JP4371829B2 - Railway vehicle frontal structure - Google Patents

Description

  The present invention relates to a frontal structure of a railway vehicle such as a Shinkansen.

  In railway vehicles, it is common practice to provide an obstruction device at the front of the vehicle in order to eliminate or jump to the side without involving an obstacle near the rail (for example, an obstacle having a weight of up to about 100 kg). ing. In addition, such an exhausting device is required to minimize damage to the vehicle body as much as possible when the obstacle is rejected or bounced aside, so that it is not easily affected by the collision energy in the event of a collision. It needs to be structured. For this reason, a structure in which an object (disturbance plate) that is difficult to deform is disposed on the front of the vehicle and connected to the vehicle body via a shock absorber is common.

  As an obstruction device that has a large and lightweight function to eliminate obstacles outside the track and that reduces the impact load on the body as much as possible, both sides of the steel obstruction plate that has a curved shape protruding forward in the running direction A structure in which a hollow aluminum alloy shaped member is used is proposed between the relief plate and the lateral beam on the center line in the track direction of the relief plate (see, for example, Patent Document 1).

  Such an obstruction device is intended to obstruct obstacles in the vicinity of the rail as described above, and since the obstruction plate is firmly fixed to the side beam of the vehicle body frame, The strength of the part increases. Therefore, when considering a collision between actual railway vehicles, the impact at the time of the collision becomes too large, and in some cases there is a cab located on the rear side of the exhaust device before the frontal part of the vehicle is destroyed. There is also a possibility of being destroyed, and such a situation is not preferable for the occupant and can be said to be inferior in collision resistance. Here, “collision resistance” means that the life zone (survival zone) of the occupant can be secured without destroying, and the impact on the occupant is mitigated.

  Accordingly, for the purpose of providing a railcar fault device having excellent collision resistance, an energy absorbing element extending in the vehicle front-rear direction is disposed on the rear side of the frontal portion of the obstacle plate, and this energy absorbing element. A rear end portion of the vehicle body frame is attached to the vehicle body frame via an energy absorbing element support device, while upper edge portions of the left and right side portions of the baffle plate are arranged at the lateral position of the energy absorbing element support device. The applicant has previously proposed what is supported by the frame (for example, see Patent Document 2).

  Specifically, it is configured as shown in FIGS. That is, the upper edge portions of the left and right side portions of the steel obstacle plate 101 convexly curved forward in the traveling direction are connected to the upper support member 103 behind the crash zone S via the plurality of obstacle plate suspension fittings 102. It is fixed. The upper support member 103 is attached to the vehicle body frame 110. As a result, the entire obstacle plate 101 is attached to the vehicle body frame 110 in a suspended state via the obstacle plate support device 122 having the obstacle plate suspension fitting 102 and the upper support member 103. That is, the frontal portion of the obstacle plate 101 is not directly supported by the vehicle body frame 110.

  A connecting bracket 104 is provided on the rear side of the frontal head of the obstacle plate 101 so as to protrude rearward, and the connecting bracket 104 has a rectangular cylindrical impact as an energy absorbing element disposed in the longitudinal direction of the vehicle body. It is connected to the front end portion of the absorption pipe member 105 (energy absorption element).

  At the front end of the shock absorbing pipe member 105, a notch 105a is formed so as to face upward and is arranged symmetrically. The front end portion of the shock absorbing pipe member 105 in which the cutout portion 105a is formed functions as a trigger portion that causes bellows deformation for energy absorption.

  The rear end portion of the shock absorbing pipe member 105 is connected to a lower support member 106 having a closed cross-sectional structure extending in the left-right direction of the vehicle body. Both ends of the lower support member 106 are connected to the lower end portions of the left and right support members 107L and 107R arranged in the vertical direction. The upper end portions of the left and right support members 107L and 107R are located behind the crash zone S and The frame 110 is fastened and fixed. The rear side of the lower support member 106 is connected to the vehicle body frame 110 via left and right inclined support members 108L and 108R extending rearward and obliquely upward. In this way, the support device 121 that supports the rear end portion of the shock absorbing pipe member 105 is configured by the support members 106, 107L, 107R, 108L, and 108R.

