KR100836089B1 - Energy absorption structure with vehicle - Google Patents

Energy absorption structure with vehicle Download PDF

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Publication number
KR100836089B1
KR100836089B1 KR1020060123640A KR20060123640A KR100836089B1 KR 100836089 B1 KR100836089 B1 KR 100836089B1 KR 1020060123640 A KR1020060123640 A KR 1020060123640A KR 20060123640 A KR20060123640 A KR 20060123640A KR 100836089 B1 KR100836089 B1 KR 100836089B1
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KR
South Korea
Prior art keywords
energy absorbing
vehicle
energy
steering wheel
zone
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KR1020060123640A
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Korean (ko)
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KR20070109782A (en
Inventor
다케시 가와사키
도시히코 모치다
다카시 야마구치
다카히사 야마모토
Original Assignee
가부시키가이샤 히타치세이사쿠쇼
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Priority to JP2006131260A priority Critical patent/JP4712604B2/en
Priority to JPJP-P-2006-00131260 priority
Application filed by 가부시키가이샤 히타치세이사쿠쇼 filed Critical 가부시키가이샤 히타치세이사쿠쇼
Publication of KR20070109782A publication Critical patent/KR20070109782A/en
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Publication of KR100836089B1 publication Critical patent/KR100836089B1/en

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    • BPERFORMING OPERATIONS; TRANSPORTING
    • B61RAILWAYS
    • B61DBODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D15/00Other railway vehicles, e.g. scaffold cars; Adaptations of vehicles for use on railways
    • B61D15/06Buffer cars; Arrangements or construction of railway vehicles for protecting them in case of collisions
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B61RAILWAYS
    • B61DBODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D17/00Construction details of vehicle bodies
    • B61D17/04Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
    • B61D17/06End walls

Abstract

The present invention secures the driver's space while absorbing collision energy in the event of a collision with a large obstacle, such as a railroad vehicle, and when the collision with the foreign object is invaded by the rigid structure, To defend things.
The present invention for this purpose is to open the window (40, 40) to the anti-fog defense plate 50 is installed in the front end of the steering wheel 25, the energy absorbing member (100, 100) penetrates the window (40, 40) It is arrange | positioned in the shape which extends in front of the steering wheel 25 in the steering wheel 25. The energy absorbing members 100 and 100 having a high absorption capacity can be efficiently disposed using the space of the steering wheel 25 provided in the vehicle body. In addition, the beam member of the crashable zone 11a including the anti-flying defense plate 50 can be firmly installed and connected to the survival zone 10.

Description

Transport equipment with energy absorption structure {ENERGY ABSORPTION STRUCTURE WITH VEHICLE}

1 is a perspective view of a railway vehicle,

2 is a side view of a railway vehicle to which the present invention is applied;

3 is a front view of a railway vehicle to which the present invention is applied;

4 is a side view showing a railroad car to which the present invention is applied in comparison with a railroad car to which a conventional embodiment is applied;

Fig. 5 is a side view showing an outline of deformation when a railway vehicle to which the present invention is applied collides;

6 is a side view of a railway vehicle to which the present invention is applied;

7 is a side view of a railway vehicle to which the present invention is applied;

8 is a side view of a railway vehicle to which the present invention is applied.

※ Explanation of code for main part of drawing

1: railway vehicle structure 2: roof structure

3: gable structure 4: side structure

5: underframe 6: side beam

10: survival zone 11: crashable zone

20: opening 25: steering wheel

30: seal member 40: window

50: anti-foreign defense plate 60, 460: beam member

80: connection member 100, 200, 300: energy absorbing member

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a transport apparatus having an energy absorbing structure such as a railroad car or a monorail vehicle.

In transportation equipment represented by rolling stock, there is a possibility of collision with unexpected objects during operation. For example, in the past collision cases using railway vehicles as examples, unexpectedly colliding objects range from large ones such as road vehicles, trees, and railway vehicles to small ones such as stones, snowballs, and parts of opposing vehicles. There are many kinds.

In this case, it is possible to consider a case where a railway vehicle collides with a large object. In the case of colliding with a large object, a large impact is applied to the railway vehicle due to the collision with this object. There is a concept of absorbing collision energy by actively modifying a part of the structure of the transport equipment to protect the crew and passengers aboard the transport equipment from this shock. That is, a crew member / passenger rides on the structure of the transport equipment, and the space (hereinafter referred to as a "survival zone") for the purpose of preventing the structure of the transport equipment from being crushed when colliding with the object and the collision with the object. It is a concept that separates and installs a space (hereinafter referred to as a "crashable zone") that actively deforms the structure of the transportation equipment to absorb collision energy.

