JP6952574B2 - Rail vehicle shock shock absorber - Google Patents

Description

The present invention relates to an impact shock absorber that is arranged in the lower front side of a leading vehicle of a railroad vehicle and cushions an impact on an animal colliding from the front.

In recent years, when an animal such as a deer collides with a railroad vehicle, the impact may damage the underfloor equipment of the vehicle, and it may take a long time to remove the collided animal, which delays the restart of operation. , A shock shock absorber in which a cushioning material such as an airbag or sponge rubber is attached to a front skirt arranged at the lower front side of the leading vehicle has been proposed (for example, Patent Documents 1 and 2).

Japanese Patent No. 5667785 Japanese Patent No. 5832268

However, the impact shock absorber provided with the airbag needs to be equipped with parts such as an inflator, which increases the cost, and the airbag lacks a sense of unity with the material of the vehicle body, which deteriorates the aesthetic appearance of the railway vehicle. In addition, the shock-cushioning device provided with a cushioning material has low durability because the polymer material such as sponge rubber deteriorates when exposed to the ultraviolet rays of sunlight, and the cushioning material also gives a sense of unity with the material of the vehicle body. The lack of it reduces the aesthetics of the railcar.

Therefore, an object of the present invention is to provide a shock absorbing device that cushions an impact on a colliding animal in order to prevent a delay in restarting the operation of a railway vehicle while improving durability and aesthetics at low cost. ..

The impact shock absorber for a railroad vehicle according to one aspect of the present invention is a shock shock absorber arranged in the lower front side of the leading vehicle and cushioning an impact on an animal colliding from the front, and has a front skirt supported by an underframe. An impact plate that is arranged at a predetermined distance from the front skirt so as to cover the front skirt from the front and is lighter than the front skirt, and a position where the impact plate is spaced from the front skirt at a predetermined distance. It is provided with a connecting mechanism for connecting the impact plate to the front skirt so that the impact plate can be displaced close to the front skirt.

According to the research by the present inventors, the SI value (Severity Index), which is an evaluation index of the severity of an animal at the time of collision, depends on the collision acceleration, but the collision acceleration when the mass of the member colliding with the animal is heavy. It was found that the SI value increases and the severity of the animal increases as the value increases. In that respect, according to the above configuration, when an animal collides with the impact shock absorber from the front, the animal first collides with the lightweight impact plate first, and then the animal first collides with the impact plate close to the front skirt. Since the lightweight impact plate receives the load of the above, the SI value can be reduced and the severity of the animal can be reduced in the primary collision with a large impact. Moreover, since a simple configuration is sufficient, cost reduction can be achieved. Further, since the impact plate can be made of the same material as the material of the vehicle body, it is possible to prevent deterioration of durability and aesthetics.

According to the present invention, it is possible to provide a shock shock absorber that cushions an impact on a colliding animal in order to prevent a delay in restarting the operation of a railway vehicle while improving durability and aesthetics at low cost.

It is a perspective view of the shock shock absorber of the railroad vehicle which concerns on 1st Embodiment. It is a front view seen from the front of the shock shock absorber shown in FIG. It is an enlarged plan view seen from above of the shock shock absorber shown in FIG. It is a simulation result which shows the relationship between the mass of the impact plate and the SI value. It is a simulation result which shows the relationship between the impact acceleration acting on an animal and time in an Example and a comparative example. It is an enlarged plan view seen from above of the shock shock absorber of the railroad vehicle which concerns on 2nd Embodiment.

Hereinafter, embodiments will be described with reference to the drawings.

(First Embodiment)
FIG. 1 is a perspective view of the impact shock absorber 10 of the railway vehicle 1 according to the first embodiment. FIG. 2 is a front view of the impact shock absorber 10 shown in FIG. 1 as viewed from the front. FIG. 3 is an enlarged plan view of the impact shock absorber 10 shown in FIG. 1 as viewed from above. As shown in FIGS. 1 to 3, the impact shock absorber 10 is for alleviating the impact on an animal that collides from the front while the railway vehicle 1 is traveling, and is the underframe 3 of the vehicle body 2 of the leading vehicle of the railway vehicle 1. It is located in the lower part of the front side of. A coupler 4 is provided at the center of the lower front side of the underframe 3 in the vehicle width direction (not shown in FIG. 1). The impact shock absorber 10 includes a pair of left and right front skirts 11, a pair of left and right impact plates 12, and a connecting mechanism 13.