  As described above, the upper edge portions of the left and right side portions of the obstacle plate 101 are disposed at the side positions of the support device 121 via the obstacle plate support device 122 (the obstacle plate suspension fitting 102 and the upper support member 103). And supported by the vehicle body frame 110. Therefore, the position where the upper edge of the left and right side portions of the obstacle plate 101 is attached to the vehicle body frame 110 via the obstacle plate support device 122 is ahead of the position where the cab (not shown) is provided. The cab is located behind the crash zone S. Therefore, the collision energy absorption by the shock absorbing pipe member 105 is performed in the crash zone S farther from the driver's cab, so that the occupant's life zone (survival zone) is secured and the impact to the occupant is reduced. Is done. In this way, the shock absorbing pipe member 105 is disposed on the rear side of the obstacle plate 101, and the rear end portion of the support device 121 is attached to the vehicle body frame 110 (support members 106, 107L, 107R, 108L, 108R). By making it the structure connected to, the deformation | transformation stroke for absorbing a collision energy is lengthened. Further, by supporting the evacuation plate 101 by the evacuation plate support device 121 behind the crash zone S on the front of the vehicle, it is not necessary to provide a support device with high support rigidity in the crash zone S and The restraint of the obstacle plate 101 is relaxed, the peak load at the time of collision can be suppressed, and good collision resistance can be obtained.

Further, the obstacle plate 101 has a horseshoe shape that is inclined so as to be positioned forward or sideward as it goes down, and a substantially rectangular parallelepiped block 109 is attached near the upper edge of the frontal head. A lower edge portion of the front end portion of the obstruction plate 101 is positioned substantially vertically below the front surface. As described above, the substantially rectangular parallelepiped block 109 is attached to the vicinity of the upper edge of the frontal portion of the obstacle plate 101, and the lower edge portion of the front end portion of the obstacle plate 101 is positioned substantially vertically below the front surface of the block 109. Therefore, when the vehicles collide with each other, the upper portion (front surface of the block 109) and the lower portion (lower edge portion of the obstacle plate 101) of the obstacle plate 101 collide at the same time. Further, angular deformation (pitching) of the front end portion of the shock absorbing pipe member 105 can be prevented, and the crushing deformation of the shock absorbing pipe member 105 can be stabilized.
JP 2001-55141 A (0009 to 0014 and FIGS. 1 and 2) JP2003-137094A (0017-0021 and FIGS. 1 and 2)

  When such a rake angle is provided in the obstacle plate 101, the front plate 101 and the shock absorbing pipe member 105 positioned behind the obstacle plate 101 in the front-rear direction of the vehicle body at the time of a frontal collision between vehicles, as will be described later. As the deformable plate 101 hangs downward as it is deformed, the forehead of the distracted plate 101 is displaced downward, so that the destructive plate 101 is likely to cause derailment or the like by contacting the ground or the rail.

  Furthermore, since the above-described evacuation plate 101 has a horseshoe shape when viewed from the upper side, if a rake angle is provided, the shape becomes a cubic surface, which takes time and labor.

According to a first aspect of the present invention, there is provided a baffle plate that is provided at the front of the vehicle and that bounces off foreign matter existing in the vicinity of the rail, an energy absorption element disposed behind the baffle plate, and the energy absorption element for the vehicle body. In the frontal structure of a railway vehicle including a support member to be fixed, the obstacle plate is a face plate extending in a vertical direction, a curved front head extending in the width direction to the vicinity of the left and right rail positions, and the frontal thereof The left and right ends of the front part and the right and left side parts extending rearward to the outside of the left and right rails, and a lip part extending in the horizontal direction is provided at the lower end of the front end part of the frontal head. To do.

  Conventionally, the purpose of adding a rake angle is to prevent the obstacle from being caught by scooping up the obstacle. However, even if there is no rake angle, according to the invention of claim 1, the obstacle is located near the rail. When the obstacle plate collides with the obstacle, the obstacle is placed on the lip portion located at the lower end of the front end portion of the obstacle plate, and the lip portion guides the obstacle to the side. Since the role is exhibited, the obstacle can be surely bounced to the side.

  For this reason, it is possible to prevent the obstacle from being caught and to prevent the obstacle and the rail from colliding with each other. Therefore, the breakage and derailment of the rail can be prevented, which is advantageous in terms of safety.

  In addition, since the relief plate does not have a rake angle, the curved surface becomes simple and the manufacture becomes easy. In addition, when the vehicles collide with each other in a low-speed traveling state, the amount of sag due to compression fracture of the front of the vehicle is reduced. Therefore, since the length of the crushable zone can be secured large, it is possible to design a large absorption energy capacity for reducing the impact, and the effect of reducing the impact is enhanced. Moreover, in the technique of patent document 2, in order to prevent the angular deformation | transformation of the front end of a pipe member, when the upper part and lower part of a baffle board collide simultaneously at the time of a collision of vehicles, in the technique of patent document 2, it is a baffle. A block is provided at the upper end of the plate. The amount of protrusion of the lip portion from the obstruction plate (face plate) (the width of the lip portion) is determined by the thickness of the front cover in front of the obstruction plate and its thickness after compression failure. By taking the same level, the same effect can be obtained.

