JP6791773B2 - Obstacle device and shock absorber for railway vehicles - Google Patents

Description

The present invention relates to a railroad vehicle obstruction device and a shock absorber. More specifically, the present invention relates to a technique in which energy generated when an obstacle plate collides with an obstacle in an orbit is absorbed by a buffer plate arranged behind the obstacle plate.

Conventionally, for example, a railroad vehicle obstruction device has been provided in the leading vehicle of a high-speed vehicle. The railroad vehicle obstruction device supports the obstruction plate that removes obstacles on the track, the cushioning plate that is placed behind the obstruction plate, and the cushioning plate from the rear, and cushions the body frame of the railway vehicle. It is provided with a support device for fixing the plate.

For example, Patent Document 1 is a document that describes such a railroad vehicle obstruction device. Patent Document 1 describes a set of leaf springs by stacking a plurality of leaf springs curved in a horseshoe shape with a gap in the front-rear direction of the vehicle and connecting both ends of the leaf springs via spacers. It is disclosed that a shock absorber is constructed as an assembly.

Japanese Unexamined Patent Publication No. 2006-168709

In the technique of Patent Document 1, by arranging both ends of a plurality of leaf springs along the obstacle plate, the rigidity against the force from the side is secured and the performance of removing obstacles on the orbit is ensured. It was. However, in the technique of Patent Document 1, since each of the plurality of leaf springs is composed of a thick plate curved about the axis in the vertical direction, the total mass of the cushioning plate is large. That is, in the technique of Patent Document 1, the mass of the obstruction device for railway vehicles is large.

The present invention has been made to solve the above problems. That is, an object of the present invention is to provide a technique for reducing the weight of a railroad vehicle obstruction device while maintaining rigidity against a force from the side.

The railroad vehicle obstruction device of the present invention made for the purpose of solving this problem includes an obstruction plate that eliminates obstacles on the track, a cushioning plate that is arranged behind the obstruction plate, and the cushioning plate. A railroad vehicle obstruction device including a support device for supporting the vehicle from the rear and fixing it to the underframe of the vehicle body, characterized in that the buffer plate is formed by being curved about an axis in the direction of the sleepers. The buffer plate may be configured by stacking a plurality of leaf springs, or may be configured by one plate. Further, it may be divided in the direction of the sleepers.

In this configuration, the cushioning plate is arranged behind the obstruction plate in a curved state about the axis in the direction of the sleepers. Therefore, the number of plates used for the cushioning plate is smaller than that of the conventional cushioning plate in which a plurality of leaf springs curved around the vertical axis are superposed to form a set of leaf springs and assemblies. It is lightweight.

The railroad vehicle obstruction device having the above configuration uses the conventional buffer plate against the force acting on the obstruction plate from the side even if the number of plates used as the buffer plate is smaller than that of the conventional buffer plate. Rigidity equivalent to the case can be secured. If the conventional cushioning plate is composed of only one leaf spring, there is a risk of bending when a force is applied to the obstruction plate from the side. Therefore, the ends of multiple leaf springs are overlapped to increase the rigidity. I had secured it. However, since the buffer plate having the above configuration is curved around the axis in the direction of the sleepers, when an obstacle in the orbit collides with the obstacle plate from the side, the entire edge of the cushion plate It can receive the force from the side and support the obstacle plate. That is, by changing the bending direction of the buffer plate having the above configuration from that of the conventional leaf spring, it is possible to secure the same rigidity as the conventional buffer plate with a smaller number of plates than the conventional buffer plate. became.

However, the buffer plate having the above configuration has a problem that the amount of energy absorbed at the time of collision is lower than that of the conventional buffer plate. Therefore, the railroad vehicle obstruction device having the above configuration is further disposed between the obstruction plate and the buffer plate, and absorbs energy that acts from the obstruction plate toward the buffer plate. It is preferable to have a material. In the railroad vehicle obstruction device having this configuration, the buffer plate and the energy absorbing material jointly absorb the energy generated when the obstruction plate collides with an obstacle. Therefore, in the railroad vehicle obstruction device having the above configuration, the energy absorption amount at the time of collision is secured by absorbing the energy at the time of collision, which was conventionally absorbed by the buffer plate, with the energy absorbing material. ..

