JP4762054B2 - Exhaust device for railway vehicles - Google Patents

Description

  The present invention relates to an obstacle device attached to a front portion of a railway vehicle.

  When a railway vehicle collides with an obstacle on a track, the drainage device absorbs the collision energy by deforming the obstacle plate that eliminates the obstacle on the track and the collision load generated at that time. Thus, a buffering mechanism for relaxing is provided. By reducing the collision load, damage to the vehicle body can be reduced as much as possible. As the buffer mechanism, a structure in which a plurality of buffer plates made of an aluminum plate or a steel plate are laminated is generally used (see FIG. 20A and Patent Document 1).

  In this type of obstacle device, it is necessary to increase the thickness and the number of buffer plates in order to cope with collision energy that increases as the vehicle speed increases. As a result, the weight of the obstacle device increases, which hinders the speeding up of the vehicle.

  In view of this, there has been proposed an evacuation device that can cope with collision energy that increases as the vehicle speed increases and that can be reduced in weight.

  As another prior art, a V-shaped obstruction plate (an obstruction plate) having a straight portion on both sides and an arc portion on the center portion, and a front cushion of a honeycomb structure installed on the back side of the arc portion of the obstruction plate A support device, a side cushioning support member having a honeycomb structure installed on the back side of the straight portion of the obstacle plate, and an obstruction device including the front cushioning support member and a supporting member that supports the side cushioning support member have been proposed. (For example, refer to Patent Document 2).

  Further, as another prior art, a horizontal beam connecting both sides of the obstacle plate curved convexly in the traveling direction, and a rectangular tube structure provided between the obstacle plate and the transverse beam on the rail center line of the obstacle plate An obstacle device composed of an impact absorbing member has been proposed (see, for example, Patent Document 3).

The structure shown in FIG. 20 (b) includes a baffle plate that eliminates a baffle device on the track, and a shock absorber that supports a single shock absorber plate with a shock absorber having a hollow body structure. Since this structure can reduce a buffer plate, it can reduce in weight. The reason why the buffer plate can be reduced is that the energy absorption amount of the hollow body structure is high. Since the conventional buffer plate absorbs energy by bending deformation, the range of plastic deformation is limited to the vicinity of the plastic hinge, and the amount of energy absorption with respect to mass is low. On the other hand, since the shock absorbing material having a hollow body structure is accompanied by shear deformation of the face plate, the range of plastic deformation is wide and the energy absorption amount with respect to mass can be increased. It is also possible to supplement the energy absorption amount by enclosing an energy absorbing material such as foamed aluminum inside the hollow body structure (see, for example, Patent Document 4).
Japanese Examined Patent Publication No. 42-10570 (1 page and FIGS. 1 and 2) Japanese Unexamined Patent Publication No. 2000-6806 (2-3 pages and FIG. 1) JP 2001-55141 A (FIGS. 1 and 2) JP 2005-53346 A (pages 3 to 5 and FIGS. 1 and 2)

  The structures of Patent Documents 2 to 4 have been proposed for the purpose of reducing the weight of the structure of Patent Document 1, but have the following problems.

  In the structure of Patent Document 2, a buffer support material having a honeycomb structure is disposed on the entire inner surface of the obstruction plate (exhaust plate). Therefore, the support member that supports the buffer support member has a structure that supports a large area equivalent to the obstacle plate. For this reason, a supporting member becomes large and obstructs weight reduction.

  In the structure of Patent Document 3, the rectangular tube structure is a structure that absorbs energy by generating a bellows-like wall buckling, and has high energy absorption with respect to mass. However, it is difficult to reduce the weight of the horizontal beam because the horizontal beam that supports the square tube structure in front and rear needs to have sufficient strength. As a result, the joint between the cross beam and the obstacle plate has a rigid structure, but when an obstacle collides with this part, there is no part that absorbs energy by deformation, so the collision load input to the car body is There is a problem of becoming higher.

  In the structure of FIGS. 20A and 20B, the obstacle plate is attached to the side beam of the underframe of the vehicle body via a hanging metal fitting. Since the evacuation plate needs to be arranged at a height where the obstacle on the rail can be eliminated, the vertical dimension and weight of the above-described suspension fitting increase.

  In addition, in the stacked spring type shock absorber in which a plurality of shock absorbers seen in the structure of FIG. 20A are stacked, the number of shock absorbers to be deformed increases as the deformation progresses. Although it is small, there is a characteristic that the load rapidly increases to 2 or 3 times as the deformation progresses. On the other hand, since there is an upper limit to the load value when the shock absorber is deformed in terms of vehicle body strength, it is desirable that the load at the time of deformation be constant in order to absorb the maximum amount of energy with a limited amount of deformation.