  Since the frontal cover has a thin plate structure, if the frontal cover has a front and rear length of less than 1 m, the lip portion has a thickness substantially equal to that of the obstruction plate and a width of 35 to 5 as described in claim 3. A configuration of 40 mm is desirable.

  Further, in the frontal head structure described above, the lip portion extending forward in the horizontal direction is provided in the center of the lower end of the front end portion of the obstacle plate, and the additional lip portion is located above the lower end of the obstacle plate. By arranging, the lip portion can be engaged in the vertical direction at the time of a frontal collision. That is, with this configuration, it is possible to have an anti-climber function.

  As described above, according to the present invention, when the obstacle near the rail is excluded from the vicinity of the rail, the lip portion located at the lower end of the front end portion of the obstacle plate exhibits a role of guiding and smoothly obstructs the obstacle. Since it can be bounced to the side, obstacles can be prevented from being caught. At the same time, by configuring the baffle plate as a face plate extending in the vertical direction, it is possible to prevent deformation of the baffle plate hanging down in the event of a collision between vehicles, thus preventing a collision between the baffle plate and the track. Derailment and rail breakage can be prevented in advance.

  Embodiments of the present invention will be described below with reference to the drawings. Since the basic structure is the same as that shown in FIGS. 14 and 15, the same reference numerals are used for the same components, and detailed description thereof is omitted.

  FIG. 1 is a side view showing a frontal structure of a railway vehicle according to the present invention, FIG. 2 is a plan view thereof, and FIG. 3 is a front view thereof.

  As shown in FIGS. 1 to 3, the obstacle plate 1 that eliminates obstacles in the vicinity of the rail during traveling is configured as a face plate (curved plate) that extends in the vertical direction and is curved so that the central portion protrudes forward. The The obstacle plate 1 includes a frontal head 1A having a substantially arc shape in plan view extending to the vicinity of the left and right rails, and left and right side portions 1B and 1C extending rearward from the left and right ends of the frontal head to the outside of the left and right rails. Consists of. A lip portion 1a extending forward in the horizontal direction is provided at the center of the lower end of the center position of the frontal head 1A (the front end portion of the obstacle plate). Further, a connecting bracket 104 ′ protruding rearward is provided on the rear side of the frontal head 1 </ b> A, and the connecting bracket 104 ′ is connected to a front end portion of a square cylindrical shock absorbing pipe member 105 (energy absorbing element). This is the same as the conventional device shown in FIGS. 14 and 15, although the shape of the connecting bracket 104 ′ is different.

  A lip portion 1a that extends forward in the horizontal direction is provided at the lower end of the frontal head 1A of the obstruction plate 1 (the center of the lower end of the front end portion of the obstruction plate 1). The lip portion 1a has a thickness substantially equal to that of the obstacle plate 1 and a width of 35 to 40 mm.

  If comprised in this way, when removing an obstruction from the rail vicinity, since the lip | rip part 1a located in the lower end center of the front-end part of the obstruction board 1 will exhibit the role which guides an obstruction, an obstruction is smooth. It is possible to jump to the side and out of the orbit. For this reason, it is possible to prevent the obstacle from being caught and to prevent the obstacle and the rail from colliding with each other, thereby preventing the track (rail) from being destroyed.

  Further, since the obstacle plate 1 is a curved plate extending in the vertical direction and does not have a rake angle, the curved surface shape is simplified and the manufacture of the obstacle plate 1 is simplified. In addition, when the shape does not have a rake angle as described above, the amount of sag due to compressive fracture at the time of a frontal collision between railway vehicles is reduced, as will be described later.

  Therefore, since the length of the crushable zone can be ensured large, it is possible to design a large absorbed energy capacity for mitigating the impact, and the effect of reducing the impact is high.

  In addition, since the amount of drooping downward at the front of the vehicle at the time of a frontal collision between railway vehicles decreases, even if the vehicles collide frontally, the obstacle plate 1 should contact the ground or the rail. It is possible to prevent breakage and derailment of the rail, which is advantageous for safety.

