KR830000306Y1 - Collision pillar device for rolling stock - Google Patents

Abstract

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Description

Collision pillar device for rolling stock

1 is a side view showing a pair of railroad cars that the end structures of the present invention are coupled to each other.

2 is a cross-sectional view taken along the line 2-2 of FIG.

Figure 3 is an exploded view showing in detail the mutual coupling of the end structure and the impact column according to the present invention.

4 is a cross-sectional view taken along line 4-4 of FIG.

5 is a cross-sectional view taken along the line 5-5 of FIG.

A pair of colision posts are connected to the end of the railroad car between the roof structure and the buffer sill. Each pillar includes a tubular structure formed by welding two long “S” shaped strips into a welded flat strip. Each tubular structure is secured to a hollow holding member having a lower portion of which is fixed to the lower shock absorbing seal and having one side open to a tapered portion thereof.

The present invention is directed to a collision column of a general railroad vehicle described in US Pat. No. 3,911,833, "Railway End Structure."

The patent has some problems when the load is applied to the impact column in the corner direction. The patent solves the above problems by adding a member to reinforce the column and to prevent the lateral bending load by adding a pair of support arms between the column and the corner column that are elevated as high as the critical distance.

The above devices have been proved satisfactory in many respects, but there are some disadvantages to the support arms due to the relatively narrow pillars and fastening members for securing them. In addition, the angle to which the load can be applied is limited so that it is not designed to absorb excessive side impact.

In the design of modern railway vehicles, weight has a great relationship to the automatic efficiency, especially related to fuel consumption. Therefore, safety is of the utmost importance, but the weight of the parts used in railway vehicles must also be taken into account.

It is an object of the present invention to provide an improved collision column for a railway vehicle having a relatively high resistance and a relatively light weight to the side to which the load is applied.

It is yet another object of the present invention to provide an improved collision column with minimized reinforcement devices outside the column and their associated fastening members.

According to the present invention, the end wall structure of a railway vehicle includes a relatively wide pair of collision columns disposed parallel to each other between the end of the shock absorbing seal and the roof of the vehicle. A pair of brackets connect the top of the impact column to the roof beam. A pair of relatively wide fixing members is fixed to the shock absorbing seal and extends upwards therein to receive the impact column. Each fastening member comprises an enclosed hollow bottom portion and a slender top portion with one side open.

Other objects and advantages of the present invention will be described in detail below with reference to the accompanying drawings.

Referring to FIG. 1, when the vehicle runs and hits the end wall of the adjacent vehicle on the shock absorbing seal, the two railway vehicles 10 and 12 are damaged so that the collision breaks or deflects the collision column. It is shown.

In addition to this type of collision, particularly when the front vehicle or single vehicles are included, the impact from the front and side or from the edge often causes the impact pillars to bend or collapse.

Referring to FIG. 2, a pair of parallel collision columns 14 and 16 is connected between the shock absorbing seal 18 and the roof 10 of the vehicle. The collision columns 14 and 16 constitute a hollow structure arranged to receive a pair of lower fixing members 20 and 22, respectively.

The fixing members 20 and 22 are welded to the buffer seal 18 along their lower edges. When the impact columns 14, 16 are properly seated, they are coupled to the fixing members 20, 22 by plug welds through holes 42 (FIG. 3) in the column. The upper brackets 24 and 26 are coupled to block them in the collision columns 14 and 16, respectively, and are fixed to and coupled to the roof beams 28 and 20, respectively.

3, 4 and 5, only the pillar 14 and the fixing member 20 because the collision pillars 14 and 16 and the fixing members 20 and 22 are identical to each other. I will describe in detail.

The impact column 14 is composed of two long pieces 32, 34 of "S" shape. End portions 35, 37 extending inwardly of the engravings 32, 34 are welded to each other. On the other hand, the outwardly extending ends 39, 41 of the two engravings 32, 34 are respectively coupled to the third elongated flat carving 36. These three pieces 32, 34, 36 are joined together to form a rectangular tubular member.

Special care must be taken when applying spot welding so that the final assembly is straight when welding the engravings 32, 34, 36 together. The pieces require rolled steel to have adequate strength. Members of this type tend to stretch or contract during application of spot welding. When forming the pillar of the present invention, it is welded at predetermined intervals in order to make the final assembly state straight. Failure to weld at appropriate intervals will cause one of the pieces to stretch or contract more than the other, making the entire assembly bent, making it unsuitable for use as a collision column.

The tubular structure formed by the engravings 32, 34, 36 is suitably fixed on the relatively heavy fixing member 20 and welded there through the welding plug 42. The space in the tubular structure, ie the space between the sides of the engravings 32, 34, is relatively large. This makes the post 14 particularly suitable for receiving side impacts without bending. If desired, strips 38 and 43 may be added to the lower side in the tubular structure for additional impact resistance. The bottom strip 40 is designed to cover the collision column.

The fixing member 20 is relatively thicker and wider than the fixing member used so far. Such fastening members provide additional strength and resistance to impacts directed towards the bottom of the impact column.

The fixing member 20 is composed of a relatively wide lower portion 44 and a slender upper portion 46. The lower portion 44 is enclosed on four sides. This form provides additional strength to the bottom of the fixing member 20 welded to the buffer seal 18. This additional area towards the bottom provides increased resistance to impacts and impacts in the area needed.

The upper portion 46 is thin at the end and does not give the same resistance as the lower portion 44. This is because it is desirable to give the column some deflection when subjected to severe impacts. Excessive hardness over the length of the column is undesirable.

In addition to providing the desired resistance to the parts that are likely to be impacted, the fixing member 20 is particularly suitable for absorbing lateral shocks due to its relatively wide width. This makes up for the lack of side beams. In addition, since the fixing member is relatively hollow and four surfaces of the lower portion thereof are closed by four surfaces surrounding the surface, the fixing column can be appropriately fixed with a minimum weight.

The present invention, in which a relatively hollow pillar member is combined with a hollow hollow fixing member, has an end structure having high resistance to side loads while making the weight of the parts contained relatively light.

Claims (1)

In a conventional railway vehicle having a buffer seal 18 and a plurality of roof beams 28 and 30 arranged toward the horizontal surface of the floor of a railway vehicle, both ends of the buffer seal 18 and the roof beams 28 and 30. A pair of collision pillars 14 and 16 arranged in parallel to each other and a pair of upper brackets 24 and 26 connecting the upper portions of the pillars 14 and 16 to the roof beams 28 and 30; In order to fix the impact columns 14 and 16, the lower portion 44 which contacts the shock absorbing seal 18 is formed into a short tubular shape in which the four sides are closed, while the upper part 46 gradually becomes upward. A collision pillar device for a railway vehicle, which is composed of a pair of fixing members (20, 22) which are made thinner and at one side of the slope.