JP5977102B2 - Railroad vehicle drainage device - Google Patents

Description

  TECHNICAL FIELD The present invention relates to a railroad vehicle drainage device, and more particularly to a railroad vehicle failure device whose main part is made of FRP.

  Conventionally, various types of railway equipment are known. With the recent increase in the traveling speed of railway vehicles, not only the entire railway vehicle but also the weight of vehicle equipment is required. In response to such a demand, for example, a vehicle exhaust device (exhaust plate) made of a fiber reinforced composite material (FRP) is known (see, for example, Patent Document 1).

  Moreover, since it uses as a pipe or a tank, the FRP molded product of the hollow shape provided with the multi-layer structure is known (for example, refer patent document 2).

JP-A-6-127384 JP-A-7-232384

  It may be possible to further reduce the weight of the vehicle by manufacturing vehicle equipment using a hollow FRP molded product.

  However, among the vehicle equipment, for example, the exhaust device is provided at the front end portion of the railway vehicle. Therefore, although the weight can be reduced by the hollow shape, it is difficult to attach to the railway vehicle. Further, it is required that vehicle equipment such as an obstacle device is compatible with an existing railway vehicle already operated by a railway operator.

  Furthermore, although sufficient strength is requested | required of the attachment part to an obstruction apparatus and a railway vehicle, the point which ensures the intensity | strength as an obstruction apparatus is not indicated by patent document 1 and patent document 2, It is difficult to apply these techniques to a railway vehicle exhaust device. In particular, the obstruction device described in Patent Document 1 uses FRP as the obstruction plate, and is not applied to the main part of the obstruction device.

  An object of the present invention is to provide a railroad vehicle obstruction device that can be reduced in weight without losing strength.

  The obstruction device according to the present invention has a center portion in the vehicle width direction of the railway vehicle protruding forward in a plan view, and has a hollow main body portion made of FRP having an internal space, and is directed rearward from both end portions of the main body portion. A pair of FRP hollow arms having an internal space that communicates with the internal space of the main body, and a pair of FRP that protrudes from the rear end of the hollow arm and is attached to the railway vehicle. The hollow main body part, the hollow arm part, and the flange part are integrally formed.

  In this way, the hollow main body portion, the hollow arm portion, and the flange portion become an integrally molded product of FRP, and therefore can be easily attached to a railway vehicle such as a carriage or a vehicle body. Moreover, since it shape | molds integrally, the intensity | strength as an obstruction apparatus is ensured. Thereby, even when an impact is applied due to a collision with an obstacle on the track, the connecting portions of the respective parts are not separated.

  In addition, since the hollow main body portion and the hollow arm portion formed by FRP have a hollow shape, the amount of FRP used as a whole is reduced, the weight is reduced, and the FRP is used to reduce the rigidity. A failure device can be realized.

  Since it is set as the structure attached to a railway vehicle using the flange part connected with a hollow main-body part via a hollow arm part, the attachment workability | operativity to a railway vehicle improves. Moreover, it can be attached to a plurality of vehicle types having different attachment modes or existing railway vehicles only by changing the flange portion without changing the design of the hollow main body portion or the hollow arm portion.

  According to the present invention, it is possible to provide a railroad vehicle obstruction device that can be reduced in weight without losing strength.

It is a rear view which shows one Embodiment of the rail vehicle obstacle apparatus. It is the same top view. It is the same side view. (A) is the sectional view on the AA line of FIG. 1, (b) is the sectional view on the BB line of FIG. (A) is the CC sectional view taken on the line of FIG. 1, (b) is the DD sectional view taken on the line of FIG. It is explanatory drawing of the method of shape | molding the connection part of a hollow arm part, a closure part, and a flange part. It is explanatory drawing of the method of shape | molding the connection part of a hollow main-body part and a protrusion.

