KR20090059464A - Cutting type tube-buffer for railway vehicle - Google Patents

Cutting type tube-buffer for railway vehicle Download PDF

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Publication number
KR20090059464A
KR20090059464A KR1020070126334A KR20070126334A KR20090059464A KR 20090059464 A KR20090059464 A KR 20090059464A KR 1020070126334 A KR1020070126334 A KR 1020070126334A KR 20070126334 A KR20070126334 A KR 20070126334A KR 20090059464 A KR20090059464 A KR 20090059464A
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KR
South Korea
Prior art keywords
tube
shock absorber
railway vehicle
die
tearing
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KR1020070126334A
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Korean (ko)
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KR100916598B1 (en
Inventor
권태수
정현승
최원목
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한국철도기술연구원
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Priority to KR1020070126334A priority Critical patent/KR100916598B1/en
Priority to EP08857906A priority patent/EP2227410A4/en
Priority to PCT/KR2008/007222 priority patent/WO2009072843A2/en
Publication of KR20090059464A publication Critical patent/KR20090059464A/en
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Publication of KR100916598B1 publication Critical patent/KR100916598B1/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G11/00—Buffers
    • B61G11/16—Buffers absorbing shocks by permanent deformation of buffer element
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D15/00—Other railway vehicles, e.g. scaffold cars; Adaptations of vehicles for use on railways
    • B61D15/06—Buffer cars; Arrangements or construction of railway vehicles for protecting them in case of collisions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F19/00—Wheel guards; Bumpers; Obstruction removers or the like
    • B61F19/04—Bumpers or like collision guards
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G11/00—Buffers
    • B61G11/18—Details
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
    • B60R19/02—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
    • B60R19/023—Details
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
    • B60R19/02—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
    • B60R19/18—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects characterised by the cross-section; Means within the bumper to absorb impact
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
    • B60R19/02—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
    • B60R19/24—Arrangements for mounting bumpers on vehicles
    • B60R19/26—Arrangements for mounting bumpers on vehicles comprising yieldable mounting means
    • B60R19/34—Arrangements for mounting bumpers on vehicles comprising yieldable mounting means destroyed upon impact, e.g. one-shot type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/30—Railway vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F7/00—Vibration-dampers; Shock-absorbers
    • F16F7/12—Vibration-dampers; Shock-absorbers using plastic deformation of members

Abstract

A tearing tube buffer for railway vehicle is provided to expand a tearing tube with a die upon crash accident of the railway vehicle and at the same time cut the expanded tearing tube with blades of the die, thereby absorbing impact energy more effectively. A tearing tube buffer for railway vehicle comprises a tearing tube(504) and a die(501). The tearing tube has an expansion part(505) on one side, the expansion part which is bent to be inclined outward. The die contacts the expansion part of the tearing tube and expands and cuts the tearing tube with impact energy of the railway vehicle. The die is composed of an expanded inclined part(503) formed in the part contacting the expansion part of the tearing tube, a guide part(506) protruded in front of the expanded inclined part, and blades(502) formed at regular intervals on the outside surface of the die.

Description

철도차량용 티어링 튜브완충기 {Cutting type tube-buffer for railway vehicle}Tearing Tube Buffer for Railway Vehicles {Cutting type tube-buffer for railway vehicle}

본 발명은 철도차량의 전두부에 설치하여 철도차량 충돌시 발생하는 충격에너지를 완충, 흡수하는 철도차량용 튜브 완충기에 관한 것으로서, 특히, 철도차량의 충돌시 발생하는 충격에너지에 의하여 본 발명의 티어링 튜브완충기의 다이가 상기 티어링튜브를 확관시키고, 동시에 상기 확관된 티어링튜브를 다이에 형성된 블레이드가 절개함으로써 충격에너지 흡수율이 매우 뛰어나고 설치공간이 적게 소요되는 티어링 튜브완충기에 관한 것이다.The present invention relates to a tube shock absorber for a railroad vehicle, which is installed at the front head of a railroad car and buffers and absorbs shock energy generated when a railroad vehicle collides. The die of the tube is expanded, and at the same time the blade formed in the die cutting the tear tube is a tear tube absorber having a very excellent shock energy absorption rate and installation space is required.

일반적으로 철도차량의 충돌사고시 철도차량의 운전자와 승객의 안전을 위하여 철도차량의 안전규정이 마련되고 이에 따라 철도차량을 제작하고 있다.In general, for the safety of drivers and passengers of railroad cars in the event of a collision of railroad cars, the safety regulations of railroad cars are prepared and railroad cars are manufactured accordingly.

예를 들면, 유럽에서 통용되는 철도차량안전규정을 따르면, 건널목 사고의 경우 열차가 110kph로 주행 중 15톤의 정차 트럭과 충돌 후 철도차량의 운전석이 압괴되어서는 안되고, 철도차량 승객의 감속도가 5g(g:중력가속도, 약 9.8m/s2) 이하여야만 하는 것으로 규정하고 있으며, 철도차량 대 철도차량의 경우는 철도차량의 상대속도 16kph의 속도로 충돌 후 철도차량의 구조물의 영구변형이 발생해서는 않되며, 철도차량 승객의 감속도가 3g 이하여야 하는 것으로 규정하고 있다. 또한, 미국운수성의 규정에 의하면 철도차량 운전석 전방에서 5MJ(J:Joule, 1N의 힘으로 물체를 힘의 방향으로 1m 만큼 움직이는 동안 하는 일 또는 그렇게 움직이는 데 필요한 에너지) 이상의 에너지를 흡수하도록 규정하고 있다.For example, according to the rail vehicle safety regulations commonly used in Europe, in the case of a railroad crossing accident, the driver's seat of the railroad car should not be crushed after a collision with a 15 ton stop truck while the train is traveling at 110kph. 5g (g: gravitational acceleration, about 9.8m / s 2 ) or less, and in the case of railway vehicles vs. railway vehicles, the permanent deformation of the structure of railway vehicles after collision at the speed of 16kph It does not occur, and it is regulated that the deceleration of railroad passengers should be 3g or less. In addition, the US Department of Transportation's regulations require that the front of a railroad car driver absorb more than 5 MJ (J: Joule, the work required to move an object 1 meter in the direction of force with 1N force or the energy required to do so). .

