The present invention is made with respect to the shock absorber 4 out of the obstruction device 2. This will be described in detail below.

  The shock absorber 4 includes a shock absorber 5 that transmits an impact load received from the obstacle when the obstacle collides with the shock absorber 3 to a shock absorber 6 described later, and an impact load transmitted from the shock absorber 5. The shock absorbing material 6 for absorbing the impact energy at the time of collision by being deformed by the above, and the support member 7 for supporting the shock absorbing material 6 are provided.

  As shown in FIGS. 1 and 2, the buffer plate 5 is disposed inside the above-described obstacle plate 3 and is convexly curved in the direction of the arrow X <b> 1 ahead of the traveling direction of the vehicle. The shock absorbing material 6 is fixed to the inner surface 5a of each side of the buffer plate 5, respectively. Thereby, the impact load at the time of a collision is reliably transmitted from the buffer plate 5 to each shock absorber 6. Details of this will be described later. Here, the buffer plate 5 is formed separately from the obstacle plate 3, but is not limited thereto. For example, the buffer plate 5 may be configured to also have the function of the obstacle plate 3. Thereby, the obstacle board 3 can be omitted from the obstacle apparatus 2.

  Each shock absorber 6 is arranged substantially symmetrically with respect to the longitudinal center line of the vehicle. Thereby, it becomes possible to receive an obstacle in the range from the mounting position of one shock absorbing material 6 to the mounting position of the other shock absorbing material 6 of the buffer plate 5. This range is preferably wider than the viewpoint of preventing vehicle damage. Therefore, the distance between the two shock absorbers 6 should be close to the vehicle width of the vehicle. Actually, the arrangement of each shock absorber 6 is appropriately set based on the material, shape, dimensions, and the like of the baffle plate 3, the buffer plate 5, and the shock absorber 6.

Moreover, the shock absorber 6 is formed of a hollow box . This is because the shock absorber 6 can easily be deformed according to the direction of action of the shock load transmitted from the buffer plate 5, that is, shear buckling or crushing , or shear buckling and crushing , that is, the shock absorber. This is because the impact energy at the time of collision can be absorbed regardless of the direction of application of the impact load to 6. In addition, by making the shock absorber 6 hollow, it is possible to reduce the weight of the shock absorber 6, that is, to reduce the weight of the shock absorber 4.

Here, the inside of the shock absorber 6 made of a box is left hollow , but the present invention is not limited to this. For example, the internal space 6b of each shock absorber 6 may be filled with a foam material that absorbs impact energy at the time of collision. As such a foam material, for example, a foamed material such as foamed urethane or foamed metal can be used. Alternatively, a partition member that partitions the internal space 6 b of each shock absorber 6 may be attached to the inner wall surface of each shock absorber 6. Specifically, for example, a partition member can be attached to the inner wall surface of each shock absorbing material 6 so that each shock absorbing material 6 has a letter shape in a cross sectional view or a square shape. Thereby, it becomes possible to make each impact-absorbing material 6 compact, and it is possible to reduce the weight of the shock absorber 4.

  The materials, shapes, dimensions, and the like of the buffer plate 5 and the shock absorbing material 6 are set in advance by experiments or structural analysis by a finite element method. Among these, as the material of the buffer plate 5 and the shock absorber 6, for example, relatively high rigidity steel or aluminum alloy can be used.

  The support member 7 is for restraining the displacement of the portion 6c of each shock absorber 6 opposite to the buffer plate 5 side.

  The support member 7 includes a first support member 71 for restraining a vertical displacement of a portion 6c opposite to the shock absorber 5 side of each shock absorber 6, and the shock absorber 5 side of each shock absorber 6 A second support member 72 for restraining displacement in the running direction of the opposite portion 6c, and a second member for restraining displacement in the vehicle width direction of the portion 6c opposite to the shock absorber 5 side of each shock absorber 6. 3 support members 73 and attachment members 74 for attaching these support members 71 to 73 to each shock absorber 6.

  Specifically, each attachment member 74 is a substantially triangular prism, and has a substantially right triangle shape in plan view. Each mounting member 74 is arranged so that its axial center coincides with the vertical direction, and the wall surface 74a on the long side of each mounting member 74 is a part on the opposite side of the shock absorbing material 6 from the buffer plate 5 side. Each is fixed to 6c. When the long side wall surface 74a of each mounting member 74 is fixed to the portion 6c opposite to the shock absorber 5 side of each shock absorbing material 6, the short side wall surface 74b of the mounting member 74 is the vehicle. The remaining wall surface 74c is substantially symmetrical and substantially parallel to the longitudinal center line of the vehicle so that each of the remaining wall surfaces 74c is substantially perpendicular to the traveling direction X1, and the upper end surface 74d of the mounting member 74 is It is arranged so as to be substantially perpendicular to the vertical direction.