Hereinafter, embodiments will be described with reference to the drawings.
[1. Structure of the evacuation device]
[1-1. Overview of overall configuration]
FIG. 1 is a rear view showing an embodiment of a railcar drain device, FIG. 2 is a plan view thereof, FIG. 3 is a side view thereof, and FIG. 4A is a sectional view taken along line AA of FIG. 4 (b) is a sectional view taken along line BB in FIG.

In FIG. 1 to FIG. 4, the obstruction device 1 is mainly composed of FRP (for example, CFPR), and is fixed to the front end portion of the front carriage 101 in the railway vehicle (leading vehicle). The hollow arm portion 3 and the flange portion 4 are provided.
[1-2. Configuration of hollow body]
The hollow main body 2 has a hollow cylindrical shape made of FRP having an internal space S, and a central portion in the vehicle width direction of the railway vehicle projects forward in plan view. The front surface of the hollow main body 2 is made of FRP, which is recessed in a concave shape toward the front in a cross-sectional view in the traveling direction of the railway vehicle, and the concave portion can eliminate snow on the track when the railway vehicle travels. The snow plow part 2A is provided.

The hollow main body 2 is integrally formed with a projecting portion 7 made of FRP projecting downward at a portion corresponding to the track on which the railway vehicle travels. The protrusion 7 has such a size as to be able to attach an obstacle plate or an obstacle (not shown) for protecting the railway vehicle from an obstacle on the track. As shown in FIG. 7, the protrusion 7 further has an internal space filled with a metal member 41 </ b> D as a core material and a foamed resin material 41 </ b> B via a thermally foamable adhesive. With the metal member 41D and the like, an attachment portion such as a baffle plate is secured and a necessary strength can be obtained. A method for forming the peripheral portion of the protrusion 7 will be described later.
[1-3. Configuration of hollow arm]
The pair of hollow arm portions 3 and 3 are made of FRP formed integrally with the hollow body portion 2, the front end portion thereof is connected to each end portion of the hollow body portion 2, and the rear end portion is the hollow body portion. Each of the two ends extends upwardly toward the rear. Each of the hollow arm portions 3 and 3 has an internal space communicating with the internal space of the hollow main body portion 2 inside. Thereby, an internal space extending from the inside of one hollow arm portion 3 to the inside of the other hollow arm portion 3 through the inside of the hollow main body portion 2 is formed. The hollow main body 2, the hollow arm 3, and the flange 4 are continuous with at least part of FRP fiber elements (not shown).
[1-4. Configuration of flange part and closed part]
The pair of flange portions 4 are made of FRP which is provided at the rear end portion of each hollow arm portion 3 and is molded integrally with the hollow arm portion 3. That is, the flange portion 4 is provided so as to protrude laterally from the rear end portion of the hollow arm portion 3 and is attached to the front carriage 101 (Note that the flange portion 4 can also be attached to an existing railway vehicle. Is provided in a different position).

  The distance between the left and right flange portions 4 corresponds to the distance between the front end portions of the side beams 101a and 101a, which are attached portions, of the front carriage 101. And the flange part 4 is each attached to the front-end part of the side beams 101a and 101a using a fastening member (for example, volt | bolt 5). Thus, by providing the flange part 4, the quantity of the bolt 5 for attachment can be increased and the attachment intensity | strength of the obstruction apparatus 1 and an obstruction performance can be improved.

As shown in FIGS. 1 and 2, the closing portion 6 is connected to the flange portion 4 and closes an end opening (a rear opening 3 </ b> B described later) of the hollow arm portion 3. In the present embodiment, the flange portion 4 and the closing portion 6 have a substantially uniform thickness and are integrally formed. A method for forming the peripheral portion of the flange portion 4 and the closing portion 6 will be described later.
[1-5. Mounting structure of the obstacle device and the cart]
As shown in FIGS. 5A and 5B, each hollow arm 3 has a front opening 3A formed on the front side and a rear opening 3B formed on the rear side. On the front opening 3A side, a circular convex portion 3Aa formed during molding protrudes from the front side surface and is integrally molded.