It is conceivable that the railway car subsequently collided with a small object. That is, a case where a stone, snowball, parts of an opposing vehicle, etc., which are wound up by the opposing train due to the running wind collide with the front part of the head. In the case of colliding with such a small flying object, since the vehicle side has an overwhelmingly large mass with respect to the flying object, a large impact does not act on the vehicle body. However, it is possible to think of the possibility that the fly will damage the driver or passenger riding through the body structure. Therefore, the collision with the small flying object is not absorbed energy as described above, but a structure in which a rigid structure is disposed on the vehicle end side of the space in which the driver rides is used to prevent the flying of the flying water. A defensive shield that is placed so that it does not enter the cab for the purpose of protecting the life of the driver on board is called a defensive defence.

As described above, at the end of the vehicle in which the driver rides in the railroad vehicle, it is necessary to arrange the anti-foreign defense plate so as not to invade the cab while the crash zone is installed.

Non-patent document 1 is an example of the structure which arrange | positions the antifog protective plate at the front-end | tip with respect to the vehicle body longitudinal direction which is a rail direction, and arrange | positions the member which absorbs energy adjacent to it.

Non-patent document 2 is an example of the structure which arrange | positions the member which absorbs energy in the front-end | tip in the longitudinal direction of the vehicle body which is a rail direction, and arrange | positions the non-patent guard plate adjacent to it.

Patent document 1 has shown that the energy absorption structure which used the hollow extrusion shape material made from aluminum alloys everywhere absorbs energy efficiently.

First, in the prior art described by the non-patent literature, the case where the member which absorbs energy is arrange | positioned at the front-end | tip with respect to the vehicle body longitudinal direction which is a rail direction, and an anti-foreign shield plate is arrange | positioned adjacent to it is considered. In such a structure, when the length of the absorbing member is increased in order to increase the amount of absorbed energy, there is a concern that the energy absorbing member will be buckled into two bent shapes as a whole (hereinafter referred to as total buckling) when the energy absorbing member is collapsed. In addition, the energy absorbing member vibrates due to vibration during operation, which is not preferable in view of strength and ride comfort.

Next, the case where the anti-fog defense plate is arranged at the leading end with respect to the longitudinal direction of the vehicle body in the rail direction, and the member which absorbs energy adjacent to it will be considered. In such a structure, when the railway vehicle collides with a large obstacle, the energy absorbing member disposed at the bottom of the cab is deformed, so that the space of the steering wheel is invaded and it is difficult to secure the safety of the crew.

[Patent Document 1]

Japanese Patent Application Laid-Open No. 2004-168218

[Non-Patent Document 1]

Amar Ainoussa, A crashworthy high speed aluminum train: the west coast main line class 390 tilting train, Proc. ImechE Conf. "What can we realistically expect from crashworthiness?", (2001).

[Non-Patent Document 2]

John Benedict Doyle, Crash design of steel bodyshells for virgin, Proc. ImechE Conf. "What can we realistically expect from crashworthiness?", (2001).

Therefore, there is a problem to be solved in terms of ensuring the safety of the crew using the space of the steering wheel installed in the vehicle body and at the same time effectively functioning the energy material having a large amount of energy absorption.

The object of the present invention is that the energy absorbing member is not buckled at all in the event of a collision with a large obstacle in a transportation device such as a railroad car, and the vibration is reduced while driving, and a living space for the crew is secured on the steering wheel. The present invention provides a transport apparatus having an energy absorbing structure that does not intrude a flying object into a steering wheel even when the flying object collides.

In order to achieve the above object, a transporting apparatus having an energy absorbing structure according to the present invention is a transporting apparatus having a steering wheel at a front position of a vehicle body, the transporting device being disposed at an end of the traveling direction of the steering wheel and further moving in-plane direction. And an energy absorbing member disposed on the vehicle body through a window formed in the anti-foreign defense plate and protruding from the anti-foreign defense plate. .

According to the present invention, the energy absorbing member having a high absorption capacity is disposed by opening the window to the antifog defense plate and arranging the energy absorbing member to penetrate the window to extend to the front of the antifoam shield within the steering wheel. The space of the steering wheel installed in the vehicle body can be efficiently arranged. In addition, the beam member of the crashable zone including the antifog defense plate can be firmly installed and connected to the survival zone.

When a transportation apparatus is called a railroad car, 1st Example when the present invention is applied to a railroad car structure is demonstrated with reference to FIGS.