  The first support member 71 is made of a rigid body such as steel, one end is attached to the upper end surface 74d of the attachment member 74, extends above the attachment member 74, and the other end is attached to the lower portion 1a of the vehicle body frame base 1. ing.

  The second support member 72 is made of a rigid body such as steel, and has one end attached to the wall surface 74b on the short side of the attachment member 74, extending obliquely above the attachment member 74 and rearward in the vehicle traveling direction, and the like. The end is attached to the lower part 1 a of the vehicle body frame 1.

  The 3rd support member 73 consists of rigid bodies, such as steel, and is horizontally attached so that it may pass between the wall surfaces 74c which each attachment member 74 mentioned above opposes.

  With the above configuration, it is possible to restrain displacement in each direction of the portion 6c of each shock absorber 6 opposite to the buffer plate 5 side.

  Next, the effect | action which the buffer device 4 comprised as mentioned above show | plays is demonstrated using FIG. 1 and FIG. 3 thru | or FIG.

When the obstacle collides with the front part of the leading vehicle of the high-speed vehicle, the obstacle plate 3 shown in FIG. 1 buckles and deforms. After that, the obstacle collides with the buffer plate 5 of the buffer device 4 located behind the barrier plate 3 and the buffer plate 5 is deformed. Then, an impact load is transmitted from the buffer plate 5 to the shock absorbing material 6, and the shock absorbing material 6 is shear buckled or crushed or shear buckled and crushed . As a result, the impact energy at the time of collision is absorbed. As described above, since the impact energy at the time of collision is absorbed by the impact absorbing material 6, the impact load is not directly transmitted to the vehicle body frame 1. As a result, the impact on the vehicle body of the high-speed vehicle can be greatly reduced.

  Specifically, for example, as shown in FIG. 3, when an obstacle B collides frontally with the shock absorber 4, an impact load acts on the tip of the shock absorber 5 in the direction of the arrow X <b> 2 behind the running direction. Due to this impact load, the tip of the buffer plate 5 is depressed, and a recess H1 is formed in that portion. Thereby, a part of impact energy at the time of a collision is absorbed. At the same time, the buffer plate 5 has a so-called arch shape and is supported by the support member 7 via the shock absorbing material 6, so that in each side of the buffer plate 5, in the direction of the arrow Y behind the longitudinal direction A load (impact load) is generated, and this impact load is transmitted to the portion 6a of the shock absorber 6 on the buffer plate 5 side. As a result, each side of the buffer plate 5 moves in the direction of the arrow Y behind the longitudinal direction, and the portion 6a of each shock absorber 6 on the side of the buffer plate 5 corresponds to each buffer plate 5 corresponding to this portion 6a. Each is displaced by a predetermined amount Y1 in the same direction as the moving direction. However, the portion 6c of each shock absorber 6 opposite to the buffer plate 5 is almost displaced because the displacement in the running direction, the vehicle width direction and the vertical direction is restricted by the support member 7 via the mounting member 74. do not do. As a result, the shock absorber 6 is deformed from a rectangular shape in cross section (indicated by a broken line in FIG. 3A) to a diamond shape in cross section (indicated by a solid line in FIG. 3A). This is shear buckling. Thereby, the impact energy at the time of a collision can be absorbed.

  Furthermore, a finite element analysis of the deformation state of the shock absorber 6 described above yields the result shown in FIG. As can be seen from FIG. 4, as described above, the depression H <b> 1 is formed in the buffer plate 5, and shear buckling occurs in the shock absorbing member 6. It can also be seen that the shock absorber 4 does not hang downward. Accordingly, in this case, the high-speed vehicle can travel as it is. Further, FIG. 5 shows the change with time of the load acting on the vehicle body in this case. As shown in FIG. 5, the load P1 acting on the vehicle body becomes maximum after 0.005 seconds from the collision, and becomes almost unloaded after 0.015 seconds. The maximum load at this time is about 1000kN. This is about half compared to the maximum load of about 2000 kN in the case of the shock absorber (the shock absorber constituted by stacking (for example, four) shock absorbers such as steel plates) which is frequently used at present (P2). Thereby, the load which acts on a vehicle body is relieved significantly compared with the said conventional buffering device.

  In addition, as shown in FIG. 6, when the obstacle B collides in the arrow Z direction with respect to the portion 6 a on the shock absorber 5 side of the shock absorber 6 through the shock absorber 5 from the outside of the shock absorber 5. Due to the impact load, one side of the buffer plate 5 is depressed toward the shock absorbing material 6 and a depression H2 is formed in that portion. Accordingly, the portion 6a of the shock absorber 6 on the buffer plate 5 side is pressed in the direction in which the buffer plate 5 is recessed. However, the portion 6c of the shock absorber 6 opposite to the buffer plate 5 side is hardly displaced because the displacement in the traveling direction, the vehicle width direction and the vertical direction is restricted by the support member 7 via the mounting member 74. . As a result, the shock absorber 6 is compressed in the axial direction. This is crushing. Thereby, the impact energy at the time of a collision can be absorbed.