  The connection member 15 is a metal member that extends from the rear opening 3B to the front opening 3A (circular protrusion 3Aa). The connecting member 15 is fitted from the front opening 3A side, and the bottom 15a of the connecting member 15 is fixed to the closing portion 6 closing the rear opening 3B by adhesion.

  A plurality of attachment holes for attachment to the front carriage 101 by bolts 5 are formed in the flange portion 4 and the closing portion 6 and the connection member 15. That is, the closing portion 6 is formed with a first attachment hole 6a in a portion corresponding to the front opening 3A, and the bottom portion 15a of the connecting member 15 is connected to a portion corresponding to the first attachment hole 6a of the closing portion 6. A first mounting hole 15b on the member side is formed. Furthermore, a second mounting hole 4 a is formed in the flange portion 4. These mounting holes 6a, 15b and 4a are long holes having long sides in the vertical direction, and the mounting position of the obstruction device 1 with respect to the front carriage 101 can be easily adjusted in the vertical direction.

Moreover, in order to reinforce the attachment part by the volt | bolt 5, the metal reinforcement members 17 are provided in each attachment hole 6a, 15b, and 4a by adhesion | attachment. The reinforcing member 17 has a cylindrical portion 17a and a flange portion 17b. The cylindrical portion 17a is inserted into each mounting hole 6a, 15b and 4a. Moreover, the collar part 17b is connected with the edge part of the cylindrical part 17a, and the obstruction apparatus 1 is attached to the front side trolley 101 by tightening the bolt 5 until the head part of the bolt 5 contacts the collar part 17b. . In this way, by providing the reinforcing member 17, a necessary strength is secured for the bolt mounting portion.
[1-6. Effect of each configuration]
Thus, in addition to making the FRP molded product, the evacuation device 1 has both the hollow main body portion 2 and the hollow arm portion 3 that are the main parts hollow, so that the amount of FRP used is reduced and light weight is reduced. In addition, it is possible to realize a high-rigidity relief device. In particular, since the attachment portion with the bolt 5 to the front carriage 101 is reinforced by the metal connecting member 15 and the reinforcing member 17, the strength necessary for attachment with the bolt 5 is ensured. Therefore, both reduction in weight and securing of strength can be achieved.

  Since the FRP fiber elements forming the hollow main body portion 2, the hollow arm portion 3, and the flange portion 4 are continuous, the hollow main body portion 2 is secured even when an impact is applied, ensuring the strength as an obstruction device. The connecting portion of the hollow arm portion 3 and the flange portion 4 is not separated.

  Since it is set as the structure attached to a railway vehicle using the flange part 4 connected with the hollow main-body part 2 via the hollow arm part 3, the attachment workability | operativity to a railway vehicle improves. In addition, the disability device 1 can be applied to a plurality of vehicle types having different mounting modes or existing railway vehicles only by changing the flange portion 4 without changing the design of the hollow body portion 2 and the hollow arm portion 3. Can be attached.

Further, by fitting the reinforcing member 17 from the front opening 3A required for forming the hollow shape, not only the structure can be strengthened but also the rainwater intrusion into the internal space of the hollow arm portion 3 is prevented. be able to.
[2. Method of forming the obstacle device]
As a method for producing a hollow molded article, the following technique is known (for example, JP-A-2003-334834).

  First, a prepreg is disposed on the inner surface of a cavity having a shape corresponding to a molded product. Next, a bagging film is stacked on the prepreg, and the periphery of the bagging film is hermetically sealed directly to the mold. And while exhausting between a bagging film and a shaping | molding die, a prepreg is hardened by pressurizing and heating in an autoclave, and a hollow molded article can be obtained.