  In addition, when collision energy larger than necessary acts on the obstacle plate 1 and the vehicle head portion is compressed and broken, not only the obstacle plate 1 is crushed and absorbs the collision energy, but also an impact absorbing pipe. The collision energy is also absorbed by the bellows deformation of the member 5.

  Subsequently, the result of the simulation analysis when the LP gas cylinder B (mass 100 kg) in the vicinity of the rail is bounced off while traveling at a speed of 300 km / h is shown as a railway vehicle of the structure of the present invention (see FIGS. 1 to 3). FIGS. 4A, 4B, and 7C are shown in FIGS. 4A, 4B, and 7C for the conventional and conventional railway vehicles (see FIGS. 14 and 15).

  In the conventional railway vehicle, as shown in FIGS. 6 (a) to 6 (c) and FIGS. 7 (a) to (c), the LP gas cylinder B can be excluded from the track. Since the LP gas cylinder B is not surely guided in the horizontal direction, the LP gas cylinder B will collide with the rail R before it is removed from the track, and it can be seen that the rail R is bent slightly.

  On the other hand, in the case of the railway vehicle having the structure of the present invention, as shown in FIGS. 4A to 4C and FIGS. Although deformed, the lip portion 1a serves to smoothly guide the LP gas cylinder B in the horizontal direction, so that the LP gas cylinder B is excluded from the track without colliding with the rail R. This is because the LP gas cylinder B is slightly deformed when the LP gas cylinder B collides with the baffle plate 1, but the lip portion 1a bites into the deformed portion so that the LP gas cylinder B does not collide with the rail R. It is presumed that this is because it is eliminated while guiding.

  Therefore, even in the conventional railway vehicle shown in FIGS. 14 and 15, the LP gas cylinder B can be obtained by providing a similar lip portion extending forward in the horizontal direction at the center of the lower end of the front end portion of the obstacle plate 101. It is considered that the LP gas cylinder B is prevented from colliding with the rail R when the gas is removed from the track.

  A similar simulation is also applied to a railway vehicle that employs an obstacle device having only the obstacle plate 1 (no rake angle and no lip portion) configured as a curved plate extending in the vertical direction shown in FIG. As a result of the analysis, as shown in FIGS. 9A to 9C and FIGS. 10A to 10C, the LP gas cylinder B is caught under the vehicle body and the rail R is bent. It can be confirmed that the effect of providing the lip portion 1a is great not only by changing the shape of the baffle plate.

  4 (a) to (c) to FIG. 7 (a) to (c), FIG. 9 (a) to (c) and FIG. 10 (a) to (c), (a) (b) ( c) shows the states when the elapsed times T from the time of collision are 0 sec, 0.025 sec, and 0.05 sec, respectively.

  In addition, the relationship between the amount of compressive fracture at the front of the vehicle when the same vehicle collides head-on and the amount of vertical displacement (sagging amount) of the baffle plate is shown in FIG. FIG. 11 shows a railway vehicle having a conventional structure (see FIGS. 14 and 15). The allowable displacement position between the rails is the height to the ground (= −324 mm), and the rail position is the height to the rail upper surface (= −150 mm).

  In a railway vehicle having a conventional structure, if the amount of compression crushing at the front of the vehicle is 870 mm or more, the central portion of the baffle plate 101 may come into contact with the ground, and the track (rail R) may be destroyed or derailed. Therefore, the crushable zone cannot be increased by 870 mm or more (the amount of absorbed energy cannot be increased further).

  In contrast, in the railway vehicle having the structure of the present invention, it can be seen that even if the amount of compression crushing at the front of the vehicle is 1050 mm, the rail R and the ground between the rails are not yet in contact. For this reason, the length of the crushable zone can be made larger than in the case where the conventional device is used, so that the energy absorption capacity for mitigating the impact is increased at the time of a collision in which the front of the vehicle is crushed. can do.

  Moreover, the railway vehicle (see FIGS. 1 to 3) adopting the structure of the present invention and the railway vehicle (see FIGS. 14 and 15) adopting the conventional structure to the vertical wall (rigid wall) at a speed of 17.5 km / h. FIGS. 12A to 12C and FIGS. 13A to 13C show the state of compressive fracture deformation when a frontal collision is caused. This collision condition corresponds to the case where the same vehicles collide head-on at a relative speed of 35 km / h. 12 (a) to 12 (c) and FIGS. 13 (a) to 13 (c), (a), (b), and (c) respectively indicate the leading portion compressive fracture amount, 486 mm, and the leading portion compressive fracture. The case of a quantity of 972 mm is shown.