In the railroad vehicle obstruction device having the above configuration, the obstruction plate is formed in a chevron shape curved about an axis in the vertical direction, and the cushioning plate is provided on one side of the obstruction plate. It is divided into a first buffer plate arranged along the same and a second buffer plate arranged along the other side of the obstruction plate, the first buffer plate and the second buffer plate. It is preferable to have a connecting member for connecting the above. According to this configuration, by dividing the cushioning plate into the first cushioning plate and the second cushioning plate, the portion that does not contact one side portion and the other side portion of the obstruction plate is omitted, so that the entire cushioning plate is lightweight. Can be changed. Further, by providing a space between the first buffer plate and the second buffer plate, the energy absorbing material can be arranged in the space. In this case, by connecting the first buffer plate and the second buffer plate via the connecting member, the first buffer plate and the connecting member can be formed between one side portion and the other side portion of the obstruction plate. The second cushioning plate is arranged like a beam. As a result, the railroad vehicle obstruction device having the above configuration can secure the rigidity against the force from the side even if the cushioning plate is divided into the first buffer plate and the second buffer plate.

In the railroad vehicle obstruction device having the above configuration, the obstruction plate is formed in a chevron shape curved about an axis in the vertical direction, and has a cross beam that connects one side portion and the other side portion. The energy absorbing material preferably includes a first energy absorbing material arranged on the front side of the cross beam and a second energy absorbing material arranged on the rear side of the cross beam. By having a cross beam, the amount of energy absorbed due to the deformation of the fascia plate at the time of collision increases. In addition, energy can be absorbed by pressurizing and deforming the cushioning plate by the cross beam at the time of collision. In this configuration, after the first energy absorbing material is deformed to absorb energy at the time of collision, the second energy absorbing material is deformed to absorb energy, so that the energy at the time of collision can be stably absorbed.

Further, the shock absorber of the present invention is arranged behind the obstacle plate for removing obstacles on the track in a posture curved about the axis in the direction of the sleepers in the cushion plate used for the obstacle removal device for railway vehicles. It is characterized by that.

The buffer plate having such a configuration is arranged behind the obstruction plate in a curved state about the axis in the sleeper direction, and the edge portion in the sleeper direction is arranged along the obstruction plate. Therefore, when the obstruction plate receives a force from the side, the cushioning plate receives the force on the entire edge and is not easily deformed. Therefore, the cushioning plate having the above structure can maintain the rigidity against the force from the side of the obstruction plate while reducing the weight by forming one plate by bending it.

Therefore, according to the present invention, it is possible to provide a technique for reducing the weight of a railroad vehicle obstruction device while maintaining rigidity against a force from the side.