  The present invention has been made in view of the above points, and by supporting the relief plate with a box-type buffer support device, the shock absorber can be reduced in size and weight, the load characteristics at the time of deformation can be improved, and the suspension plate can be suspended. An object of the present invention is to provide a railroad vehicle drainage device that can be further reduced in weight by being abolished.

In order to achieve the above object, a railroad vehicle fault device according to the present invention is a fault device provided on a vehicle body frame at the front end of a leading vehicle , and has a convex shape forward in the traveling direction and on both sides. An obstacle plate having a straight side plate portion, support members on both rear sides for supporting the obstacle plate to the vehicle body frame, and a beam member fixed to project forward on the outer surface of each support member; A box-type cushioning support member interposed between the barrier plate and the beam member of each support member, and the barrier plate is disposed inside the straight side plate portion with a space in the front-rear direction. Is supported by the box-shaped cushioning support material having a rectangular shape in plan view, and the beam members on both sides are disconnected with a gap between the tip portions intersecting each other on the tip extension line in a plan view isosceles triangle shape It is characterized by being in a state .

  Further, unlike the snow removal and snow removal device of the prior application (Japanese Patent Application No. 2005-155044), the snow removal device according to the present invention has a front support member that extends downward from the vehicle body frame at the front end of the front vehicle. Absent. This is equipped with a connecting device and its cover (reference numeral 1c; see FIG. 21) at the front end of the leading vehicle. When connecting, it can be connected by opening the cover left and right and storing it in the vehicle body. This is because, depending on the attachment position of the obstacle device, the cover support space may not be ensured due to the presence of the front support member. An example of the positional relationship between the cover (separation cover) 1c and the obstruction device 3 is shown in FIG.

  However, if the front support member is eliminated in the configuration of the prior application (Japanese Patent Application No. 2005-155044), the amount of downward deformation of the distal end of the obstacle increases when the obstacle is eliminated near the lower side of the obstacle plate, which is the worst. In this case, the lower side of the obstacle plate comes into contact with a ground structure such as a rail. The reason why the downward deformation amount of the tip of the obstacle becomes large when the obstacle is removed near the lower side of the obstacle plate is that the rotational moment of the front edge is applied to the obstacle plate.

  Since the present invention is configured to support the rotation moment of the front edge by supporting the relief plate with a pair of rectangular box-shaped cushioning support members arranged in plan view with a space in front and back, the tip of the relief plate The amount of downward deformation of the part can be reduced.

Specifically, when an obstacle (for example, a sphere) collides head-on near the lower side of the front central portion of the obstacle plate, the obstacle plate moves backward due to a load at the time of collision, and the pair placed inside the obstacle plate For each of the box-type shock absorbers, most of the collision energy is absorbed by the shear deformation of the upper and lower horizontal plates and the bending deformation of the front and rear vertical plates. However, when the obstacle has high rigidity, the evacuation plate also deforms at the contact portion with the obstacle to absorb a part of the collision energy. On the other hand, the rotational moment of the front edge causes an in-plane force in the vertical direction on the front and rear vertical face plates of the box-type cushioning support member. Since the rotational moment is a product of force and distance, if the distance between the front face plate and the rear vertical face plate of the box-type cushioning support member is increased, the load generated on the vertical face plate can be reduced. However, simply increasing the size of the box-shaped cushioning support member in the front-rear direction lengthens the upper and lower horizontal plates in the front-rear direction and increases the load when shearing. In this invention, the space | interval between vertical faceplates can be taken large, without enlarging the front-back direction dimension of a horizontal surface board by arranging the box-shaped buffer support material with a small dimension in the front-back direction back and forth. Thus, while suppressing the front-rear load transmitted to the vehicle body when colliding with an obstacle can be reduced downward deformation amount of exhaust Sawaita tip.

  Further, in the present invention, even when an obstacle collides with a position shifted to the left or right from the front central portion, the same deformation occurs in either the left or right box-type cushioning support material, so the load becomes extremely high. In addition, the downward deformation amount of the distal end portion of the obstacle plate does not increase. That is, the obstacle device of the present invention has good deformation characteristics and load characteristics that do not depend on the collision position of the obstacle.

  Furthermore, since the baffle plate is supported by a pair of rectangular box-shaped cushioning support members arranged in a plan view with a space in the front and back sides inside the straight side plate portion, the baffle plate is abolished and the baffle plate is eliminated. Since the hanging metal fitting for joining the plate to the side beam of the underframe can be eliminated, the weight can be reduced. In addition, since the load is buffered by the box-type cushioning support material, the load value will not increase suddenly and the damage to the vehicle body will be kept to a minimum when the deformation becomes large as in the case of a shock absorber composed of a shock absorber. Is possible.