도 1은 통상적으로 철도차량(10)에 적용되는 전두부 충격에너지 흡수장치의 개념도로서 커플러(20)와 헤드스톡(head stock)(40) 및 하니컴부재(30)로 구성된다. 상기 커플러(20)는 철도차량(10)의 충돌시 그 충격에너지에 의해 가장 먼저 압괴되면서 1차적으로 충격에너지를 흡수하고, 상기 헤드스톡(40)과 하니컴부재(30)는 커플러(20)에 의하여 흡수되지 못한 충격에너지를 흡수하는 것으로서 충격에너지의 대부분을 흡수하게 된다.1 is a conceptual view of a frontal head impact energy absorbing device that is typically applied to a railroad vehicle 10 and includes a coupler 20, a head stock 40, and a honeycomb member 30. The coupler 20 first absorbs the impact energy while being first collapsed by the impact energy when the railway vehicle 10 collides, and the headstock 40 and the honeycomb member 30 are connected to the coupler 20. By absorbing the impact energy that has not been absorbed by the absorption of most of the impact energy.

상기의 커플러(20) 및 헤드스톡(40)에는 철도차량(10)의 충돌시 그 충격에너지를 흡수하기 위하여 도 2와 같은 원통형의 확관식 튜브완충기(400)가 설치되는데, 상기 확관식 튜브완충기(400)는 도 2와 같이 일측에 쐐기 형태의 다이(401)가 형성된 압입튜브(402)와 일측에 확관부(403)가 형성된 팽창튜브(404)가 결합하되, 상기 쐐기 형태의 다이(401)가 상기 팽창튜브(404)의 확관부(403)에 접하도록 결합된다.The coupler 20 and the headstock 40 is provided with a cylindrical expandable tube shock absorber 400 as shown in Figure 2 to absorb the impact energy during the collision of the railway vehicle 10, the expandable tube buffer 400 is coupled to the indentation tube 402 formed with a wedge-shaped die 401 on one side and the expansion tube 404 formed with an expansion tube 403 on one side, the wedge-shaped die 401 ) Is coupled to contact the expansion portion 403 of the expansion tube (404).

상기 확관식 튜브완충기(400)는 철도차량 전두부의 커플러(20) 및 헤드스톡(40)에 설치되되, 도 3과 같이 압입튜브(402)의 다이(401)가 팽창튜브(404)의 확관부(403)에 접하도록 설치되고, 철도차량의 충돌시 도 4와 같이 압입튜브(402)의 일측에 형성된 쐐기 형태의 다이(401)가 팽창튜브(404)의 내부에서 길이방향으로 진행하면서 다이(401)가 팽창튜브(404)를 원주방향으로 확관시키면서 철도차량의 충돌시 발생하는 충격에너지를 팽창튜브(404)를 확관시키는 소성 변형에너지로 변환하여서 충격에너지를 흡수, 완충하는 것이다.The expansion tube shock absorber 400 is installed in the coupler 20 and the headstock 40 of the front head of the railway vehicle, the die 401 of the press-fit tube 402 is the expansion portion of the expansion tube 404 as shown in FIG. 403 is provided so as to be in contact with the railroad vehicle, the wedge-shaped die 401 formed on one side of the press-fit tube 402 as shown in Figure 4 proceeds in the longitudinal direction inside the expansion tube 404 die ( The 401 expands the expansion tube 404 in the circumferential direction and converts the impact energy generated when the railway vehicle collides into plastic strain energy expanding the expansion tube 404 to absorb and buffer the impact energy.

그러나, 상기와 같은 확관식 튜브완충기(400)는 팽창튜브(404)와 같은 길이의 압입튜브(402)가 필요하기 때문에, 이러한 확관식 튜브완충기(400)를 철도차량에 설치하기 위해서는 팽창튜브(400) 길이의 두 배에 해당하는 많은 설치공간이 필요한 문제점이 있었다.However, since the expansion tube shock absorber 400 as described above requires a press-fit tube 402 of the same length as the expansion tube 404, in order to install the expansion tube shock absorber 400 in a railway vehicle, the expansion tube ( 400) There was a problem that requires a lot of installation space corresponding to twice the length.

본 발명은 상기와 같은 문제점을 해결하기 위하여 안출된 것으로서, 튜브완충기의 길이를 짧게 구성함으로써 철도차량의 튜브완충기 설치공간이 적게 소요되면서도 철도차량충돌사고시 발생하는 충격에너지 흡수율이 높은 튜브완충기를 제공하는 것이 본 발명의 목적이다.The present invention has been made to solve the above problems, by shortening the length of the tube shock absorber to provide a tube shock absorber having a high impact energy absorption rate in the event of a railway vehicle crash while having less space to install the tube shock absorber of the railway vehicle It is an object of the present invention.

상기의 목적을 달성하기 위한 본 발명에 따른 철도차량용 티어링 튜브완충기는, 철도차량용 튜브완충기에 있어서, 다이가 티어링튜브를 절개하는 것을 특징으로 한다.In accordance with an aspect of the present invention, a rolling tube tearing tube shock absorber according to the present invention is characterized in that a die cuts a tearing tube in a railway vehicle tube buffer.

그리고, 상기 다이에는 상기 티어링튜브를 절개하는 블레이드가 형성된 것을 특징으로 한다.In addition, the die is characterized in that a blade for cutting the tearing tube is formed.

또한, 상기 블레이드는 상기 다이의 외주면에 일정 간격으로 방사상으로 형성된 것을 특징으로 한다.In addition, the blade is characterized in that the radially formed at a predetermined interval on the outer peripheral surface of the die.

또한, 상기 다이는 티어링튜브의 후단에 접하도록 구성된 것을 특징으로 한다.In addition, the die is characterized in that it is configured to contact the rear end of the tearing tube.