The pair of front skirts 11 are a pair of plate-like bodies arranged on the left and right sides of the connecting mechanism 13 in a front view and having symmetrical shapes. The pair of left and right front skirts 11 may be connected to each other below the coupler 4. The front skirt 11 covers the space below the underframe 3 from the front. The front skirt 11 is made of metal. Each of the pair of front skirts 11 is supported by an underframe 3 via a bracket (not shown). That is, the front skirt 11 is rigidly connected to the underframe 3.

The front skirt 11 is continuous with the front plate portion 11a arranged so that the normal line faces forward and the outer end of the front plate portion 11a in the vehicle width direction, and the inclined plate portion toward the rear as it goes outward in the vehicle width direction. It has an 11b and a side plate portion 11c that is continuous with the outer end of the inclined plate portion 11b in the vehicle width direction and extends rearward. In the present embodiment, the front plate portion 11a is also slightly inclined toward the rear toward the outside in the vehicle width direction, and the inclined plate portion 11b is inclined more than the front plate portion 11a. As an example, the front skirt 11 has a shape along the front end edge 3a of the underframe 3 in a top view, and the coupler 4 between the vehicles when passing through a sharp curve or an S-shaped curve in a state where the leading vehicles are connected to each other. It is located behind the front end edge 3a of the underframe 3 in order to prevent interference with the jumper coupler between the vehicles and the vehicle.

The pair of impact plates 12 are a pair of plate-like bodies arranged on the left and right sides of the connecting mechanism 13 in a front view and having symmetrical shapes. The pair of left and right impact plates 12 may be connected to each other below the coupler 4. The impact plates 12 are arranged at predetermined intervals L (for example, 5 to 15 cm) in front of the front skirt 11 so as to cover the pair of front skirts 11 from the front when viewed from the front. The impact plate 12 is made of metal. The impact plate 12 is lighter than the front skirt 11.

The impact plate 12 has a shape substantially similar to that of the front skirt 11 that overlaps the impact plate 12 in the front view in a plan view from above. The impact plate 12 is continuous with the front plate portion 12a arranged so that the normal line faces forward and the outer end of the front plate portion 12a in the vehicle width direction, and the inclined plate portion toward the rear as it goes outward in the vehicle width direction. It has 12b and. That is, the impact plate 12 has a shape substantially similar to the front plate portion 11a and the inclined plate portion 11b of the front skirt 11 when viewed from above.

The connecting mechanism 13 includes at least one connecting member 21 and at least one elastic member 22. In this embodiment, there are two connecting members 21 and one elastic member 22. The impact plate 12 is elastically connected to the front skirt 11 by the connecting mechanism 13. The impact plate 12 is not fixed to the underframe 3, but is supported by the front skirt 11 via the connecting mechanism 13. The connecting mechanism 13 is lighter than the front skirt 11 and the impact plate 12. As described above, since the connecting mechanism 13 is lightweight and does not rigidly connect the impact plate 12 to the front skirt 11, the mechanical independence between the front skirt 11 and the impact plate 12 is maintained.

The connecting member 21 connects the impact plate 12 to the front skirt 11 so that the impact plate 12 can move in parallel toward the front skirt 11 and can be displaced in close proximity. As an example, the connecting member 21 includes a first mounting portion 21a fixed to the front surface of the front skirt 11, a second mounting portion 21b fixed to the rear surface of the impact plate 12, a first mounting portion 21a and a second mounting portion. A connecting plate portion 21c provided between the 21b, a first hinge portion 21d that rotatably connects the first mounting portion 21a and the connecting plate portion 21c, and a second mounting portion 21b and a connecting plate. It has a second hinge portion 21e that rotatably connects the portion 21c around a vertical line.

The connecting plate portion 21c is inclined by a predetermined angle θ with respect to the rail direction (front-rear direction) in a state where the impact plate 12 is arranged at a normal position with a predetermined interval L in front of the front skirt 11. In the present embodiment, the connecting member 21 is interposed between the front plate portion 11a of the front skirt 11 and the front plate portion 12a of the impact plate 12, but the inclined plate portion 11b of the front skirt 11 and the impact plate 12 It may be interposed between the inclined plate portion 12b of the above.

The elastic member 22 is sandwiched between the front skirt 11 and the impact plate 12, and urges the impact plate 12 so that the impact plate 12 is held at a normal position at a predetermined distance L from the front skirt 11. .. The elastic member 22 is, for example, a spring such as a coil spring or a leaf spring, but may be any other spring as long as it has an elastic restoring force. For example, the elastic member 22 may be a rubber shock absorber or a hydraulic damper having an elastic function. In the present embodiment, the elastic member 22 is interposed between the inclined plate portion 11b of the front skirt 11 and the inclined plate portion 12b of the impact plate 12, but the front plate portion 11a of the front skirt 11 and the impact plate 12 It may be provided between the front plate portion 12a and the front plate portion 12a.