  Furthermore, the beam members on both sides are in an isosceles triangle shape in plan view and are not connected with a gap between the tip portions intersecting each other on the tip extension line, so that the deformation of the box-type cushioning support material is greatly eliminated. When the obstacle plate and the beam material are in direct contact with each other, the load at the time of collision can be reduced because the tip of the beam material is easily deformed.

  The obstruction apparatus according to claim 2 is characterized in that the box-type cushioning support member omits the lower horizontal plane plate or omits the lower horizontal plane plate and is provided with a slit in the longitudinal direction of the upper horizontal plane plate. To do. According to the second aspect of the present invention, the box-type cushioning support member omits the lower horizontal plate. In this way, in the present invention, the box-type cushioning support member is paired on both sides in comparison with the snow removal and removal device of the prior application, and an increase in the load at the time of collision due to the increase of each one can be suppressed. . In addition, when bolting the rubber to the obstacle plate (rubber plate is used so that the lower side is about 10 mm above the rail and used to eliminate small obstacles on the rail), Although it is necessary to work by putting a hand from the underside of the vehicle body to the inside of the baffle plate, the work is easy because the bottom plate of the box-type shock absorber support material is omitted. Moreover, water and foreign matter do not accumulate inside the box-type cushioning support material. Furthermore, if the lower horizontal plate is not reduced by simply removing the lower horizontal plate, the load that causes the upper horizontal plate to shear by removing the lower horizontal plate and providing a slit in the longitudinal direction on the upper horizontal plate. Therefore, the load at the time of collision can be further reduced.

  Claim 3 shows a method of reinforcing the box-type cushioning support material when the obstacle plate is also used as a snow plow. As long as there are no obstacles on the track, no load is applied to the obstacle plate during normal driving. However, when the drainage plate is also used as a snow plow, a load due to snow removal is routinely applied. In the case where the load is repeatedly applied on a daily basis, it is necessary to sufficiently reduce the stress generated in the box-type cushioning support material in order to prevent fatigue failure. However, if it is simply strengthened, the deformation load of the box-type cushioning support member becomes high at the time of collision with an obstacle, and the vehicle body is damaged.

As shown in claim 3, as shown in FIGS. 2 to 4, the box-type cushioning support member is provided separately from the front and rear vertical face plates opposite to the crossing tip side as shown in FIGS. 2 to 4. If a vertical face plate is added, the thickness of the vertical face plate can be reduced, so an increase in the longitudinal load at the time of collision with an obstacle can be suppressed, and the number of vertical face plates has increased. It is possible to reduce the stress of the vertical face plate due to the vertical load. That is,
1) About the reaction force F in the front-rear direction and the secondary moment of inertia in FIG. 23, the reaction force in the front-rear direction F = n × 12EIδ / l2 E: Young's modulus δ: Displacement in the front-rear direction l: Distance between the linear side plate and the support member = Constant n: F∝C × n × I = C × ΣI (C: constant)
The reaction force value is proportional to the total value ΣI of the sectional second moment I of each plate constituting the box-type cushioning support material. When the height of the plate constituting the box-type buffer support material is h and the plate thickness t,
ΣI = n × h × t3 / 12
2) About the shear cross-sectional area SA with respect to the vertical load, the buffer support material needs to have sufficient strength so that the linear side plate is not displaced downward with respect to the vertical load. That is, in order to reduce the stress generated by the load in the vertical direction, it is preferable to increase the shear cross-sectional area SA.

3) FIG. 24 shows the relationship between the plate thickness and the total value ΣI of the section moment of inertia I and the relationship between the plate thickness and the shear cross-sectional area SA. When the number of face plates is 2, the thickness t = 6 mm, and the vertical dimension of the vertical face plate is 100 m,
ΣI = 2.0 × 10 ⁴ mm ⁴ Here, when the number of face plates is four, in order to obtain the same reaction force in the front-rear direction as in the case of two, ΣI = 2.0 × 10 ⁴ mm ⁴ The thickness t may be set to 5 mm so that

On the other hand, when the shear sectional area SA is compared, SA = 1200 m ² when t = 6 mm and n = ^2, and SA = 2000 m ² when t = 5 mm and n = 4. Therefore, when the ΣI is made equal and the number of faceplates is four compared to the case of two, the shear cross-sectional area is about twice as large. In this way, by reducing the thickness of the face plate constituting the box-type cushioning support material and providing the face plate separately, it is possible to increase the strength against the load in the vertical direction while suppressing an increase in the reaction force in the front-rear direction. become.