It is a top view of the railroad vehicle obstruction device which concerns on embodiment of this invention. It is a front view of FIG. It is a cross-sectional view of AA of FIG. It is a BB sectional view of FIG. It is a CC sectional view of FIG. It is a figure which shows the cushioning plate reinforcement structure. It is a figure which shows the result of the simulation analysis of the deformation state when the obstacle obstruction device of this invention example collided with the obstacle on the track at a certain speed, and shows the state of the vehicle displacement amount 0 after the collision start. It is a figure which shows the result of the simulation analysis of the deformation state when the obstacle obstruction device of this invention example collided with the obstacle on the track at a certain speed, and shows the state of the vehicle displacement amount 1 after the start of a collision. It is a figure which shows the result of the simulation analysis of the deformation state when the obstacle obstruction device of this invention example collided with the obstacle on the track at a certain speed, and shows the state of the vehicle displacement amount 2 after the start of a collision. It is a figure which shows the result of the simulation analysis of the deformation state when the obstacle obstruction device of this invention example collided with the obstacle on the track at a certain speed, and shows the state of the vehicle displacement amount 3 after the start of a collision. It is a figure which shows the result of the simulation analysis of the deformation state when the obstacle obstruction device of this invention example collided with the obstacle on the track at a certain speed, and shows the state of the vehicle displacement amount 4 after the start of a collision. It is a figure which shows the result of the simulation analysis of the deformation state when the obstacle obstruction device of the conventional example collided with the obstacle on the track at a certain speed, and shows the state of the vehicle displacement amount 0 after the collision start. It is a figure which shows the result of the simulation analysis of the deformation state when the obstacle obstruction device of the conventional example collided with the obstacle on the track at a certain speed, and shows the state of the vehicle displacement amount 1 after the start of a collision. It is a figure which shows the result of the simulation analysis of the deformation state at the time of colliding an obstacle of a conventional example with an obstacle on a track at a certain speed, and shows the state of the vehicle displacement amount 2 after the start of a collision. It is a figure which shows the result of the simulation analysis of the deformation state at the time of colliding an obstacle of a conventional example with an obstacle on a track at a certain speed, and shows the state of the vehicle displacement amount 3 after the start of a collision. It is a figure which shows the result of the simulation analysis of the deformation state when the obstacle obstruction device of the conventional example collided with the obstacle on the track at a certain speed, and shows the state of the vehicle displacement 4 after the start of a collision.

Hereinafter, embodiments of the railroad vehicle obstruction device and the cushioning plate according to the present invention will be described with reference to the drawings.

FIG. 1 is a plan view of a railroad vehicle obstruction device 1 (hereinafter referred to as “disturbance device 1”) according to an embodiment of the present invention. FIG. 2 is a front view of FIG. FIG. 3 is a cross-sectional view taken along the line AA of FIG. The obstruction device 1 is applied to, for example, a high-speed vehicle. The obstacle removal device 1 eliminates obstacles on the track R to prevent derailment of the vehicle.

As shown in FIGS. 1 and 3, the obstruction device 1 includes an obstruction plate 3 for removing obstacles on the track, and a first buffer plate 41 and a second buffer plate arranged behind the obstruction plate 3. It is provided with a support device 5 that supports the 42 and the first and second buffer plates 41 and 42 from the rear and fixes them to the vehicle body frame 8 of the railway vehicle. The first buffer plate 41 and the second buffer plate 42 serve as buffer plates.

As shown in FIG. 1, the obstruction plate 3 is formed in a chevron shape curved about an axis in the vertical direction Z. That is, the obstruction plate 3 is provided with a forehead 31 at the center of the sleeper direction (left-right direction) Y, and the left face plate portion 32 extends diagonally to the left and rear of the vehicle from the forehead 31 to the front. The right face plate portion 33 extends diagonally rearward to the right of the vehicle from the head 31. The left side plate portion 32 becomes one side portion, and the right side plate portion 33 becomes the other side portion.

In the obstruction plate 3, the first beam plate 36 and the second beam plate 37 are arranged along the sleeper direction Y near the forehead 31, and are fixed to the left surface plate portion 32 and the right surface plate portion 33. The second beam plate 37 becomes a cross beam. As a result, the rigidity of the obstruction plate 3 in the vicinity of the forehead 31 is increased, and the amount of energy absorbed by the obstruction plate at the time of collision is increased. Further, the forehead 31 is provided at an acute angle and functions as a cutting edge for cutting an obstacle.

As shown in FIGS. 1 and 2, a lip portion 2 is attached to the frontal region 31 of the obstruction plate 3. The lip portion 2 lifts an obstacle on the track from the track and guides it to the side of the vehicle to prevent the obstacle from slipping under the vehicle.