그리고, 상기 티어링튜브의 후단에는 티어링튜브가 절곡 연장된 확관부가 형성된 것을 특징으로 한다.And, the rear end of the tearing tube is characterized in that the expansion tube is formed extending bent tearing tube.

그리고, 상기 다이의 일측에는 상기 티어링튜브의 확관부와 접하는 팽창경사 부가 형성된 것을 특징으로 한다.And, one side of the die is characterized in that the expansion inclination portion is formed in contact with the expansion portion of the tearing tube.

또한, 상기 다이의 팽창경사부 선단에는 안내부가 돌출 형성된 것을 특징으로 한다.In addition, the tip of the inclined inclined portion of the die is characterized in that the guide portion is formed protruding.

상기와 같이 구성된 본 발명에 의한 철도차량용 티어링 튜브완충기는 철도차량의 충돌사고시에 다이가 티어링튜브를 확관시키고, 상기 티어링튜브 확관과 동시에 확관된 티어링튜브를 다이의 외주면에 형성된 블레이드가 절개하도록 구성된 것으로서, 철도차량의 충격에너지를 이중으로 흡수하기 때문에 충격에너지 흡수율이 매우 우수하다.The tearing tube shock absorber for a railway vehicle according to the present invention configured as described above is configured to expand a tearing tube in a die in a collision accident of the railway vehicle, and to cut the tearing tube which is expanded at the same time as the tearing tube expansion and the blade formed on the outer peripheral surface of the die. In addition, it absorbs double the impact energy of railroad cars, so the impact energy absorption rate is very good.

즉, 본 발명의 티어링 튜브완충기는 같은 길이의 종래 튜브완충기에 비해 더 많은 충격에너지를 흡수할 수 있으며, 동일한 충격에너지 흡수량을 전제로 한다면 본 발명의 티어링 튜브완충기가 종래의 튜브완충기에 비하여 길이를 짧게 구성할 수 있기 때문에 설치공간이 대폭 절감되는 효과가 있다.That is, the tearing tube shock absorber of the present invention can absorb more impact energy than the conventional tube shock absorber of the same length, and if the same amount of impact energy absorption is assumed, the tearing tube shock absorber of the present invention has a length longer than that of the conventional tube shock absorber. Because of the short configuration, the installation space is greatly reduced.

이하에서는, 본 발명에 따른 바람직한 실시 예에 대하여 첨부도면을 참조하여 상세히 설명한다.Hereinafter, with reference to the accompanying drawings, a preferred embodiment according to the present invention will be described in detail.

도 5는 철도차량 전두부의 구조를 나타낸 사시도이고, 도 6 및 도 7은 철도차량 전두부의 드라이브패널 사시도이며, 도 8은 철도차량 전두부의 보호쉘 사시도 이다. 5 is a perspective view showing the structure of the front of the railway vehicle, Figures 6 and 7 are perspective views of the drive panel of the front of the railway vehicle, Figure 8 is a perspective view of the protective shell of the front of the railway vehicle.

일반적으로 철도차량의 충격에너지 흡수장치는 철도차량의 전두부에 장착되는 것으로서, 상기 철도차량의 전두부를 상세히 설명하면 다음과 같다.Generally, the impact energy absorbing device of a railroad vehicle is mounted on the front head of a railroad car, and the front head of the railroad car will be described in detail as follows.

도 5에 도시한 바와 같이 철도차량의 보호쉘(300)에 의해 형성되는 운전실의 전면에 후퇴 가능하게 설치되는 드라이브패널(100)과, 이 드라이브패널(100)의 저면에 설치되어 충격에너지를 흡수하는 저부완충기(200)와, 상기 드라이브패널(100)의 전면보호부(101)에 설치되어 충격에너지를 흡수하는 하니컴부재(112) 및 상기 드라이브패널(100)의 후퇴방향에 설치되어 이 드라이브패널(100)의 후퇴에 의한 충격에너지를 흡수하는 하부완충기(107)를 구비하여 구성된다.As shown in FIG. 5, the drive panel 100 is installed on the front surface of the cab formed by the protective shell 300 of the railway vehicle so as to be retracted, and is installed on the bottom surface of the drive panel 100 to absorb impact energy. Installed in the bottom shock absorber 200 and the front protection part 101 of the drive panel 100 to absorb the impact energy, the honeycomb member 112 and the drive panel 100 are installed in a retracted direction. The lower shock absorber 107 absorbs the impact energy due to the retreat of the 100.

상기한 드라이브패널(100)은 도 6 및 도 7에 도시한 바와 같이 제어대(109)를 지지하는 받침대(104)와 상기 받침대(104)에서 절곡 연장되어 제어대(109)의 전면을 보호하는 전면보호부(101)로 구성되게 된다. 상기 드라이브패널(100)의 상부에는 드라이브패널 프레임(102)이 전면보호부(101)로부터 후방으로 연장 돌출되어 설치되고, 상기 드라이브패널 프레임(102)의 양측에는 드라이프패널(100)이 충격에너지에 의하여 보호쉘(300) 내부로 슬라이드 이동할 때 이를 가이드하는 가드프레임(103)이 형성되며, 상기 드라이브패널(100)의 하부에는 상기 저부완충기(200)가 삽입 장착되는 저부완충기 장착부(108)가 형성되고, 상기 저부완충기(200)가 충격에너지에 의하여 압괴될 때 이를 가이드하기 위한 "H"빔 형태의 가이드부재(106)가 상기 저부완충기 장착부(108)의 양측에 형성된다.As shown in FIGS. 6 and 7, the drive panel 100 is bent from the pedestal 104 supporting the control stand 109 and extended from the pedestal 104 to protect the front surface of the control stand 109. The front protection unit 101 is configured. The drive panel frame 102 extends and protrudes rearward from the front protection part 101 at an upper portion of the drive panel 100, and the driving panel 100 has impact energy at both sides of the drive panel frame 102. A guard frame 103 for guiding this when the slide is moved into the protective shell 300 is formed, and the bottom shock absorber mounting portion 108 is inserted into the bottom shock absorber 200 is inserted into the lower portion of the drive panel 100. It is formed, the guide member 106 of the "H" beam form for guiding when the bottom shock absorber 200 is crushed by the impact energy is formed on both sides of the bottom shock absorber mounting portion 108.