  The railroad vehicle obstacle device of the present invention has the following excellent effects. In other words, the support plate is supported by a pair of rectangular box-shaped cushioning support members arranged in a plan view with a space in the front and rear, so that the rotational moment of the front edge is supported. The amount of downward deformation can be reduced. In addition to having good deformation characteristics and load characteristics that do not depend on the collision position of the obstacle, the obstacle device of the present invention has a pair of obstacle plates that are arranged at intervals inside the straight side plate portion with a space between them. Since it is supported by the rectangular box-shaped cushioning support material in plan view, the cushioning plate can be abolished, and the hanging metal fitting that connects the obstacle plate to the side beam of the underframe can be abolished, and the weight can be reduced. In addition, since the load is buffered by the box-type buffer support material, the load value does not increase rapidly when the deformation becomes large as in the shock absorber constituted by the buffer plate, and damage to the vehicle body is minimized. Furthermore, the beam members on both sides are in an isosceles triangle shape in plan view and are in an unconnected state with a gap between the tip portions that intersect each other on the tip extension line, so that the deformation of the box-type cushioning support material is greatly reduced. When the beam member is in direct contact with the beam member, the tip of the beam member is easily deformed, so that the load at the time of collision can be reduced.

  DESCRIPTION OF EMBODIMENTS Hereinafter, embodiments of a railroad vehicle obstacle apparatus according to the present invention will be described with reference to the drawings.

  FIG. 1 is a side view showing a state in which an obstruction device according to an embodiment of the present invention is attached to a front portion of a leading vehicle, and FIG. 2 shows an obstruction device according to an embodiment of the present invention. FIG. 3 is a perspective view of the obstruction device according to one embodiment of the present invention as seen from above, and FIG. 4 is a plan view of FIG. 3, and FIG. FIG. 6 is a front view in which the left half is a front view and the right half is a front view in which the central portion of the front end of the obstruction plate (a shape that also serves as a snow plow) 4 is deleted.

As shown in FIG. 1 and FIG. 2, when the snow is removed in the winter and collides with an obstacle at the front end of the body frame 1 a of the leading vehicle 1 of a high-speed railway vehicle such as the Shinkansen (registered trademark) An obstruction device 3 for preventing damage is attached, and a substantially U-shaped lower cover 2 (see FIG. 1) is supported in front of the vehicle body frame 1a so as to be movable up and down with respect to the lower edge of the side structure 1b. A separation cover 1c (see FIG. 1) is provided at a substantially central portion of the front end surface of the leading vehicle so as to be openable and closable via a driving device (not shown) installed on the vehicle body frame 1a.

  The evacuation plate 4 is substantially V-shaped in plan view, and is disposed on the leading vehicle 1 so as to protrude forward. Further, the baffle plate 4 is integrally formed by welding with the ends of the straight side plates 41 and 41 on both sides being acutely abutted, and each of the straight side plates 41 is a steel plate having a relatively thin thickness in this example. As shown in FIGS. 3 to 6, it is formed by curving upward in a convex arc shape from the middle part in the height direction to the upper end part. Below each side plate 41, an obstacle rubber 42 for splashing and removing relatively small obstacles such as pebbles on the rail (track) 10 near the middle position (rail position) in the longitudinal direction of each linear side plate 41. It is attached to protrude. Reference numeral 9 in FIG. 1 denotes a wheel.

As shown in FIGS. 1 to 6, the obstruction device 3 includes an obstruction plate (snow plow) 4 that eliminates snowfall on the rail 10, and both rear and rear sides that support the obstruction plate 4 on the vehicle body frame 1 a. It is interposed between the supporting members 5 and 5 , the beam member 6 which is fixed to the outer surface of each supporting member 5, and the obstacle plate 4 and the beam member 6 of each supporting member 5. It includes a pair of front and rear box-shaped cushioning support members 8 that absorb and relax the collision energy at the time of collision by deforming itself when colliding with an object.

  A support plate member 44 having a trapezoidal shape in a plan view and having a U-shaped cross section is connected between the straight side plates 41 and 41 on both sides on the inside of the acute angle portion of the obstacle plate 4 across the sleeper direction.

  Each support member 5 includes a main body portion 51 made of a right triangular prism-shaped frame body, the right-angle portions of the main body portions 51 on both sides are opposed to each other in the left-right direction, and the inner side surface 51a is arranged in parallel with the rail 10, With the outer side surface 51b arranged in parallel with the straight side plate 41 of the obstacle plate 4, a vertical support rod (square cylindrical support rod) connected to the vehicle body frame 1a with a plurality of bolts 54 via a wide top plate 52a. ) The lower end of 52 is vertically welded and fixed to the upper surface of each main body 51. Further, a lower end of a diagonal support bar (circular pipe-shaped support bar) 53 that is tilted forward and downward connected to the vehicle body frame 1a through a plurality of bolts 58 via a flange 53a is formed on the rear surface of the main body 51, and is formed in a right triangle shape. It is supported by being fixed by welding through the frame 53c. The oblique support bar 53 is divided into upper and lower parts near the upper end, and is connected by a plurality of bolts 55 with the flange 53b abutted against each other. The main body portions 51 on both sides are integrally connected between the inner side surfaces 51 a by horizontal support bars (circular pipe-shaped support bars) 57.