First, the structure of the railway vehicle structure will be described with reference to FIG. 1. The railway vehicle structure 1 includes a roof structure 2 forming a roof, a gable structure 3 forming a surface closing both ends with respect to a vehicle body longitudinal direction, and a side structure forming a left and right surface with respect to the vehicle body longitudinal direction. (4) and the underframe 5 forming the bottom surface. The underframe 5 is large in rigidity with respect to the longitudinal compressive load. The side structure 4 is formed with an opening of a window or an entrance. The railway vehicle structure 1 having such a basic structure is constituted by a survival zone 10 which protects the lives of crew members and passengers in a collision, and a crashable zone 11 that absorbs energy generated in a collision. have. At an end near the crashable zone 11 of the survival zone 10, an opening 20 is formed that surrounds each end of the roof structure 2, the side structure 4, and the underframe 5. Moreover, in the crashable zone 11, the steering wheel 25 by which a crew, such as a driver, boards in order to drive a train is arrange | positioned.

The crashable zone 11 is provided at both ends in the longitudinal direction of the vehicle, and is disposed so as to sandwich the survival zone 10 in the longitudinal direction of the vehicle. Although the structure has been described using a vehicle having a steering wheel 25 in this drawing, the relative arrangement of the crashable zone 11 and the survival zone 10 does not change even when the vehicle does not have the steering wheel 25.

In the crashable zone 11a, the flat anti-foreign shield plate 50 which made the in-plane direction orthogonal to the advancing direction edge part of the steering wheel 25 is arrange | positioned. In the crashable zone 11a, two energy absorbing members 100 and 100 are arranged to penetrate the antiforeign shield plate 50 and spaced apart in the vehicle width direction.

In FIG. 2, the main members constituting the crashable zone 11 are the anti-foreign defense plate 50, the beam member 60, and the energy absorbing members 100 and 100. Each energy absorbing member 100 is firmly connected to the survival zone 10, and is disposed toward the tip of the vehicle body along the rail direction (body body longitudinal direction). The energy absorbing members 100 and 100 are located at both ends in the vehicle body width direction. The anti-flying defense plate 50 is firmly connected to the pillar 20 in which the end of the survival zone 10 is vertical by the beam member 60. The beam member 60 includes a horizontal beam portion 60a on the bottom side and a horizontal beam portion 60b parallel to the horizontal beam portion 60a and arranged at an intermediate height, and the horizontal beam portions 60a and 60b. ) Is firmly connected at the opening 25 of the survival zone 10, and the distal end portion is connected to the antifoam defense plate 50. The inclined beam portion 60c of the beam member 60 is connected between the horizontal beam portion 60b and the connecting portion of the anti-fog defense plate 50 and the upper end of the opening portion 25 of the survival zone 10. It is connected.

On the basis of the end near the most crashable structure of the survival zone 10, the distance from the tip of the non-flying defense plate 50 is L1, and the distance from the survival zone 10 to the tip of the energy absorbing member 100 is L2. Where L1 <L2. For this reason, the energy absorption member 100 is arrange | positioned out of the window 40 formed in the flying protection board 50 from the structure. The connection between the energy absorbing member 100 and the fly protection plate 50 is performed to such an extent that the energy absorbing member 100 is deformed and does not restrain the behavior (crushing) when the energy is absorbed. The collapse means that the buckling is not buckled entirely by the impact load, but is slightly crushed in the shape of the wrinkles box gradually in the axial direction of the energy absorbing member 100. The above embodiments include those not connected.

The energy absorbing member 100 is configured by connecting two structures 100a and 100b having different appearances in the vehicle body longitudinal direction. That is, the outer shape of the energy absorbing member 100a disposed at the leading end is smaller than that of the energy absorbing member 100b provided adjacent to the structure side. The energy absorbing member 100b is connected to the survival zone 10 via the connecting member 80.

The figure which looked at the crash zone 11a which arrange | positioned the steering wheel in FIG. 3 from the vehicle longitudinal direction part is shown. The energy absorbing members 100 and 100 protrude through the anti-foreign defense plate 50, and the sealing material 30 is coated between the two to prevent intrusion of water from the gap. The seal member 30 has a strength that does not restrain its behavior when the energy absorbing member 100 deforms at the time of collision and absorbs energy.