As shown in FIGS. 1 to 3, hanging metal fittings 34 and 35 fixed to the vehicle body frame 8 are attached to the left side plate portion 32 and the right side plate portion 33. That is, the obstruction plate 3 is attached to the railroad vehicle in a state of being suspended from the vehicle body frame 8.

As shown in FIG. 1, the first buffer plate 41 and the second buffer plate 42 are arranged in parallel behind the obstruction plate 3. The first cushioning plate 41 is arranged along the inner side surface of the left side plate portion 32, and the second cushioning plate 42 is arranged along the inner side surface of the right side plate portion 33.

As shown in FIGS. 1 and 3, the second cushioning plate 42 is a rigid plate curved around the axis in the sleeper direction Y. That is, the second buffer plate 42 has a curved portion 421, a first flat plate portion 422 extending rearward from the end portion located above the curved portion 421, and a rear end portion located below the curved portion 421 to the rear of the vehicle. It is provided with a second flat plate portion 423 extending to.

As shown in FIG. 3, the distance between the first flat plate portion 422 and the second flat plate portion 423 in the vertical direction Z is larger than the width of the second beam plate 37 in the vertical direction Z, and the curved portion 421 is the second beam. The plate 37 is pressurized so that it can be deformed backward.

As shown in FIG. 1, in the second buffer plate 42, the outer edge portion 424 located outside in the sleeper direction Y is displaced to the right outer side of the vehicle as the right face plate portion 33 moves rearward from the forehead 31. It is formed diagonally with respect to the vehicle front-rear direction X so as to follow. The first buffer plate 41 is formed in the same manner as the second buffer plate 42.

As shown in FIG. 1, the first and second buffer plates 41 and 42 are suspended from the vehicle body frame 8 via the left and right support members 51 and 52 of the support device 5 and the left and right mounting brackets 53 and 54. It is attached with. The support device 5 holds the first and second buffer plates 41 and 42 so that the outer edge portions 414 and 424 of the first and second buffer plates 41 and 42 are close to the left and right face plate portions 32 and 33. Further, in the support device 5, the first and second cushioning plates 41 and 42 are arranged so that the tip portions of the curved portions 411 and 421 are close to the second beam plate 37, and the curved portions 411 and 411 are arranged from the second beam plate 37. The force acts evenly on the 421.

As shown in FIG. 3, the right mounting bracket 54 is mounted on the upper surface of the first flat plate portion 422 and fixed to the vehicle body frame 8. The right support member 52 is configured by connecting the right box body 521, the right shaft member 522, and the mounting seat 523. Since the left support member 51 and the left mounting metal 53 are provided in the same manner as these, the description thereof will be omitted.

FIG. 6 is a diagram showing a cushioning plate reinforcing structure. In the second buffer plate 42, a right box body 521 and a reinforcing plate 9 are attached between the first flat plate portion 422 and the second flat plate portion 423. The right box body 521 is arranged at the center of the second buffer plate 42 in the vehicle front-rear direction X, and a space is provided between the second buffer plate 42 and the curved portion 421 along the vehicle front-rear direction X. The right box body 521 is formed in a d shape in a plan view, and a rear side surface 521a is provided widely. Further, the width of the rear side surface 521a in the sleeper direction Y is the same as that of the second cushioning plate 42, and the reinforcing plate 9 is arranged at the rear position of the outer edge portion 424. Therefore, the rigidity of the second buffer plate 42 against the load received from the right side plate portion 33 is increased by the rear side surface 521a and the reinforcing plate 9.

Here, as shown in FIGS. 3 and 6, in the right box body 521, the right shaft member 522 is coupled to the coupling portion 521b attached to the rear side surface 521a, and the right shaft member 522 is connected to the mounting seat 523. The first buffer plate 41 is also reinforced in the same manner as the second buffer plate 42.

As shown in FIG. 1, the first and second buffer plates 41 and 42 attached to the vehicle body frame 8 via the support device 5 in this way are coupled to each other in the sleeper direction Y via the intermediate block 7. There is. The intermediate block 7, the left box body of the left support member 51 (not shown), and the right box body 521 of the right support member 52 serve as connecting members.