  The beam member 6 fixed on the outer surface of each support member 5 is composed of a plate-like portion 6a and an L-shaped portion 6b extending forward from the plate-like portion 6a. It is composed of a vertical surface plate 6b-1 and a thin plate-like horizontal surface plate (flange) 6b-2 refracted inward at a right angle from the upper end. The left and right beam members 6 are arranged in an isosceles triangle shape so as to be parallel to the straight side plates 41 and 41 on both sides of the obstacle plate 4 and intersect on the tip extension line, that is, as viewed from above. As shown in FIG. 1, the front ends of the beam members 6 are not connected, that is, spaced apart by providing a certain gap.

An opening is provided at the attachment position of the obstacle rubber 42 on the straight side plates 41 on both sides, and an obstacle rubber pressing plate 41a is provided in the opening, and L fixed to the inside of the pressing plate 41a. Exhaust rubber 42 is attached to the shape support plate 43 with bolts. A pair of box-shaped cushioning support members 8 ( 8a, 8b) having a lower end opened with a slit 81 in the longitudinal direction of the upper surface and having a box shape ( frontal gate shape) are spaced apart in the front-rear direction. It is interposed between the beam member 6 fixed on the outer side surface 51 b and the support plate 43. Of the two box-type cushioning support members 8a and 8b, the rear side 8a is longer than the front side, and both side plates 84 of each box-type cushioning support member 8 are as thin as 4.5 mm in a trapezoidal shape. Two face plates 7 (thickness: 4.5 mm) are added to the box-type cushioning support material 8a on the side separately from the side face plates 84, and are interposed between the beam material 6 and the support plate 43. The inner side surface of each box-type cushioning support member 8 is integrally welded to a rectangular thin flat plate-like metal plate 82, and both side portions of the metal plate 82 are connected to the main body portion outer side surface 51b by a plurality of bolts 83. Yes. The We chose this structure, in this example, exhaust Sawaita 4 and box-cushioning support 8 (including the metal plate 82) is a high steel fatigue strength than Aluminum (Aluminum Alloy) On the other hand, since the support member 5 is made of a lightweight aluminum alloy and cannot be connected by welding, the support member 5 is connected by a bolt 83 so as not to be cut even if it receives a shearing force at the time of collision. Further, the outer surfaces of the front and rear box-type cushioning support members 8 are welded to the mounting plate 85 (see FIG. 7C). This is merely an example, and the material, shape, dimensions, and the like are set by experiment or structural analysis by a finite element method.

  Next, the effect | action which it has about the obstruction apparatus which concerns on the Example of this invention comprised as mentioned above is demonstrated in detail with reference to drawings.

  FIG. 7A is a perspective view seen from the front of one side showing a state in which snowfall is eliminated at the lower part of the obstacle plate, and FIG. 7B is a restraint of the obstacle device 3 (support member 5) with respect to the vehicle body frame 1a. FIG. 7C is a perspective view showing a state in which the outer surface of the box-shaped cushioning support member 8 is integrally welded to the mounting plate 85.

  The snow pressure load acting on the baffle plate 4 shown in FIG. 7A in the snow-covered state is as shown in Table 1 below. Since the relief plate 4 has a rake face, a vertical load is generated in addition to the rail load. The vertical load was 12.2 tons calculated from the rail load and the rake angle.

  The evacuation plate 4 is supported by a pair of left and right box-shaped cushioning support members 8a and 8b by support members 5 and 5 on both rear sides, and each support member 5 is supported on the vehicle body frame 1a by a vertical support bar 52 and an oblique support. It is supported by a rod 53 and firmly receives snow pressure from the snow on the track 10, and scrapes and removes the snow to both sides of the track (rail) 10 by the substantially V-shaped drainage plate 4.

  The stress analysis when the snow pressure load was applied was performed. The results are shown in Table 2 below. Table 2 compares the generated stress of each part and the allowable stress of the material (material). The generated stress is less than the allowable stress.