그리고, 상기 드라이브패널(100)의 받침대(104) 양측에는 드라이브패널(100) 과 보호쉘(300)의 결합시 드라이브패널(100)을 가이드하기 위한 측부가이드 부재(105)가 돌출 형성되고, 상기 드라이브패널(100)의 저부완충기 장착부(108)의 양측에는 하부완충기(107)가 설치된다.In addition, side guide members 105 for guiding the drive panel 100 when the drive panel 100 and the protection shell 300 are coupled to both sides of the pedestal 104 of the drive panel 100 protrude and are formed. Lower shock absorbers 107 are installed at both sides of the bottom shock absorber mounting portion 108 of the drive panel 100.

또한, 상기 드라이브패널(100)의 하부에 장착되는 저부완충기(200)는 커플러헤드(201), 제1완충튜브(202), 제2완충튜브(204) 및 상기 1,2완충튜브(202)(204)를 연결하는 리어기어(203)를 구비하여 구성된다. 상기 저부완충기(200)는 철도차량의 전두부가 장애물과 충돌하는 등의 이유로 충격을 받게 되면 가장 먼저 상기 제1,2완충튜브(202)(204)가 압괴되면서 그 충격에너지를 흡수 완충한다.In addition, the bottom shock absorber 200 mounted on the lower portion of the drive panel 100 includes a coupler head 201, a first buffer tube 202, a second buffer tube 204, and the 1,2 buffer tubes 202. The rear gear 203 which connects 204 is comprised. The bottom shock absorber 200 absorbs and buffers the impact energy as the first and second buffer tubes 202 and 204 are first collapsed when the frontal head of the railway vehicle is impacted due to a collision with an obstacle.

그리고, 상기한 저부완충기(200)의 제1,2완충튜브(202)(204)는 동일선상에 리어기어(203)를 매개로 연결되어 충격에너지에 의하여 후방으로 압괴 되면서 충격에너지를 흡수하게 된다. 상기 제1,2완충튜브(202)(204)에 의하여 충격에너지가 효율적으로 흡수되기 위해서는 제1,2완충튜브(202)(204)가 철도차량의 길이방향 즉, 정 후방으로 압괴될 수 있도록 구성하는 것이 바람직한데, 충격에너지가 작용하게 되면 제1,2완충튜브(202)(204)가 정 후방으로 압괴되도록 제1,2완충튜브(202)(204)의 압괴방향을 가이드하기 위한 가이드부재(106)가 구비된다. The first and second buffer tubes 202 and 204 of the bottom shock absorber 200 are connected via the rear gear 203 on the same line to be crushed backward by the impact energy to absorb the shock energy. . In order for the impact energy to be efficiently absorbed by the first and second buffer tubes 202 and 204, the first and second buffer tubes 202 and 204 may be squeezed in the longitudinal direction of the railroad vehicle, that is, forward and backward. It is preferable to configure, but the guide for guiding the crushing direction of the first and second buffer tube 202, 204 so that the first, second buffer tube 202, 204 is crushed forward and backward when the impact energy is applied. Member 106 is provided.

또한, 상기 드라이브패널(100)의 저부완충기(200)의 후방에는 도 5에 도시한 바와 같이 일정 각도로 경사진 슬로프엔드(111)가 형성되는데, 이는 철도차량의 충돌시 상기 저부완충기(200)가 충격에너지에 의해서 완전히 압괴된 후, 저부완충기(200)가 계속 후방으로 밀리면서 상기 슬로프엔드(111)에 의하여 저부완충기(200)가 철도차량으로부터 이탈되도록 한다. 이는 철도차량이 충돌에 의해 저 부완충기(200)의 제1,2완충튜브(202)(204)가 완전히 압괴된 후 드라이브패널(100)의 하부에 계속 남아있게 되면, 잔존하는 저부완충기(200)에 의해 상기 드라이브패널(100)이 보호쉘(300)의 내부로 진입하지 못하게 되어서 충격에너지에 의하여 운전실이 압괴되어 운전자가 인명사고를 당할 수 있기 때문에 상기 저부완충기(200)의 제1,2완충튜브(202)(204)가 완전히 압괴되면 상기 슬로프엔드(111)에 의해 철도차량의 하부로 떨어져 나가게 구성된 것이다.In addition, a slope end 111 inclined at a predetermined angle is formed at the rear of the bottom shock absorber 200 of the drive panel 100, which is the bottom shock absorber 200 when the railway vehicle collides. After completely collapsed by the impact energy, the bottom shock absorber 200 continues to push backward so that the bottom shock absorber 200 is separated from the railway vehicle by the slope end 111. When the first and second buffer tubes 202 and 204 of the low shock absorber 200 are completely crushed by the collision, the railroad vehicle remains in the lower part of the drive panel 100, and the remaining low shock absorber 200 remains. The drive panel 100 is prevented from entering the inside of the protective shell 300 by the cab is crushed by the impact energy and the driver may suffer a casualty, so the first and second of the bottom buffer 200 When the buffer tube 202 (204) is completely collapsed, the slope end 111 is configured to fall out of the railroad car.

상기 드라이브패널(100)과 결합되어 철도차량의 전두부를 형성하는 보호쉘(300)은 도 8에 도시한 바와 같이 저부(308)의 상부에는 운전실(306)을 보호하는 보호쉘프레임(307)이 형성되고, 상기 보호쉘프레임(307) 내부 양측에는 드라이브패널(100)의 가드프레임(103)을 안내하는 가드프레임 안내홈(302)이 형성된다.The protective shell 300 coupled to the drive panel 100 to form the front head of the railway vehicle has a protective shell frame 307 protecting the cab 306 on the upper portion of the bottom 308 as shown in FIG. Guard frame guide grooves 302 for guiding the guard frame 103 of the drive panel 100 are formed at both sides of the protective shell frame 307.