As shown in FIGS. 3 and 6, the intermediate block 7 is formed by connecting the front plate 71, the upper plate 72, the lower plate 73, and the rear plate 74. The intermediate block 7 is reinforced by attaching an internal plate 75 to the inside. The intermediate block 7 is connected to a left box body (not shown) of the left support member 51 and a right box body 521 of the right support member 52. Therefore, the first and second cushioning plates 41 and 42 secure the rigidity against the force from the side by the left box body, the right box body 521, and the intermediate block 7 (not shown).

As shown in FIG. 1, in the obstruction device 1, a space S1 is formed between the first and second buffer plates 41 and 42 connected via the intermediate block 7. Therefore, the obstruction device 1 arranges the energy absorbing device 6 in the space S1. The energy absorbing device 6 becomes an energy absorbing material.

The energy absorbing device 6 has a first energy absorbing unit 61 arranged on the front side of the second beam plate 37 and a second energy absorbing unit 62 arranged on the rear side of the second beam plate 37. The first energy absorbing unit 61 becomes the first energy absorbing material, and the second energy absorbing unit 62 becomes the second energy absorbing material. By changing the position of the second beam plate 37 in the vehicle front-rear direction X, the lengths of the first and second energy absorption units 61 and 62 in the vehicle front-rear direction X can be adjusted, and the stability at the time of deformation can be controlled.

FIG. 4 is a cross-sectional view taken along the line BB of FIG. The first energy absorption unit 61 includes an absorption member 611 that is displaced in the front-rear direction of the vehicle to absorb energy. The absorbing member 611 is fixed to the fixing plate 612. The absorbing member 611 is composed of, for example, an elastic member such as a pipe, a box body, a frame body, or a coil, an air cushion, an air damper, or the like. The fixing plate 612 is fixed to the second beam plate 37 via bolts 613. For example, Japanese Patent Application Laid-Open No. 2010-125858 specifically discloses an energy absorption unit composed of a pipe.

FIG. 5 is a cross-sectional view of CC of FIG. The second energy absorption unit 62 includes an absorption member 621 that is displaced in the front-rear direction of the vehicle to absorb energy. The absorbing member 621 is fixed to the fixing plate 622. The absorbing member 621 is composed of, for example, an elastic member such as a pipe, a box body, a frame body, or a coil, an air cushion, an air damper, or the like. The fixing plate 622 is fixed to the front plate 71 of the intermediate block 7 via bolts 623. For example, Japanese Patent Application Laid-Open No. 2010-125858 specifically discloses an energy absorption unit composed of a pipe.

As described above, the energy absorbing device 6 can be selected from various shapes and materials. Further, in the conventional obstruction device equipped with a shock absorber, it is necessary to change the plate thickness and the number of leaf springs when changing the energy absorption amount, but in the obstruction device 1 having the above configuration, It can be adjusted by changing the energy absorbing device 6. That is, the performance can be easily adjusted by changing the energy absorbing device 6 to be mounted according to the required energy absorbing performance of the obstruction device 1.

Subsequently, the operation of the obstacle removal device 1 having the above configuration at the time of an obstacle collision will be described.

The obstruction device 1 divides the buffer plate arranged behind the obstruction plate 3 into a first buffer plate 41 and a second buffer plate 42. The first buffer plate 41 and the second buffer plate 42 are formed by being curved around the axis in the sleeper direction Y, and are each formed of one plate. Therefore, the total mass of the first and second buffer plates 41 and 42 can be the conventional buffer plate formed by stacking a plurality of leaf springs curved around the axis in the vertical direction Z, or one without dividing. It is lighter than a cushioning plate composed of plates.