In FIG. 4, the above-mentioned 1st Example is shown compared with the conventional Example. In the conventional Example 1 shown to (a), the energy absorbing member 91 is attached to the front-end | tip of the flying article defense plate 50. As shown in FIG. In the conventional Example 2 shown to (b), the energy absorbing member 92 is provided between the flying agent defense plate 50 and a survival zone. On the other hand, in the first embodiment of the present invention shown in (c), the energy absorbing member 100 is mounted from the survival zone to the tip of the vehicle longitudinal direction through the antifoam shield plate 50.

In such a configuration, Fig. 5 shows the relative relationship between the energy absorbing member and the antifog defense plate when the crashable zone to which the present invention is applied collides. (a) State 1 shows the state before a collision. (b) State 2 represents a state in which a collision has started. It is the energy absorbing member 100a which exists first in the head as a vehicle body structure and starts contact. The sealing material 30 is between the energy absorbing member 100a on the front end side and the antifoam protective plate 50. At this time, since the cross-sectional area of the energy absorbing member 100a on the tip side is small compared with that of the energy absorbing member 100b on the base side, the energy absorbing member 100a on the tip side starts local deformation. (c) State 3 represents a state in which collision further progressed from State 2. When the collision further progresses from the state 2 and the energy absorbing member 100a is deformed, the sealing material 30 connecting the antifoam shield plate 50 and the energy absorbing member 100a is broken. As a result, the direct load due to the impact on the non-flying defense plate 50 does not act at all, and the load due to the collision acts only on the energy absorbing member 100. For this reason, the deformation of the energy absorbing member 100a proceeds, and the energy absorbing member 100a is deformed until there is no room for deformation. The energy absorbing member 100b then starts to deform. (d) State 4 represents a state in which the deformation proceeds until there is no room for further deformation. At this time, since the crushed remaining amount L3 of the energy absorbing member 100 is longer than that of L2, the tip of the energy absorbing member 100 may be formed after the deformation of the energy absorbing member 100 is completed. Since it protrudes more prominently than 50), it is possible to avoid the deformation of the antiforeign shield plate 50 due to the obstacles collided with the energy absorbing member 100.

As described above, the energy absorbing member 100 is deformed so that both of the energy absorbing member 100a disposed at the tip of the non-flying defense plate 50 and the energy absorbing member 100b disposed in the space of the steering wheel 25 deform. ), The space of the steering wheel 25 on which the crew boards remains without being crushed. In addition, since the energy absorbing member 100 and the antifoam shield plate 50 are connected to each other by the sealing material 30, the energy absorbing member 100 is prevented from fully buckling while reducing vibration during vehicle operation. can do. For this reason, the energy absorbing member 100 can be buckled into a corrugated box shape to absorb a large load.

In front of the gable structure 3 at the tip, there is a cover covering the gable structure 3 and the energy absorbing member 100. This cover is an apparent cover. It is called the strength cover that consists of the anti-foreign defense plate 50 and the members 60a, 60b, and 60c.

A second embodiment in the case where the present invention is applied to a railway vehicle structure will be described with reference to FIG. The structure of the rain shield and the beam member 60 is the same as in the first embodiment. Here, the energy absorbing member 200 different from the first embodiment will be described. The energy absorbing member 200 disposed at the tip of the fly guard plate 50 is composed of two upper and lower stages. In the upper and lower portions, the energy absorbing member portions 200c and 200d are disposed on the upper end side, and the energy absorbing member portions 200e and 200f are disposed on the lower end side. The energy absorbing member portions 200c and 200d are connected side by side in the vehicle body longitudinal direction. The energy absorbing member portions 200e and 200f are also connected in the vehicle body longitudinal direction. The energy absorbing member portions 200d and 200f are both connected to the energy absorbing member 200g. The energy absorbing member 200g is connected to the energy absorbing member 200h, and the energy absorbing member 200h is firmly connected to the survival zone 10 via the connecting member 80. Here, based on the end near the most crashable structure of the survival zone 10, the distance from the tip of the non-flying defense plate 50 is L10, and from the survival zone 10 to the tip of the energy absorbing member portion 200e. The distance is L11, and the distance to the tip of the energy absorbing member portion 200c is L12. Where L10 <L11 <L12.

The distance from the end of the survival zone 10 near the most crashable structure when the energy absorbing member is deformed is set to L120 for the energy absorbing member 200c and L110 for the energy absorbing member 200d. In this case, L10 <L110 <L120.

In such a configuration, when it collides with the obstacle, the energy absorbing member portion 200c on the upper side with the longest distance from the end near the most crashable structure of the survival zone 10 starts deformation first. As the deformation progresses further, the energy absorbing member portion 200e on the lower side starts deformation. Since it becomes such a deformation | transformation mode, the effect similar to what was demonstrated in 1st Example can be acquired, and the peak load which arises at the time of a crushing start can be reduced. That is, since the timing at which the peak load is generated is different because the timing at which the energy absorbing member portion 200c on the upper end side and the energy absorbing member portion 200e on the lower side starts deformation is different, the peak load is reduced as a total.