또한, 상기 보호쉘(300)의 저부(308)에는 드라이브패널(100)의 저부완충기 장착부(108)가 삽입되는 드라이브패널 가이드홈(303)이 형성되고, 상기 드라이브패널 가이드홈(303)의 양측에는 드라이브패널(100)의 하부에 형성된 하부완충기(107)가 삽입 고정되는 하부완충기 삽입홈(304)이 형성되며, 상기 하부완충기 삽입홈(304)의 측부에는 드라이브패널(100)의 받침대(104) 양측에 형성된 측부가이드부재(105)가 삽입되는 측부가이드홈(305)이 형성된다.In addition, the bottom portion 308 of the protective shell 300 is formed with a drive panel guide groove 303 into which the bottom shock absorber mounting portion 108 of the drive panel 100 is inserted, and both sides of the drive panel guide groove 303. The lower shock absorber insertion groove 304 into which the lower shock absorber 107 formed at the bottom of the drive panel 100 is inserted and fixed is formed, and the pedestal 104 of the drive panel 100 is provided at the side of the lower shock absorber insertion groove 304. The side guide grooves 305 into which side guide members 105 formed at both sides are inserted are formed.

상기와 같이 철도차량의 전두부를 구성하는 드라이브패널(100)과 보호쉘(300)의 결합을 상세히 설명하면, 드라이브패널(100)의 저부완충기 장착부(108)와 측부가이드부재(105)가 각각 보호쉘(300)의 드라이브패널 가이드홈(303)과 측부가이드홈(305)에 삽입 고정되고, 이때, 드라이브패널(100)의 하부완충기(107)는 상기 보호쉘(300)의 하부완충기 삽입홈(304)에 삽입 고정된다. 그리고, 드라이브패널(100)의 드라이브패널 프레임(102)에 형성된 가드프레임(103)은 보호쉘(300)의 보호쉘프레임(307)에 형성된 가드프레임 안내홈(302)에 삽입 고정된다. Referring to the combination of the drive panel 100 and the protective shell 300 constituting the front head of the railway vehicle in detail as described above, the bottom shock absorber mounting portion 108 and the side guide member 105 of the drive panel 100 are respectively protected. Inserted into and fixed to the drive panel guide groove 303 and the side guide groove 305 of the shell 300, at this time, the lower shock absorber 107 of the drive panel 100 is the lower shock absorber insertion groove of the protective shell 300 ( 304 is inserted and fixed. The guard frame 103 formed on the drive panel frame 102 of the drive panel 100 is inserted into and fixed to the guard frame guide groove 302 formed on the protection shell frame 307 of the protection shell 300.

상기와 같이 드라이브패널(100)과 보호쉘(300)이 결합되어 철도차량의 전두부를 구성함으로써, 철도차량의 충돌 사고시 드라이브패널(100)의 하부에 구성된 저부완충기(200)의 제1,2완충튜브(202)(204)가 압괴되어 1차로 충격에너지를 흡수하고, 상기 저부완충기(200)가 완전히 압괴되면 드라이브패널(100)의 전면보호부(101)에 형성된 하니컴부재(112)가 압괴되어서 2차로 충격에너지를 흡수하며, 상기 하니컴부재(112)가 완전히 압괴되면 상기 드라이브패널(100)이 보호쉘(300)의 내부로 슬라이드 이동하면서 드라이브패널(100) 하부의 하부완충기(107)가 압괴되어서 충격에너지를 흡수함으로써 철도차량의 충돌사고시 발생하는 충격에너지를 흡수 완충한다.As described above, the drive panel 100 and the protection shell 300 are combined to form the front head of the railway vehicle, so that the first and second shock absorbers of the bottom shock absorber 200 configured at the lower part of the drive panel 100 in the event of a collision of the railway vehicle are completed. When the tubes 202 and 204 are crushed to absorb impact energy primarily, and the bottom shock absorber 200 is completely crushed, the honeycomb member 112 formed on the front protection part 101 of the drive panel 100 is crushed. When the honeycomb member 112 is completely collapsed, the drive panel 100 slides into the protection shell 300 and the lower shock absorber 107 of the lower drive panel 100 collapses. It absorbs shock energy and absorbs and absorbs the shock energy generated in the crash of a railway vehicle.

상기와 같은 철도차량의 충돌사고시 철도차량의 전두부가 순차적으로 충격에너지를 흡수하는 과정에 대해서는 이후에 자세히 서술한다.The process of sequentially absorbing the impact energy of the front head of the railway vehicle in the event of a collision of the railway vehicle will be described in detail later.

종래에는 드라이브패널(100) 하부에 장착되는 저부완충기(200)의 제1,2완충튜브(202)(204)와, 상기 드라이브패널(100) 하부의 받침대(104) 내부에 장착되는 하부완충기(107)에 도 2 내지 도 4에 도시된 확관식 튜브완충기(400)를 장착하였으나, 상기 확관식 튜브완충기(400)는 팽창튜브(404)와 같은 길이의 압입튜브(402)가 필요하기 때문에, 이러한 확관식 튜브완충기(400)를 철도차량에 설치하기 위해서는 압입튜브(402) 또는 팽창튜브(404) 길이의 두 배에 해당하는 많은 설치공간이 필요하고, 다이(401)가 단순히 상기 팽창튜브(404)를 확관시키는 소성변형에 의해 충격에너지를 흡수하기 때문에 충격에너지를 효과적으로 흡수하지 못하는 문제점이 있었다.Conventionally, the first and second buffer tubes 202 and 204 of the bottom shock absorber 200 mounted on the lower portion of the drive panel 100 and the lower shock absorber mounted inside the pedestal 104 under the drive panel 100 ( 2 to 4, but the tube tube shock absorber 400 shown in Figs. 2 to 4, but the tube tube shock absorber 400 requires a press-fit tube 402 of the same length as the expansion tube 404, In order to install the expandable tube shock absorber 400 in a railway vehicle, a large installation space corresponding to twice the length of the press-fit tube 402 or the expansion tube 404 is required, and the die 401 simply uses the expansion tube ( Since the impact energy is absorbed by the plastic deformation expanding the 404, there is a problem in that the impact energy cannot be absorbed effectively.