The divided first and second cushioning plates 41 and 42 are connected to and integrated with the left box body and the right box body 521 (not shown) in the sleeper direction Y via the intermediate block 7. The left box body, the right box body 521, and the intermediate block 7 (not shown) also function as a support device 5 for fixing the first and second cushioning plates 41 and 42 to the vehicle body frame 8. The left box body, the right box body 521, and the intermediate block 7 (not shown) are hollow inside.

In the first and second buffer plates 41 and 42, the outer edge portions 414 and 424 are arranged along the left and right face plate portions 32 and 33 of the obstruction plate 3. Therefore, for example, when an obstacle on the track collides with the right side plate portion 33 of the obstruction plate 3, the second buffer plate 42 supports the right side plate portion 33 by the entire outer edge portion 424. Further, the second cushioning plate 42, the right box body 521, the intermediate block 7, the left box body (not shown), and the first cushioning plate 41 exist between the left and right face plate portions 32 and 33 like a cross beam. , Suppresses deformation of the right face plate portion 33. That is, the second buffer plate 42 supports the obstruction plate 3. As a result, the obstacle removing device 1 can repel an obstacle that has collided with the right face plate portion 33 to the rear right side with almost no deformation of the right face plate portion 33. The same applies when an obstacle collides with the left face plate portion 32. Therefore, in the obstruction device 1 having the above configuration, the plates are curved around the axis in the sleeper direction Y to form the first and second cushion plates 41 and 42, thereby reducing the total mass of the buffer plates and making the sides side. Rigidity against force from the direction is maintained.

Here, the first and second buffer plates 41 and 42 are each composed of one plate. Therefore, only the first and second buffer plates 41 and 42 absorb energy at the time of collision as compared with the conventional buffer plate composed of a plurality of leaf springs curved around the axis in the vertical direction Z. May become smaller.

Therefore, in the obstruction device 1, an energy absorbing device 6 is arranged between the obstruction plate 3 and the first and second buffer plates 41 and 42, and the obstruction plate 3 to the first and second buffer plates 41 , The energy acting toward 42 is absorbed by the energy absorbing device 6. Therefore, in the obstruction device 1 having the above configuration, the first and second buffer plates 41 and 42 and the energy absorption device 6 jointly absorb energy. That is, in the case of using a conventional shock absorber formed by stacking a plurality of leaf springs curved around the axis in the vertical direction Z, the energy at the time of collision absorbed by the shock absorber 1 is removed. Then, the amount of energy absorbed at the time of collision is secured by absorbing with an energy absorbing material.

The space S1 is provided in the sleeper direction Y by dividing the obstruction device 1 into a first buffer plate 41 and a second buffer plate 42. Further, since the first and second buffer plates 41 and 42 are curved about the axis in the sleeper direction Y, the frontal region 31 of the obstruction plate 3 and the first and second buffer plates 41 and 42 A space S2 is provided between the curved portions 411 and 421 in the vehicle front-rear direction X. In the obstruction device 1, the energy absorbing device 6 is arranged in the spaces S1 and S2 formed along the vehicle front-rear direction X. Therefore, the obstruction device 1 has the same size as the case of using a conventional buffer plate formed by stacking a plurality of leaf springs curved around the axis in the vertical direction Z, and the first and second buffers. The plates 41 and 42 and the energy absorbing device 6 can be arranged behind the obstruction plate 3.

Then, the obstruction device 1 connects the left and right face plate portions 32 and 33 of the obstruction plate 3 with the second beam plate 37, arranges the first energy absorption unit 61 on the front side of the second beam plate 37, and arranges the first energy absorption unit 61. The energy absorption device 6 is configured by arranging the second energy absorption unit 62 on the rear side of the two beam plates 37. That is, the energy absorbing device 6 arranges the first and second energy absorbing units 61 and 62 in two stages along the vehicle front-rear direction X. Therefore, at the time of a collision, after the first energy absorption unit 61 is deformed to absorb energy, the second energy absorption unit 62 starts to be deformed to absorb energy, so that the first and second energy absorption units 61 and 62 are vehicles. It deforms stably along the anteroposterior direction X. Therefore, according to the obstruction device 1 having the above configuration, the energy at the time of collision can be efficiently absorbed by the energy absorbing device 6, and the amount of energy absorbed per unit mass can be increased.