  Further, when the deformation state of the shock absorber 6 described above is analyzed by finite element, it is as shown in FIG. As can be seen from FIG. 7, the depression H <b> 2 is formed in the buffer plate 5 as described above, and the impact absorbing member 6 is crushed. It can also be seen that the shock absorber 4 does not hang downward. Accordingly, in this case, the high-speed vehicle can travel as it is. Further, FIG. 8 shows the change with time of the load acting on the vehicle body in this case. As shown in FIG. 8, the load P1 acting on the vehicle body becomes maximum after 0.003 seconds from the collision, and becomes almost unloaded after 0.012 seconds. The maximum load at this time is about 800kN. This is about half of the maximum load of about 1500 kN in the case of the shock absorbers that are frequently used at present (P2). Thereby, the load which acts on a vehicle body is relieved significantly compared with the said conventional buffering device.

Further, when the obstacle B collides with the intermediate portion from the tip end portion of the shock absorber 5 to the portion 6a on the shock absorber 5 side of the shock absorber 6 from the arrow X3 direction (see FIG. 6) in the traveling direction, the shock absorber 5, impact loads in the longitudinal rear direction of the buffer plate 5 and in a direction perpendicular thereto are respectively applied. Due to this impact load, the buffer plate 5 is depressed and deformed. At the same time, the buffer plate 5 moves rearward in the longitudinal direction of the buffer plate 5 and bends inside the buffer plate 5. However, the portion 6c opposite to the shock absorber 5 side of the shock absorber 6 is not displaced because the displacement in the traveling direction, the vehicle width direction, and the vertical direction is restricted by the support member 7 via the mounting member 74. As a result, shear buckling and crushing occur simultaneously in the shock absorber 6. Thereby, the impact energy at the time of a collision is absorbed .

It is a side view in the state where the shock absorber concerning one embodiment of the present invention was attached to the vehicles. It is a top view of the buffer device concerning one embodiment of the present invention. It is a figure which shows a deformation | transformation when an obstacle collides with a buffering device. It is a deformation | transformation figure by a finite element analysis implemented when investigating the buffering capacity of a buffering device when the obstacle with a mass of 100 kg collides head-on at a speed of 200 km / h on the buffering device. It is a figure which shows the time-dependent change of the load which acts on a vehicle body when an obstacle with a mass of 100 kg collides with the shock absorber at a speed of 200 km / h. It is a deformation | transformation figure when an obstruction slips | deviates from a front and collides with a buffering device. It is a deformation | transformation figure by a finite element analysis implemented when investigating the buffering capacity of a buffering device when the obstacle with a mass of 100 kg collided and shifted from the front at a speed of 200 km / h. It is a figure which shows a time-dependent change of the load which acts on a vehicle body, when the obstacle with a mass of 100 kg collides with a buffer device at the speed of 200 km / h from the front.

DESCRIPTION OF SYMBOLS 1 Body frame 4 Shock absorber 5 Buffer board 6 Shock absorber 6c The site | part on the opposite side to the buffer board side of a shock absorber 7 Support member

Claims (6)

A shock absorber provided at the front part of a body frame of a railway vehicle,
A buffer plate that has a shape that is convexly curved forward in the running direction and absorbs energy when an obstacle collides,
For absorbing the impact energy transmitted from the buffer plate by shear buckling attached to the inner surfaces of the pair of left and right portions extending rearward in the running direction from the convexly curved portion of the buffer plate in the running direction . Shock absorbers,
A support member attached to the part so as to restrain the displacement of the part opposite to the buffer plate side of each shock absorber ,
The shock absorber is a shock absorber for a railway vehicle, which is a rectangular box in plan view, and is attached to the shock absorber plate at its long side . Inside said shock absorber, obstacle the buffer plate further provided with an internal absorber for absorbing impact energy when colliding with the buffering system of a railway vehicle according to claim 1. The shock absorber for a railway vehicle according to claim 2 , wherein the internal absorbent material is a foam material. The shock absorber for a railway vehicle according to claim 2 , wherein the internal absorbent member is a partition member that is attached to an inner wall surface of the shock absorbent member and partitions the internal space of the shock absorbent member. The support member includes a support member for restraining displacement in a traveling direction of a portion of the shock absorber opposite to the buffer plate side, and an attachment member for attaching the support member to the shock absorber, respectively. The shock absorber for a railway vehicle according to any one of claims 1 to 4. The buffer plate is formed so that the interval between the convexly curved portion and the portion extending rearward in the traveling direction increases toward the rear,
The mounting member is a substantially triangular prism having a substantially right triangle shape in a plan view, and a hypotenuse of the right triangle shape is fixed to a portion of the shock absorber opposite to the buffer plate side. Railway vehicle shock absorber.

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