도 9는 본 발명에 의한 티어링 튜브완충기의 분해사시도이고, 도 10은 본 발명에 의한 티어링 튜브완충기의 사시도이며, 도 11은 도 10의 A-A선 단면도이고, 도 12는 본 발명의 의한 티어링 튜브완충기가 압괴되는 과정을 순차적으로 도시한 상태도이다.9 is an exploded perspective view of a tearing tube shock absorber according to the present invention, FIG. 10 is a perspective view of a tearing tube shock absorber according to the present invention, FIG. 11 is a cross-sectional view taken along line AA of FIG. 10, and FIG. 12 is a tearing tube shock absorber according to the present invention. Is a state diagram sequentially illustrating the process of crushing.

본 발명은 철도차량의 전두부에 장착되는 티어링 튜브완충기(500)로서 도 9에 도시한 바와 같이 일측에 확관부(505)가 형성된 티어링튜브(504)와, 상기 티어링튜브(504)의 확관부(504)에 접하고 철도차량의 충격에너지에 의하여 상기 티어링튜브(504)를 확관시키면서 절개하는 다이(501)로 구성된다. 상기 확관부(505)는 티어링튜브(504)가 외주방향으로 소정 각도로 경사지도록 절곡 연장된 것으로서, 확관부(505)의 외경은 티어링튜브(504)의 외경보다 크게 형성된다.The present invention is a tearing tube shock absorber 500 mounted on the front head of a railway vehicle, as shown in FIG. 9, a tearing tube 504 having an expansion part 505 formed on one side, and an expansion part of the tearing tube 504 ( It is composed of a die 501 that is in contact with the 504, and while cutting the tearing tube 504 by the impact energy of the railway vehicle. The expansion pipe 505 is bent extending so that the tearing tube 504 is inclined at a predetermined angle in the outer circumferential direction, the outer diameter of the expansion pipe 505 is formed larger than the outer diameter of the tearing tube 504.

그리고, 상기 티어링튜브(504)의 확관부에 접하는 다이(501)는 상기 티어링튜브(504)의 확관부(505)에 접하는 부분에 팽창경사부(503)가 형성되고, 상기 팽창경사부(503)의 전부에는 안내부(506)가 돌출 형성되며, 상기 다이(501)의 외주면에는 칼날 형태의 블레이드(502)가 일정간격으로 형성된다.In addition, the die 501 in contact with the expansion tube 504 of the tearing tube 504 has an inclined inclined portion 503 formed at a portion in contact with the expansion tube 505 of the tearing tube 504, and the expansion inclination portion 503 Guide portion 506 is formed to protrude from all of the), the blade 502 in the form of a blade is formed on the outer peripheral surface of the die 501 at regular intervals.

상기와 같이 구성된 다이(501)는 상기 티어링튜브(504)의 확관부(505)에 접하도록 결합되되, 도 11에 도시한 바와 같이 상기 다이(501)의 안내부(506)는 티어 링튜브(504)에 삽입되고, 상기 다이(501)의 팽창경사부(503)는 티어링튜브(504)의 확관부(505)에 접하도록 결합된다.The die 501 configured as described above is coupled to be in contact with the expansion portion 505 of the tearing tube 504. As shown in FIG. 11, the guide portion 506 of the die 501 is a tearing tube ( Inserted into the 504, the inclined portion 503 of the die 501 is coupled to contact the expansion portion 505 of the tearing tube (504).

상기와 같이 구성된 본 발명은 철도차량의 전두부에 장착되어서 철도차량의 충돌사고시 그 충격에너지가 전달되면, 도 12에 도시한 바와 같이 다이(501)가 티어링튜브(504)의 내부로 진입하면서 팽창경사부(503)에 의해 상기 티어링튜브(504)를 외주방향으로 확관시키고, 다이(501)의 외주면에 일정간격으로 형성된 블레이드(502)가 상기 확관된 티어링튜브(504)를 절개하면서 철도차량의 충격에너지가 흡수된다.The present invention configured as described above is mounted on the front head of the railway vehicle, when the impact energy is transmitted in the event of a collision of the railway vehicle, as shown in FIG. 12, the die 501 enters the interior of the tearing tube 504 inflating inclination The 503 extends the tearing tube 504 in the outer circumferential direction, and the blade 502 formed at a predetermined interval on the outer circumferential surface of the die 501 cuts the expanded tearing tube 504, thereby impacting the railway vehicle. Energy is absorbed.

이때, 도 12의 마지막에 도시한 도면과 같이 다이(501)의 블레이드(502)에 의하여 절개된 티어링튜브(504)가 말리기 때문에 다이(501)가 티어링튜브(504)의 길이 전체를 확관, 절개하기 때문에 충격에너지 흡수율이 매우 높고, 장착공간이 적게 소요된다.At this time, since the tearing tube 504 cut by the blade 502 of the die 501 is dried as shown in the drawing of FIG. 12, the die 501 expands and cuts the entire length of the tearing tube 504. Therefore, the impact energy absorption rate is very high, and the mounting space is small.

즉, 상기 다이(501)가 티어링튜브(504)를 외주방향을 확관시키고, 확관된 티어링튜브(504)를 절개함으로써 본 발명의 티어링 튜브완충기가 철도차량의 충격에너지를 흡수하는 것이다.That is, the die 501 extends the tearing tube 504 in the outer circumferential direction and cuts the expanded tearing tube 504 to absorb the impact energy of the railway vehicle.

상기와 같이 구성된 본 발명의 티어링 튜브완충기(500)는 철도차량 전두부의 도 5에 도시된 바와 같이 저부완충기(200)의 제1,2완충튜브(202)(204)에 장착되고, 도 6에 도시된 바와 같이 드라이브패널(100)의 하부완충기(107)에 장착된다.The tearing tube shock absorber 500 of the present invention configured as described above is mounted on the first and second buffer tubes 202 and 204 of the bottom shock absorber 200, as shown in FIG. As shown in the lower shock absorber 107 of the drive panel 100 is mounted.