  FIG. 8 shows a frontal collision at a speed of 360 km / h against a spherical obstacle with a mass of 100 kg on the obstacle plate 4 carried out to confirm the ability of the obstacle device 3 of the present embodiment. FIG. 9 is a diagram showing a temporal change in the total value of each restraint portion reaction force of the obstacle device 3 by finite element analysis when offsetting 5 mm to the left from the center position on the left and right in consideration of the occurrence. FIG. 10 is a diagram showing the reaction force of each restraining part of the obstacle device 3 when a spherical obstacle collides with the obstacle device 3 of the example, and FIG. 10 confirms the ability of the obstacle device 3 of the present embodiment to fail. The vertical displacement (mm) of the lower end of the obstruction plate 4 of the obstruction device 3 by finite element analysis when the front obstruction with a mass of 100 kg hits the obstruction plate 4 at a speed of 360 km / h. FIG. FIG. 11 is a plastic strain distribution diagram of the tip of the baffle plate 4 after deformation by finite element analysis at the time of a frontal collision, and FIG. 12 is a diagram of a steel member (fouling plate 4 and box-type buffer support material 8) by finite element analysis. Similarly, FIG. 13 is a plastic strain distribution diagram of an aluminum alloy member (support member 5).

When the leading vehicle 1 collides head-on with an obstacle ( a steel ball having a mass of 100 kg ) , the front end butting portion of the obstacle plate 4 is deformed and displaced downward. Specifically, the plastic deformation shown in FIG. 11 occurs at the front end abutting portion of the obstacle plate 4, and the tip portion 4a of the obstacle plate 4 hangs down as shown in FIG. The amount of sag is 73 mm, which is smaller than the distance between the lower side of the obstacle plate 4 and the rail 10, so that the leading vehicle 1 can continue to travel after the collision. The compressive load (impact load) in the longitudinal direction of the linear side plate 41 is transmitted to the support members 5 and 5 and the pair of box-shaped buffer support members 8a and 8b between the support members 5 and 5 through the obstacle plate 4, respectively. As a result, an impact load is transmitted along the longitudinal direction from the straight side plate 41 to the pair of box-type buffer support members 8a and 8b on both sides, and the evacuation plate 4 tends to be displaced in the same direction.

  On the other hand, the inner sides of the box-type cushioning support members 8a and 8b are firmly supported by the beam member 6 fixed to the outer surface 51b of the main body portion of the support member 5, and are restrained at a fixed position, so that they are hardly displaced. As a result, as shown in FIG. 12, the box-type cushioning support member 8 is deformed from a rectangular shape in cross section to a diamond shape in cross section, and thus it is understood that shear deformation of the horizontal plane plate and bending deformation of the vertical face plate occur. Thereby, most of the collision energy at the time of collision is absorbed. Of course, part of the collision energy at the time of the collision is also absorbed by the deformation of the tip butting portion. As a result, since the impact load is not directly transmitted to the vehicle body frame 1a, the impact on the vehicle including the leading vehicle 1 is greatly reduced. As shown in FIG. 13, the tip of the beam member 6 is also deformed (plastic strain is generated), so that the impact energy that the box-type cushioning support member could not absorb is absorbed and the impact load is applied to the vehicle body frame. 1 is prevented from being transmitted directly.

  FIG. 14 shows the obstacle device 3 according to the finite element analysis in a case where a spherical obstacle having a mass of 100 kg collides with the rail device in the offset direction in the rail direction at a speed of 360 km / h at the position 750 mm on the left side. FIG. 15 is a diagram showing a temporal change in the total value of each restraint portion reaction force. FIG. 15 shows the obstacle device 3 based on finite element analysis when a spherical obstacle collides with the obstacle device 3 of this embodiment under the same conditions. FIG. 16 is a diagram showing the reaction force of each restraining portion of FIG. 16, and FIG. 16 is a spherical obstacle having a mass of 100 kg on the obstacle plate 4, which was carried out in order to check the ability of the obstacle device 3 of the present embodiment under the same conditions. It is a diagram which shows the time change of the vertical displacement (mm) of the obstruction board 4 of the obstruction apparatus 3 by the finite element analysis when the leading vehicle 1 carries out an offset collision with the thing at a speed of 360 km / h. FIG. 17 is a plastic strain distribution diagram of the tip of the baffle plate 4 after deformation by finite element analysis at the time of offset collision, and FIG. 18 is a steel member (fault plate 4 and box-type buffer support by finite element analysis at the time of offset collision). FIG. 19 is a plastic strain distribution diagram of the aluminum alloy member (support member 5).

When the position of the left side 750 mm (the position of the left side exhaust rubber 42 ) collides with the spherical obstacle in the rail direction from the front end of the exhaust plate 4 to the front, as shown in FIG. The sagging dimension is a maximum of 53 mm. Accordingly, since the distance between the lower side of the obstacle plate 4a and the rail 10 is smaller, the leading vehicle 1 can travel as it is.