However, in the obstruction apparatus 1 according to the present embodiment, the hollow main body portion 2, the hollow arm portion 3, the flange portion 4 and the closing portion 6 are integrally formed, but project outward as in the flange portion 4. When the shape is included, pressure cannot be effectively applied during molding. In addition, it is difficult to mold a constituent portion having a small size such as the protrusion 7 provided in the hollow main body 2. Therefore, the obstruction apparatus 1 according to the present embodiment is formed by the following method.
[2-1. Molding of peripheral portions of flange portion 4 and closing portion 6]
A method for forming the peripheral portion of the flange portion 4 and the closing portion 6 will be described with reference to FIG. As shown in FIG. 6, an upper mold 11 and a lower mold 12 are used as the molds. The upper mold 11 is divided from the main body mold 11A and the main body mold 11A and is not fixed to the upper mold 11 and the lower mold 12. It consists of a plurality of divided types 11B, 11C, 11D. Reference numeral 35 denotes a sealing material.

  First, with respect to the prepreg 31 that becomes the hollow arm portion 3, the hollow arm portion is inserted so as to cover the inner surface of the prepreg 31 through the front opening 3A and cover the inner surface of the prepreg 31, and to antagonize the pressure applied in the autoclave process. 3 is pressurized from the inner surface. And between the upper side mold | type 11 (main body type | mold 11A, division | segmentation type | molds 11B, 11C, and 11D) and the outer side bagging film 33 is made into a vacuum, it heats by pressure within an autoclave. As a result, as the outer bagging film 35 moves in the contracting direction due to the vacuum pressure and the autoclave pressure, the split molds 11B, 11C, and 11D move, and the protruding portion 34a (flange portion 4) of the prepreg 34 where the internal pressure does not act. ) Can be pressurized. By heating under such pressure, each prepreg is cured, and an integrally molded product of the hollow arm portion 3, the flange portion 4, and the closing portion 6 can be obtained. Prior to molding, a plate-like prepreg 34 serving as the closing portion 6 and the flange portion 4 is disposed so as to have a predetermined positional relationship with respect to the prepreg 31 serving as the hollow arm portion 3 with respect to the lower mold 12. Thus, the hollow arm portion 3 and the flange portion 4 are integrally coupled during molding, the FRP fiber elements are continuous, and sufficient strength of the molded product can be ensured.

Further, as described above, the flange portion 4 and the closing portion 6 are provided with the first attachment hole 6a and the second attachment hole 4a for attachment to the front carriage 101, but the first and second attachment holes 6a and 4a are provided. It is also possible to mold using a mold in which the interval in the width direction of the slot to be molded can be adjusted within a minute range. Therefore, it is possible to manufacture an obstruction device in which the distance between the left and right first and second mounting holes 6a and 4a is different depending on the carriage using a common mold.
[2-2. Molding of peripheral portion of protrusion 7]
Next, a method for forming the peripheral portion of the protrusion 7 will be described with reference to FIG. As shown in FIG. 7, an upper mold 11 and a lower mold 12 are used as molds, and the lower mold 12 includes a main body mold 12A and a divided mold 12B. The laminated structure 41 that becomes the protrusion 7 can be molded so as to have a predetermined positional relationship with the prepreg 31 that becomes the hollow main body 2 by being arranged in the split mold 12B.

  The laminated structure 41 is obtained by filling a hollow shell-shaped prepreg 41A in which a foamed resin material 41B (for example, an acrylic foam material), a thermally foamable adhesive 41C, and a metal insert member 41D are laminated. is there. That is, the heat-foamable adhesive 41C is disposed at a location where the internal pressure does not act.

  If it does in this way, since the heat-foamable adhesive foams by the heat | fever at the time of shaping | molding in the location where an internal pressure does not act easily among the laminated structures 41, it can pressurize CFRP prepreg 41A used as a protrusion surface. Thereby, the protrusion part 7 which becomes intensity | strength required in order to attach an obstruction board etc. can be shape | molded easily and integrally.