When the animal A that has entered the railroad track while the railroad vehicle 1 is traveling collides with the impact shock absorber 10, the animal A first first collides with the impact plate 12. Then, due to the rear load acting on the impact plate 12 due to the primary collision, the connecting member 21 rotates at the hinges 21d and 21e, and the connecting member 21 is smoothly directed toward the front skirt 11 without causing plastic deformation. Allow backward movement. Then, the impact plate 12 secondarily collides with the front skirt 11, and the collision load of the animal A is received.

At that time, since the front skirt 11 and the impact plate 12 have the inclined plate portion 11b and the inclined plate portion 12b, the colliding animal A can be released to the outside in the vehicle width direction without bouncing forward, and the animal A can escape. Can reduce injuries. Further, since the impact plate 12 is displaced rearward toward the front skirt 11 without plastically deforming the connecting member 21, the reaction force from the connecting member 21 and the front skirt 11 may act on the animal A in the primary collision. It can be prevented.

The SI value (Severity Index) shown in Equation 1 is an evaluation index of the severity of an animal at the time of collision, and if this value is small, it means that the impact on the colliding animal is small. In Equation 1, a means acceleration and t means time.

ＳＩ値は、衝突加速度に依存するが、動物Ａと衝突する部材の質量差が小さい場合にもＳＩ値が小さくなって動物Ａの重症度を軽減できるとの知見に基づき、衝撃緩衝装置１０では、衝撃板１２の質量をフロントスカート１１の質量よりも軽量にしている。

Although the SI value depends on the collision acceleration, the shock shock absorber 10 is based on the finding that the SI value can be reduced and the severity of the animal A can be reduced even when the mass difference of the member colliding with the animal A is small. , The mass of the impact plate 12 is made lighter than the mass of the front skirt 11.

Therefore, when the animal A collides with the impact shock absorber 10 from the front, the animal A first first collides with the lightweight impact plate 12, and the animal A first collides with the impact plate 12 in the vicinity of the front skirt 11. Since the lightweight impact plate 12 receives the load from the above, the SI value can be reduced in the primary collision with a large impact to reduce the severity of the animal A, and the delay in restarting the operation of the railway vehicle 1 can be prevented.

Further, since the shock shock absorber 10 does not require a complicated configuration such as an airbag, the cost can be reduced. Further, since the impact plate 12 is made of a metal which is the same material as the material of the vehicle body 2, it is possible to prevent deterioration of durability and aesthetics.

Further, after the animal A first collides with the impact plate 12, the impact plate 12 moves in parallel toward the rear due to the operation of the connecting member 21, and after the secondary collision with the front skirt 11, the load on the impact plate 12 is applied. When it disappears, the impact plate 12 returns to the original normal position by the elastic member 22, so that the work for resuming the operation of the vehicle can be reduced. Further, when the front skirt 11 is not damaged, the shock shock absorber 10 can be reused, so that the running cost of the shock shock absorber 10 can be reduced.

FIG. 4 is a simulation result showing the relationship between the mass of the impact plate 12 and the SI value. In this computer simulation, a finite element method is used, and a finite element model in which the underframe 3, the front skirt 11 and the impact plate 12 are meshed is used as an analysis model, and the mass of the impact plate 12 is changed to change the SI value at the time of collision. I asked. The mass of the animal-equivalent obstacle model colliding with the impact plate 12 was 60 kg. In the analysis model, the impact plate 12 was modeled as a rigid body so as not to bend due to a collision with an animal. According to the result of FIG. 4, it was found that the SI value is the lowest when the mass of the impact plate 12 is set to be the same as the mass of the colliding obstacle. Therefore, in the shock shock absorber 10, the mass of the shock plate 12 is 0.5 to 1.5 times the assumed weight of the animal A (for example, 60 kg) in order to effectively reduce the severity of the collided animal. The mass, preferably 1.0 times the mass, is set.