The above-mentioned operation at the time of an obstacle collision will be described based on the analysis result. The operation at the time of an obstacle collision was analyzed for the obstacle removal device 1 having the above configuration and the conventional obstacle removal device 1001. 7 to 11 are the analysis results of the obstruction device 1 having the above configuration. 12 to 16 are the analysis results of the conventional example of the obstruction device 1001.

As shown in FIG. 12, the obstruction plate 1003 of the obstruction device 1001 is provided in the same manner as the obstruction plate 3 of the obstruction device 1 except that the second beam plate 37 is not provided. A cushioning plate 1004 is arranged behind the obstruction plate 1003. The shock absorber 1004 is configured as a set of leaf spring assemblies by superimposing both ends of four leaf springs 1005, 1006, 1007, 1008 curved about the axis in the vertical direction Z. The cushioning plate 1004 is arranged so that the front leaf spring 1005 is located immediately behind the first beam plate 36. In the shock absorber 1004, the support device 5 is coupled to the inner surface of the rear leaf spring 1008.

First, the result of analyzing the change state when the obstacle removal device 1 and the obstacle removal device 1001 are made to collide with the obstacle T on the orbit at a certain speed will be described. 7 to 11 show the analysis results of the obstruction device 1. 12 to 16 show the analysis results of the obstruction device 1001. 7 to 11 and 12 to 16 are deformation views of the vehicle displacement amount 0, the vehicle displacement amount 1, the vehicle displacement amount 2, the vehicle displacement amount 3, and the vehicle displacement amount 4 after the start of the collision, respectively.

As shown in FIGS. 7 to 11 and 12 to 16, when the obstacle T collides with the right side of the forehead 31, that is, in front of the right face plate portion 33, all of the obstruction devices 1, 1001 The obstacle T is repelled to the rear right side of the vehicle without deforming the right side plate portion 33.

That is, in the obstruction device 1001, the buffer plate 1004 superimposes four leaf springs 1005 to 1008 curved around the axis in the vertical direction Z along the vehicle front-rear direction X, and the overlapped portion is the right face plate. By arranging it inside the portion 33, rigidity against a force from the side is secured. Therefore, the obstacle removal device 1001 can eliminate the obstacle T that has collided with the right face plate portion 33 without deforming the obstacle removal plate 1003.

On the other hand, in the obstruction device 1, the second buffer plate 42 is formed by changing the bending method from the leaf springs 1005 to 1008. That is, it is formed so as to be curved about the axis in the sleeper direction Y. Therefore, in the obstruction device 1, when a force from the side acts on the right face plate portion 33, the second buffer plate 42 receives the force on the entire outer edge portion 424 and is flexed and deformed or compressed and deformed. I don't do it. That is, the obstruction device 1 secures rigidity by bending the second buffer plate 42 about the axis in the sleeper direction Y. Therefore, the obstacle removal device 1 can eliminate the obstacle T that has collided with the right face plate portion 33 without deforming the obstacle removal plate 3.

Therefore, the obstruction device 1 can secure the rigidity against the force acting from the side to be equal to or higher than that of the conventional cushion plate 1004 even with only one of the second buffer plates 42.

Even when the obstacle T hits the lower part of the right face plate portion 33, the first flat plate portion 422 and the second flat plate portion 423 of the second buffer plate 42 are connected by the right box body 521 and the reinforcing plate 9. Since the rigidity is increased, the occurrence of deformation such that only the lower second flat plate portion 423 is pushed in is suppressed. That is, the second buffer plate 42 receives the force received from the right surface plate portion 33 over the entire outer edge portion 424, and can suppress the deformation of the right surface plate portion 33.