An impact load acts on the left side straight side plate 41 in the rear in the longitudinal direction and on this. Due to this impact load, as shown in FIG. 17, the linear side plate 41 is displaced rearward in the longitudinal direction, and at the same time, it is bent toward the box-type cushioning support members 8a and 8b , and the rear portion is slightly curved outward. However, the insides of the box-type cushioning support members 8a and 8b are hardly displaced because they are constrained in the running direction, the vehicle width direction, and the vertical direction by the main body portions 51 of the support members 5 at the rear of both sides. As a result, as shown in FIG. 18, the box-type cushioning support members 8a and 8b on the left side of the front surface are deformed from a rectangular shape in cross section to a rhombus shape in cross section, so that shear deformation of the horizontal plane plate and bending deformation of the vertical face plate occur. Thereby, it turns out that the collision energy at the time of a collision is absorbed.

In the case of offset collision, the deformation of the box-shaped cushioning support 8a · 8b are concentrated on the left side of the box-shaped cushioning support 8a · 8b, the right of the box-type cushioning support 8a · 8b is not much deformed Absent. For this reason, the energy absorbed by the drainage device is also small. This is because the incident angle of the spherical obstacle to the evacuation plate 4 is shallow (analysis model is 35 degrees), so that the vertical component with respect to the evacuation plate 4 is small and the absorbed energy is small. Further, as shown in FIG. 19, no plastic strain is observed at the tip of the beam member 6, as described above, the entire collision energy is absorbed only by the deformation of the left-side box-type buffer support members 8a and 8b. This is because it is made.

  FIG. 22 shows the reaction force of the fixed portion at the time of collision, the amount of sag of the front end of the obstacle plate, and the mass of the obstacle device in the present invention, the prior application (Japanese Patent Application No. 2005-155044), and the conventional structure (Patent Document 1). It is a graph which shows the result of comparison, and in the following Table 3, it represents with a proportional value.

  The conventional structure is the analysis result at a collision speed of 200 km / h, and the present invention is the analysis result at 360 km / h. In the case of the present invention, despite the fact that the collision speed of the obstacle has been significantly increased, the load at the time of collision and the downward displacement of the tip of the obstacle plate are the same as the conventional structure, and weight reduction has been achieved. So the performance has improved.

Summary:
a) The stress generated by the snow pressure load shown in Table 1 is less than the allowable stress of the material as shown in Table 2 and has sufficient strength.

    b) The reaction force and displacement in the collision with the 100 kg steel ball are almost the same as those of the prior application and the apparatus of Patent Document 1 as shown in Table 3 above, and have good characteristics in the collision with the obstacle. is doing.

  Although one embodiment of the obstruction apparatus according to the present invention has been described above, for example, the box-type cushioning support member 8 is not limited to a box shape, and can be provided with a slit or a partition with a hollow structure. In addition, the material is not limited to the above-described embodiment, and metals other than steel or aluminum alloys, engineering plastics, and the like may be applicable.

  Further, the substantially V-shaped drainage plate (snow plow) includes a horseshoe shape, and in particular, when promoting the snow removal function, it is preferable to have an acute angle shape such as a V shape.