A third embodiment in the case where the present invention is applied to a railway vehicle structure will be described with reference to FIG. The structure of the rain shield and the beam member 60 is the same as in the second embodiment. Although 300 symbols are used for the energy absorbing member in order to distinguish it from each of the above-described embodiments, the arrangement height of the energy absorbing member is different from that of the second embodiment except that there is no difference. Omit the description. With respect to the arrangement height of the energy absorbing member 300, the energy absorbing member portions 300c and 300d disposed on the upper side are disposed at a position higher than the bottom surface height, and the energy absorbing member portions 300e and 300f disposed on the lower side. Is located at a lower position than the bottom surface.

In the case of hitting the obstacle in such a configuration, the loads of the energy absorbing members 300c and 300e are transmitted to the underframe 5. Since the energy absorbing members 300c and 300e are at the center of the up and down direction of the underframe 5, the underframe 5 is not bent.

A fourth embodiment in the case where the present invention is applied to a railway vehicle structure will be described with reference to FIG. The structures of the non-flying defense plate 50 and the beam member 60 are the same as in the first embodiment. Here, the beam member 460 different from the first embodiment will be described. 460a, 460b, and 460c exist in the beam member 460 which connects the fly shield 50 and the survival zone. The connection position of the beam member 460 and the survival zone 10 in the height direction exists at the intermediate height at which the entrance and exit which is the opening 400 provided in the vicinity of the most crashable zone 11a of the survival zone 10 exists. I never do that.

In such a structure, even if a load acts on the anti-flying plate 50, the load is not transmitted to the intermediate height of the opening 25 provided near the most crashable zone of the survival zone 10. It is transmitted to the underframe 5. For this reason, even when a high load is applied, the opening part 25 does not deform | transform, and enables easy escape.

According to the present invention, it is possible to shorten the length of the head of the transportation equipment as much as possible, and to provide an energy absorption structure that satisfies the absorption of energy, protection from flying collisions, and support of load in normal operation. One vehicle can be provided.

Claims (6)

  1. In a transport apparatus having a steering wheel in the front position of the vehicle body,
    It is disposed at the end of the steering wheel in the traveling direction, and is disposed through a flat-shaped anti-aircraft defense plate with an in-plane direction perpendicular to the traveling direction, and a window connected to the vehicle body and formed on the anti-aircraft protection plate, A transport apparatus having an energy absorbing structure, characterized by having an energy absorbing material protruding from an antiparallel shield plate.
  2. The method of claim 1,
    And said energy absorbing material is connected to said antifog protective plate by a connection sealing material provided in said window.
  3. The method of claim 1,
    Even after the energy absorber is collapsed, the energy absorber and the non-water shield are disposed so that the protruding end of the energy absorber is located in front of the anti-water shield. .
  4. The method of claim 1,
    The part of the said energy absorber which protrudes to the front-end | tip rather than the said anti-fog defense plate is divided into the energy absorbing member part of the upper and lower stages,
    A transport device having an energy absorbing structure, characterized in that the front end side of both protrudes from the other side.
  5. The method of claim 1,
    The portion of the energy absorbing member, which protrudes from the anti-foreign defense plate, is divided into two upper and lower energy absorbing member portions.
    And the energy absorbing member portions of the upper and lower two stages are disposed up and down about the vertical position of the underframe forming the bottom surface of the vehicle body.
  6. delete
KR1020060123640A 2006-05-10 2006-12-07 Energy absorption structure with vehicle KR100836089B1 (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
JP2006131260A JP4712604B2 (en) 2006-05-10 2006-05-10 Transport equipment
JPJP-P-2006-00131260 2006-05-10

Publications (2)

Publication Number Publication Date
KR20070109782A KR20070109782A (en) 2007-11-15
KR100836089B1 true KR100836089B1 (en) 2008-06-09

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US (1) US20070283843A1 (en)
EP (1) EP1854694B1 (en)
JP (1) JP4712604B2 (en)
KR (1) KR100836089B1 (en)
CN (1) CN100457520C (en)

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JP4712604B2 (en) 2011-06-29
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EP1854694A2 (en) 2007-11-14
US20070283843A1 (en) 2007-12-13
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JP2007302081A (en) 2007-11-22
CN101070073A (en) 2007-11-14

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