At the time of collision, the obstruction device 1001 absorbs energy by deforming the leaf springs 1005 to 1008 of the cushioning plate 1004 in order from the leaf springs 1005 arranged on the outside. Therefore, it is necessary to form spaces S1002 to S1004 between the curved portions of the leaf springs 1005 to 1008. In order to secure the required energy absorption amount, the obstruction device 1001 has a large leaf spring 1005 to 1008 in size and thickness, and has a large mass. Therefore, the obstruction device 1001 absorbs a small amount of energy per unit mass. On the other hand, in the obstruction device 1, even if the first and second buffer plates 41 and 42 are each composed of one plate, energy is generated in the space S1 between the first and second buffer plates 41 and 42. The energy absorption amount is secured by arranging the absorption device 6. Therefore, the obstruction device 1 can increase the amount of energy absorbed per unit mass.

The present invention is not limited to the above embodiment, and various applications are possible.
For example, the cushioning plate may be composed of one without being divided into the first cushioning plate 41 and the second cushioning plate 42. Further, the thickness of the cushioning plate may be changed, or a plurality of leaf springs may be superposed to form the cushioning plate.

For example, the energy absorbing device 6 may be omitted to reduce the weight.

For example, a left box body (not shown), a right box body 521, and an intermediate block 7 may be configured by one box body.

For example, the second beam plate 37 may be omitted, and the energy absorbing device 6 may be configured in one stage.

For example, the obstruction device 1 may be applied to a railroad vehicle used other than a high-speed vehicle. Further, the obstruction device 1 may be exposed to the outside of the railway vehicle. Further, the obstruction device 1 may be stored under the floor.

For example, the obstruction plate 3 may have a forehead curved in an arc shape. Further, the obstruction plate 3 may not have the lip portion 2 attached.

1 Railroad vehicle obstruction device 3 Obstacle plate 5 Support device 6 Energy absorption device 7 Intermediate block 37 Second beam plate 41 First buffer plate 42 Second buffer plate 61 First energy absorption unit 62 Second energy absorption unit 521 Right Box body R, R1, R2 orbit

Claims (5)

For railway vehicles including an obstacle plate for removing obstacles on the track, a buffer plate arranged behind the obstacle plate, and a support device for supporting the cushion plate from the rear and fixing it to the underframe of the vehicle body. In the obstacle device
The cushioning plate shall be formed by being curved around the axis in the direction of the sleepers.
The cushioning plate is arranged with the curved portion facing the front of the vehicle, and the edge portion located in the direction of the sleepers is arranged in the front-rear direction of the vehicle along the obstruction plate.
An obstruction device for railroad vehicles. In the railroad vehicle obstruction device according to claim 1.
A railroad vehicle obstruction device, which is disposed between the obstruction plate and the buffer plate and has an energy absorbing material that absorbs energy acting from the obstruction plate toward the buffer plate. In the railroad vehicle obstruction device according to claim 1 or 2.
The obstruction plate is formed in a chevron shape curved around the vertical axis.
The cushioning plate is divided into a first cushioning plate arranged along one side of the obstruction plate and a second cushioning plate arranged along the other side of the obstruction plate. What you are doing
Having a connecting member that connects the first buffer plate and the second buffer plate,
An obstruction device for railroad vehicles. In the railroad vehicle obstruction device according to claim 2.
The fascia plate is formed in a chevron shape curved around a vertical axis, and has a cross beam that connects one side portion and the other side portion.
The energy absorbing material includes a first energy absorbing material arranged on the front side of the cross beam and a second energy absorbing material arranged on the rear side of the cross beam.
An obstruction device for railroad vehicles. In the shock absorber used for the obstruction device for railway vehicles
Being placed behind the obstruction plate that eliminates obstacles in the orbit in a curved posture around the axis in the direction of the sleepers
The curved portion is arranged in a posture facing the front of the vehicle, and the edge portion located in the plate width direction is arranged in the vehicle front-rear direction along the obstacle plate.
A shock absorber characterized by.

Images