  In addition to the above-described embodiment, the above-described embodiment can be modified as follows.

  (1) The snow plow part 2A can further include a reinforcing material on the surface thereof in order to prevent damage due to flying stones. For example, a reinforcing member such as a metal plate (soft steel, SUS, aluminum alloy, etc.) may be bonded to the surface of the snow plow portion 2A. Further, a reinforcing member such as a metal plate (soft steel, SUS, aluminum alloy, etc.), iron mesh, glass fiber or aramid fiber may be formed integrally with the snow plow portion 2A.

  (2) CFRP may be used as the FRP. Thereby, CFRP has a large vibration absorption, a large damping rate, and excellent weather resistance due to the interaction between the resin and the fiber as compared with the metal.

  (3) In the above embodiment, the obstacle apparatus 1 is attached to the front carriage 101, but may be attached to the vehicle body.

  (4) In the above embodiment, the FRP molded product is applied to an obstacle device, but is not limited to this, and can be applied to various equipment of a railway vehicle that requires weight reduction.

DESCRIPTION OF SYMBOLS 1 Exhaust device 2 Hollow main-body part 2A Snow plow part 3 Hollow arm part 3A Front side opening part 3Aa Circumferential convex part 3B Rear side opening part 4 Flange part 4a 2nd attachment hole 5 Bolt (fastening member)
6 Closure 6a First mounting hole 7 Protrusion 15 Connection member 15a Bottom 15b Mounting hole 17 Reinforcing member

Claims (10)

An obstacle device provided at the front end of a railway vehicle,
A hollow main body portion made of FRP having a center portion in the vehicle width direction of the railway vehicle protruding forward in plan view and having an internal space;
A pair of hollow arm parts made of FRP having an internal space that extends upward from both ends of the main body part toward the rear and communicates with the internal space of the main body part;
A pair of flange portions made of FRP protruding from the rear end portion of the hollow arm portion and attached to the railway vehicle;
A railcar obstacle apparatus in which the hollow main body, the hollow arm, and the flange are integrally formed.
2. The railroad vehicle obstacle apparatus according to claim 1, wherein at least a part of the hollow main body portion, the hollow arm portion, and the flange portion are continuous with FRP fiber elements.
Each of the hollow arm portions has a front opening formed on the front side and a rear opening formed on the rear side,
The evacuation device is
A connection member connecting the front opening and the rear opening;
A closing portion that substantially closes the rear opening and is connected to the flange portion;
The obstruction of the railway vehicle according to claim 1 or 2, wherein the closing portion has a first attachment hole for attachment to the railway vehicle together with the hollow arm portion by a fastening member at a portion corresponding to the front opening. apparatus.
The hollow main body portion is a part corresponding to a track on which the railway vehicle travels, and can be attached with an obstacle plate or an obstacle that protrudes downward and protects the railway vehicle from obstacles on the rail. The railroad vehicle obstacle apparatus according to any one of claims 1 to 3, further comprising an FRP protrusion formed integrally with the hollow main body.
The rail vehicle according to claim 4, wherein the protrusion has an internal space therein, and the internal space is filled with a core material via a thermally foamable adhesive.
The rail vehicle according to claim 5, wherein the core material is a metal member or a foamed resin material.
The railroad vehicle obstacle apparatus according to any one of claims 1 to 6, wherein the flange portion further includes a second mounting hole for mounting the hollow arm portion to the railcar by a fastening member.
Each said FRP is CFRP, The railcar fault apparatus as described in any one of Claims 1-7.
The hollow main body has a snow plow on the front surface thereof, which is concave toward the front in the cross-sectional view of the traveling direction of the railway vehicle, and is capable of eliminating snow accumulation on the track when the railway vehicle travels. The rail vehicle drainage device according to any one of claims 1 to 8.
  The railroad vehicle obstacle device according to claim 9, wherein the snow plow portion further includes a reinforcing material on a front side thereof.

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