상기와 같이 본 발명의 티어링 튜브완충기(500)가 장착된 철도차량의 전두부가 철도차량의 충돌사고시 그 충격에너지를 흡수하는 과정을 설명하면 다음과 같다.When the front head portion of the railway vehicle equipped with the tearing tube shock absorber 500 of the present invention as described above to absorb the impact energy in the event of a collision of the railway vehicle as follows.

도 13 내지 도 18은 본 발명의 티어링 튜브완충기(500)가 설치된 철도차량의 전두부가 충격에너지 흡수과정을 차례로 도시한 상태도로서, 도 13의 상태인 철도차량의 전두부가 충돌사고가 발생하면 1차로 도 14와 같이 저부완충기(200)의 제1완충튜브(202)가 압괴되면서 충격에너지를 흡수하고, 2차로 도 15와 같이 저부완충기(200)의 제2완충튜브(204)가 압괴되면서 충격에너지를 흡수하며, 이 상태에서 철도차량의 충격에너지에 의해 도 16과 같이 드라이이브패널(100) 하부에 형성된 엔드슬로프에(111) 의해 상기 저부완충기(200)가 철도차량으로부터 떨어져 나가게 된다.13 to 18 is a state diagram illustrating the shock energy absorption process of the front head portion of the railway vehicle equipped with the tearing tube shock absorber 500 of the present invention, the front head of the railway vehicle in the state of FIG. As shown in FIG. 14, the first buffer tube 202 of the bottom shock absorber 200 is crushed to absorb impact energy. Secondly, the second shock tube 204 of the bottom shock absorber 200 is crushed as shown in FIG. 15. In this state, the bottom shock absorber 200 is separated from the railway vehicle by the end slope 111 formed at the lower portion of the drive panel 100 as shown in FIG. 16 by the impact energy of the railway vehicle.

그리고, 상기와 같이 저부완충기(200)가 철도차량으로부터 떨어져 나가게 된 후, 도 17과 같이 드라이브패널(100)의 전면보호부(101)에 형성된 하니컴부재(112)가 압괴면서 충격에너지를 흡수하고, 상기 하니컴부재(112)가 완전히 압괴되면 도 18과 같이 철도차량 전두부의 드라이브패널(100)이 보호쉘(300) 내부로 슬라이드 이동하면서 드라이브패널(100)의 받침대(104) 내부에 형성된 하부완충기(107)가 압괴되면서 충격에너지를 흡수하게 된다.Then, after the bottom shock absorber 200 is separated from the railway vehicle as described above, the honeycomb member 112 formed on the front protection portion 101 of the drive panel 100 absorbs shock energy as shown in FIG. 17. When the honeycomb member 112 is completely crushed, the lower shock absorber formed inside the pedestal 104 of the drive panel 100 while the drive panel 100 of the front head of the railway vehicle slides into the protection shell 300 as shown in FIG. 18. The 107 is crushed to absorb the impact energy.

이때, 상기 접완충기(200)의 제1,2완충튜브(202)(204)와 하부완충기(107)로 설치된 본 발명의 티어링 튜브완충기(500)가 충격에너지를 흡수 완충함으로써, 철도차량의 충돌사고시 발생하는 충격에너지를 흡수하여 운전실의 운전자와 승객을 보호하는 것이다.At this time, the tearing tube shock absorber 500 of the present invention installed as the first and second buffer tubes 202 and 204 and the lower shock absorber 107 of the shock absorber 200 absorbs shock energy and buffers the collision of the railway vehicle. It absorbs the impact energy generated during an accident to protect the driver and passengers in the cab.

본 발명의 실시예로서 철도차량 전두부의 저부완충기(200)와 하부완충기(107)에 본 발명의 티어링 튜브완충기(500)가 설치된 것으로 설명하였지만, 본 발명의 티어링 튜브완충기(500)는 상기 저부완충기(200)와 하부완충기(107)에 국한적으로 설치되는 것이 아니며, 철도차량의 충격에너지를 흡수하기 위해 다양한 곳에 설치 사용될 수 있는 것이다.As an embodiment of the present invention has been described that the tearing tube shock absorber 500 of the present invention is installed in the bottom shock absorber 200 and the lower shock absorber 107 of the front of the railway vehicle, the tearing tube shock absorber 500 of the present invention is the bottom shock absorber It is not limited to the 200 and the lower shock absorber 107, it can be used in various places to absorb the impact energy of the railway vehicle.

도 1은 통상적으로 철도차량에 적용되는 전두부 충격에너지 흡수장치의 개념도.1 is a conceptual diagram of a front head impact energy absorbing device typically applied to a railway vehicle.

도 2는 종래의 확관식 튜브완충기의 분해 사시도.Figure 2 is an exploded perspective view of a conventional expandable tube buffer.

도 3은 종래의 확관식 튜브완충기의 결합 단면도.3 is a cross-sectional view of a conventional tube expansion shock absorber.

도 4는 종래의 확관식 튜브완충기가 압괴된 상태의 단면도.Figure 4 is a cross-sectional view of a conventional tube expander crushed state.

도 5는 철도차량 전두부의 구조를 나타낸 사시도.5 is a perspective view showing the structure of the front head of the railway vehicle.

도 6 및 도 7은 철도차량 전두부의 드라이브패널 사시도.6 and 7 are perspective views of the drive panel of the front head of the railway vehicle.

도 8은 철도차량 전두부의 보호쉘 사시도.8 is a perspective view of a protective shell of the front head of the railway vehicle.

도 9는 본 발명에 의한 티어링 튜브완충기의 분해사시도.Figure 9 is an exploded perspective view of the tearing tube shock absorber according to the present invention.

도 10은 본 발명에 의한 티어링 튜브완충기의 사시도.10 is a perspective view of a tearing tube shock absorber according to the present invention.

도 11은 도 10의 A-A선 단면도.11 is a cross-sectional view taken along the line A-A of FIG.

도 12는 본 발명의 의한 티어링 튜브완충기의 압괴과정을 순차적으로 도시한 상태도.Figure 12 is a state diagram showing a sequential process of the crushing of the tearing tube shock absorber according to the present invention.