FIG. 5 is a simulation result showing the relationship between the impact acceleration acting on the animal and time in Examples 1 and 2 and Comparative Example. In this computer simulation, a finite element method is used, and a finite element model in which the underframe 3, the front skirt 11, and the impact shock absorber 10 are meshed is used as an analysis model, and in the three examples 1 and 2, and the comparative example, it corresponds to an animal. Time-series data of impact acceleration acting on obstacles was obtained. The first embodiment is the configuration of the shock shock absorber 10 of the above-described embodiment. In the second embodiment, the impact shock absorber 10 of the above-described embodiment is configured so that an inclined surface such as the inclined plate portion 11b and the inclined plate portion 12b is not provided. In the comparative example, the impact plate 12 and the connecting mechanism 13 are not provided, and only the front skirt 11 is used. As shown in FIG. 5, in Examples 1 and 2, it can be seen that the impact acceleration, which is a factor of the SI value, is reduced in the primary collision having a large impact as compared with the comparative example. In particular, it can be seen that in Example 1, the impact acceleration in both the primary collision and the secondary collision is smaller than that in Example 2.

(Second Embodiment)
FIG. 6 is an enlarged plan view of the impact shock absorber 110 of the railway vehicle 101 according to the second embodiment as viewed from above. As shown in FIG. 6, the impact shock absorber 110 includes a front skirt 111, an impact plate 112, and a connecting mechanism 113. The front skirt 111 is arranged at a position retracted rearward from the front end portion 3a of the underframe 3 and is supported by the underframe 3. The front skirt 111 is inclined toward the rear as it goes outward in the vehicle width direction as a whole, as compared with the front end edge 3a of the underframe 3.

The impact plates 112 are arranged at intervals forward from the front skirt 111 so as to cover the front skirt 111 from the front. The impact plate 112 is made of metal and is lighter than the front skirt 111. The impact plate 112 has a shape substantially similar to the portion of the front skirt 111 that overlaps the impact plate 112 in the front view in the plan view from above. That is, the impact plate 112 is inclined toward the rear as it goes outward in the vehicle width direction as a whole. The impact plate 112 is also arranged behind the front end edge 3a of the underframe 3.

The connecting mechanism 113 elastically connects the impact plate 112 to the front skirt 111. The connecting mechanism 113 includes a pair of connecting members 21 and one elastic member 22. The elastic member 22 is arranged between the pair of connecting members 21. The impact plate 112 is not fixed to the underframe 3, but is supported by the front skirt 111 via the connecting mechanism 113. The configuration of the connecting member 21 and the elastic member 22 is the same as that of the first embodiment. According to such a configuration, the animal colliding with the impact plate 12 can be smoothly released to the outside in the vehicle width direction while securing the connecting space of the coupler 4, and the injury of the animal A can be reduced. Since the other configurations are the same as those of the first embodiment described above, the description thereof will be omitted.

1,101 Railroad vehicle 2 Body 10,110 Impact shock absorber 11,111 Front skirt 11b Inclined plate part 12,112 Impact plate 12b Inclined plate part 13,113 Connecting mechanism 21 Connecting member 21d First hinge part 21e Second hinge part 22 Elastic member A animal

Claims (7)

It is an impact shock absorber that is placed in the lower part of the front side of the leading vehicle and cushions the impact on animals colliding from the front.
The front skirt supported by the underframe and
The front skirt is arranged at a predetermined distance from the front skirt so as to cover the front skirt from the front, is lighter than the front skirt , and is set to a mass of 0.5 to 1.5 times the assumed weight of the animal. and impact plate which is,
An impact shock absorber for a railway vehicle, comprising a connecting mechanism for connecting the impact plate to the front skirt so that the impact plate can be displaced close to the front skirt at a position at a predetermined distance from the front skirt. The connecting mechanism holds a connecting member that connects the impact plate to the front skirt so that the impact plate moves toward the front skirt, and the impact plate is held at a position at a predetermined distance from the skirt. The impact shock absorber for a railway vehicle according to claim 1, further comprising an elastic member for urging the impact plate. The railway vehicle according to claim 1 or 2, wherein the connecting mechanism brings the impact plate closer to the front skirt without causing plastic deformation of the connecting mechanism when a load directed backward is applied to the impact plate. Impact shock absorber. The impact shock absorber for a railway vehicle according to claim 3, wherein the connecting member has a hinge that brings the impact plate closer to the front skirt by a rotating operation. The impact shock absorber for a railway vehicle according to any one of claims 2 to 4, wherein the connecting mechanism is lighter than the front skirt and the impact plate. The impact shock absorber for a railway vehicle according to any one of claims 1 to 5, wherein the mass of the impact plate is set to a value of 30 to 90 kg. The railway vehicle according to any one of claims 1 to 6, wherein the impact plate and the front skirt have an inclined plate portion that moves rearward as it goes outward in the vehicle width direction in a plan view seen from above. Shock shock absorber.

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