It is the side view which abbreviate | omitted one part which shows the state which attached the obstruction apparatus which concerns on one Example of this invention to the front part of the leading vehicle. It is a top view which shows the obstruction apparatus which concerns on one Example of this invention. It is the perspective view seen from the back side upper part which shows the obstruction apparatus which concerns on one Example of this invention. FIG. 4 is a plan view of FIG. 3. It is side sectional drawing cut out by the centerline (line orthogonal to the intermediate position of a vehicle width direction). The left half is a front view, and the right half is a front view in which the central portion of the tip of the baffle plate (snow plow) 4 is deleted. FIG. 7A is a perspective view seen from the front of one side showing a state in which snowfall is eliminated at the lower part of the obstacle plate (snow plow) 4, and FIG. 7B is an obstacle device 3 (support) for the vehicle body frame 1a. FIG. 7C is a perspective view showing a state in which the outer side surface of the box-shaped cushioning support member 8 is integrally welded to the mounting plate 85. A frontal collision at a speed of 360 km / h against a spherical obstacle having a mass of 100 kg on the obstacle plate 4 carried out in order to confirm the buffering capacity of the obstacle device 3 according to the embodiment of the present invention (position at the center of the left and right, accurately FIG. 6 is a diagram showing a temporal change in the total value of each restraint portion reaction force of the obstruction apparatus 3 by finite element analysis when the position is 5 mm on the left side). It is a diagram which shows the reaction force of each restraint part of the obstacle device 3 when a spherical obstacle collides frontally with the obstacle device 3 of the Example of this invention. Exhaust by finite element analysis when a frontal collision at a speed of 360 km / h against a spherical obstacle with a mass of 100 kg was performed on the obstacle plate 4 performed to confirm the ability of the obstacle device 3 of the present invention to eliminate the obstacle. It is a diagram which shows the time change of the displacement (mm) of the obstacle board 4 of the obstacle apparatus 3. FIG. It is a plastic strain distribution map of the front-end | tip of the baffle plate 4 after a deformation | transformation by the finite element analysis at the time of a frontal collision. It is a plastic strain distribution map of steel members (fault plate 4 and box-shaped cushioning support material 8) by finite element analysis. It is a plastic strain distribution map of the aluminum alloy member (support member 5). Each restraining part of the obstacle device 3 by the finite element analysis when the spherical obstacle is displaced to one side from the front side (position of the left side 750 mm) and collides with the side in the rail direction in the obstacle device 3 according to the embodiment of the present invention. It is a diagram which shows the time change of the total value of reaction force. It is a diagram which shows the reaction force of each restraint part of the obstacle apparatus 3 when a spherical obstacle collides with the obstacle apparatus 3 of the Example of this invention at the side collision. Exhaust by finite element analysis when a side collision with a spherical obstacle with a mass of 100 kg hits the obstacle board 4 at a speed of 360 km / h, which was carried out to confirm the buffering capacity of the obstacle apparatus 3 according to the embodiment of the present invention. It is a diagram which shows the time change of the displacement (mm) of the obstacle board 4 of the obstacle apparatus 3. FIG. It is a plastic strain distribution map of the front-end | tip of the baffle plate 4 after a deformation | transformation by the finite element analysis at the time of a side collision. It is a plastic strain distribution map of the steel member (the baffle plate 4 and the box-shaped buffer support material 8) by the finite element analysis at the time of a side collision. It is a plastic strain distribution map of the aluminum alloy member (support member 5). 20 (a) and 20 (b) are perspective views showing a conventional example relating to an obstruction device. It is a perspective view for demonstrating the positional relationship of a grouping cover and an obstruction apparatus. It is a graph which shows the result of having compared the reaction force of the fixing | fixed part at the time of a collision, and the amount of sag of the front-end | tip part of a baffle board with this invention, a prior application (Japanese Patent Application No. 2005-1555044), and a conventional structure (patent document 1). It is explanatory drawing which shows the calculation model of the reaction force F of a front-back direction and a cross-sectional secondary moment about the plate | board thickness and number of face plates in a box-type buffer support material. 24A is a diagram showing the relationship between the plate thickness and the secondary moment of inertia I, FIG. 24B is a diagram showing the relationship between the plate thickness and the shear cross-sectional area SA, and n is the number of plates.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Lead vehicle 1a Body frame 2 Lower cover 3 Ejection device 4 Ejection board (snow plow)
DESCRIPTION OF SYMBOLS 5 Support member 7 Face plate 8 Box type buffer support material 21/22 Air cylinder 23/25/29 Bracket 24 Link 26/27 Support metal fitting 28 Lock cylinder 41 Straight side plate 42 Ejection rubber 43 L-shaped support plate 44 Support plate material 51 Main body Portion 52 Vertical support bar 53 Diagonal support bar 57 Horizontal support bar 52a Top plate 54/55/58 Bolt 81 Slit 82 Flat metal plate 83 Bolt 85 Mounting plate

Claims (3)

An obstruction device provided on the body frame at the front end of the front vehicle,
An obstacle plate having a convex shape forward in the running direction and having a linear side plate portion on both sides, a support member on both rear sides for supporting the obstacle plate on the vehicle body frame, and an outer surface of each of the support members A beam member that projects forward and is fixed; and a box-type cushioning support member interposed between the barrier plate and the beam member of each of the support members,
In the inside of the straight side plate portion, the support plate is supported by the box-shaped cushioning support material having a pair of rectangular shapes in plan view arranged at intervals in the front and rear,
An obstacle apparatus for a railway vehicle , wherein the beam members on both sides are in an unconnected state with a gap between tip portions intersecting each other on a tip extension line in an isosceles triangle shape in plan view . 2. The railcar exhaust according to claim 1, wherein the box-type cushioning support member omits the lower horizontal plane plate or omits the lower horizontal plane plate and is provided with a slit in the longitudinal direction of the upper horizontal plane plate. Obstacle device. The box-like cushioning support material, wherein the vertical faceplate rear surface of the front and the opposite side of the intersecting distal end side of the exhaust Sawaita have a vertical plane plate separately provided in the vertical plane plates before and after each vertical faceplate 3. The railroad vehicle drainage device according to claim 1, wherein the orientation is substantially orthogonal to the barrier plate.