도 13 내지 도 18은 본 발명의 티어링 튜브완충기가 설치된 철도차량의 전두부가 충격에너지 흡수과정을 차례로 도시한 상태도.13 to 18 is a state diagram showing the shock energy absorption process of the front head portion of the railroad car equipped with a tearing tube shock absorber of the present invention in sequence.

<도면의 주요부분에 대한 부호의 설명><Description of the symbols for the main parts of the drawings>

10 : 철도차량 20 : 커플러10: railroad car 20: coupler

30,112 : 하니컴부재 40 : 헤드스톡30,112: honeycomb member 40: headstock

100 : 드라이브패널 101 : 전면보호부100: drive panel 101: front protection

102 : 드라이브패널 프레임 103 : 가드프레임102: drive panel frame 103: guard frame

104 : 받침대 105 : 측부가이드부재104: pedestal 105: side guide member

106 : 가이드부재 107 : 하부완충기106: guide member 107: lower shock absorber

108 : 저부완충기 장착부 109 : 제어대108: bottom buffer mounting unit 109: control board

111 : 슬로프엔드 200 : 저부완충기111: slope end 200: bottom buffer

201 : 커플러헤드 202 : 제1완충튜브201: coupler head 202: first buffer tube

203 : 리어기어203: rear gear

204 : 제2완충튜브 300 : 보호쉘204: second buffer tube 300: protective shell

302 : 가드프레임안내홈 303 : 드라이브패널 가이드홈302: Guard frame guide groove 303: Drive panel guide groove

304 : 하부완충기 삽입홈 305 : 측부가이드홈304: lower shock absorber insertion groove 305: side guide groove

306 : 운전실 307 : 보호쉘 프레임306: Cab 307: Protective shell frame

308 : 저부 400 : 확관식 튜브완충기308: bottom 400: expansion tube buffer

401 : 다이 402 : 압입튜브401: die 402: press-fit tube

403,505 : 확관부 404 : 팽창튜브403,505: Expansion tube 404: Expansion tube

500 : 티어링 튜브완충기 501 : 다이500: tearing tube buffer 501: die

502 : 블레이드 503 : 팽창경사부502: blade 503: inclined slope portion

504 : 티어링튜브 506 : 안내부504: tearing tube 506: guide

Claims (7)

철도차량용 튜브완충기에 있어서,In the tube buffer for railway vehicles, 다이가 티어링튜브를 절개하는 것을 특징으로 하는 철도차량용 티어링 튜브완충기.A tearing tube shock absorber for railway vehicles, characterized in that the die cuts the tearing tube. 제 1항에 있어서,The method of claim 1, 상기 다이에는 상기 티어링튜브를 절개하는 블레이드가 형성된 것을 특징으로 하는 철도차량용 티어링 튜브완충기.Tiering tube shock absorber for a railway vehicle, characterized in that the die is formed with a blade for cutting the tearing tube. 제 2항에 있어서,The method of claim 2, 상기 블레이드는 상기 다이의 외주면에 일정 간격으로 방사상으로 형성된 것을 특징으로 하는 철도차량용 티어링 튜브완충기.And the blades are formed on the outer circumferential surface of the die radially at regular intervals. 제 1항에 있어서,The method of claim 1, 상기 다이는 티어링튜브의 후단에 접하도록 구성된 것을 특징으로 하는 철도 차량용 티어링 튜브완충기.And said die is configured to be in contact with the rear end of the tearing tube. 제 4항에 있어서,The method of claim 4, wherein 상기 티어링튜브의 후단에는 티어링튜브가 절곡 연장된 확관부가 형성된 것을 특징으로 하는 철도차량용 티어링 튜브완충기.A tearing tube shock absorber for a railway vehicle, characterized in that the rear end of the tearing tube is formed with an extension tube bent extending the tearing tube. 제 1항에 있어서,The method of claim 1, 상기 다이의 일측에는 상기 티어링튜브의 확관부와 접하는 팽창경사부가 형성된 것을 특징으로 하는 철도차량용 티어링 튜브완충기.A tearing tube shock absorber for a railway vehicle, characterized in that an inclined portion is formed in contact with the expansion portion of the tearing tube on one side of the die. 제 1항 내지 제 6항 중 어느 하나의 항에 있어서,The method according to any one of claims 1 to 6, 상기 다이의 팽창경사부 선단에는 안내부가 돌출 형성된 것을 특징으로 하는 철도차량용 티어링 튜브완충기.A tearing tube shock absorber for a railway vehicle, characterized in that the guide portion protrudes from the tip of the inclined inclined portion of the die.
KR1020070126334A 2007-12-06 2007-12-06 Cutting type tube-buffer for railway vehicle KR100916598B1 (en)

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KR1020070126334A KR100916598B1 (en) 2007-12-06 2007-12-06 Cutting type tube-buffer for railway vehicle
EP08857906A EP2227410A4 (en) 2007-12-06 2008-12-05 Tube-buffer for railway vehicles
PCT/KR2008/007222 WO2009072843A2 (en) 2007-12-06 2008-12-05 Tube-buffer for railway vehicles

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US11447161B2 (en) 2017-07-11 2022-09-20 Crrc Qingdao Sifang Co., Ltd Energy-absorbing anti-creeper and train vehicle with energy-absorbing anti-creeper
KR20210145953A (en) * 2020-05-26 2021-12-03 주식회사 세이브라이프 Truck mounted attenuator using pipe structure
CN111891169A (en) * 2020-08-12 2020-11-06 中车株洲电力机车有限公司 Rail transit car coupler buffering energy-absorbing device
CN112109650A (en) * 2020-09-28 2020-12-22 杭州获锡汽车部件有限公司 Anti-collision protection device for automobile backing and control method thereof
CN112109650B (en) * 2020-09-28 2021-11-09 重庆先锋智能科技有限公司 Anti-collision protection device for automobile backing and control method thereof
CN112319409A (en) * 2020-11-18 2021-02-05 承姿辛 Automobile machinery scour protection hits buffer

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