  In the case of the conventional structure in which the rake angle is provided on the relief plate, when the compressive deformation of the front of the vehicle proceeds, the leading portion of the evacuation plate is deformed so that it droops greatly, but the curved plate extending in the vertical direction In the case of the structure of the present invention in which the obstacle plate 1 is configured as follows, it is confirmed that the amount of sag is reduced. Such a difference may be caused by the following reason. In the case of a relief plate having a rake angle as in the conventional structure, the length of the lower end is longer than the length of the upper end of the relief plate, so that the developed shape is substantially U-shaped or V-shaped. The relief plate is close to both ends of the developed U-shape or V-shape, and is connected to the base frame. Therefore, when compression deformation progresses, the relief plate hangs down geometrically. On the other hand, in the case of a relief plate that does not have a rake angle as in the structure of the present invention, the deployed shape of the relief plate is rectangular, so that no geometric drooping occurs.

  In the above embodiment, as the energy absorbing element, a bellows-shaped shock absorbing pipe member is used because it is easy to cause bellows deformation advantageous for energy absorption and can reduce the weight. However, the present invention is not limited thereto, and other known energy absorbing elements can be used. Moreover, it is also possible to employ a configuration in which a plurality of shock absorbing pipe members are provided depending on the purpose.

1 is a side view showing a frontal structure of a railway vehicle according to the present invention. It is the same top view. It is the same top view. (A)-(c) shows the result of a simulation analysis when a railway vehicle adopting the structure of the present invention jumps an LP gas cylinder (mass: 100 kg) near the rail at a speed of 300 km / h during traveling. It is a schematic diagram. (A)-(c) shows the result of a simulation analysis when a railway vehicle adopting the structure of the present invention jumps an LP gas cylinder (mass: 100 kg) near the rail at a speed of 300 km / h during traveling. It is a schematic diagram. (A)-(c) is a schematic diagram showing the result of a simulation analysis when a railway vehicle adopting a conventional structure bounces an LP gas cylinder (mass: 100 kg) near the rail at a speed of 300 km / h during traveling. FIG. (A)-(c) is a schematic diagram showing the result of a simulation analysis when a railway vehicle adopting a conventional structure bounces an LP gas cylinder (mass: 100 kg) near the rail at a speed of 300 km / h during traveling. FIG. It is a figure similar to FIG. 1 which shows the rail vehicle which employ | adopted this invention structure (other embodiment). (A)-(c) shows a case where a railway vehicle adopting the structure of the present invention (another embodiment) bounces off an LP gas cylinder (mass 100 kg) near the rail while traveling at a speed of 300 km / h. It is a schematic diagram which shows the result of a simulation analysis. (A)-(c) shows a case where a railway vehicle adopting the structure of the present invention (another embodiment) bounces off an LP gas cylinder (mass 100 kg) near the rail while traveling at a speed of 300 km / h. It is a schematic diagram which shows the result of a simulation analysis. It is a figure which shows the relationship between the amount of compressive fractures of a vehicle front head, and the vertical displacement amount (hanging amount) of an obstruction board. (A)-(c) is a schematic diagram which shows the result of a simulation analysis in case the railway vehicle which employ | adopted the structure of this invention collided with the wall at 17.5 km / h. (A)-(c) is a schematic diagram which shows the result of a simulation analysis in case the railway vehicle which employ | adopted the conventional structure collided frontally with the wall at the speed of 17.5km / h. It is a side view of the railway vehicle which employ | adopted the conventional structure. It is the same top view.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Baffle 1a Lip part 1A Frontal part 1B, 1C Side part 103 Upper support member 105 Shock absorbing pipe member (energy absorption element)
106 Lower support member

Claims (2)

A baffle plate that is provided at the front of the vehicle and that bounces off foreign objects present in the vicinity of the rail, an energy absorption element that is disposed behind the baffle plate, and a support member that fixes the energy absorption element to the vehicle body In the frontal structure of a railway vehicle, which is composed of a face plate extending in the vertical direction ,
The baffle plate is composed of a curved front part extending in the width direction to the vicinity of the left and right rail positions, and left and right side parts extending rearward from the left and right ends of the front part to the outside of the left and right rails,
Frontal structure of a railway vehicle to the lower end of the front end portion of the forehead, characterized in that the lip portion extending horizontally forward is provided. The forehead structure of a railway vehicle according to claim 1 , wherein the lip portion has a thickness substantially equal to that of the obstacle plate and a width of 35 to 40 mm.

Images