JP2007320442A - Life guard device for railroad car - Google Patents
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Abstract
Description
この発明は、鉄道車両の前部に取り付けられる排障装置に関する。 The present invention relates to an obstacle device attached to a front portion of a railway vehicle.
排障装置は、鉄道車両が軌道上で障害物と衝突したときに、軌道上の障害物を排除する排障板と、その際に生じる衝突荷重を、自らが変形することで衝突エネルギーを吸収して、緩和する緩衝機構を備えている。衝突荷重を緩和することで車体の損傷をできるだけ軽減することができる。緩衝機構には、アルミ板または鋼板からなる緩衝板を複数枚積層して構成したものが一般に使用されている(図20(a)、特許文献1参照)。 When a railway vehicle collides with an obstacle on a track, the drainage device absorbs the collision energy by deforming the obstacle plate that eliminates the obstacle on the track and the collision load generated at that time. Thus, a buffering mechanism for relaxing is provided. By reducing the collision load, damage to the vehicle body can be reduced as much as possible. As the buffer mechanism, a structure in which a plurality of buffer plates made of an aluminum plate or a steel plate are laminated is generally used (see FIG. 20A and Patent Document 1).
この種の排障装置では、車両が高速になるに伴って増大する衝突エネルギーに対応するには、緩衝板の板厚や枚数を増やす必要がある。この結果、排障装置の重量が増大するので、車両の高速化の妨げとなる。 In this type of obstacle device, it is necessary to increase the thickness and the number of buffer plates in order to cope with collision energy that increases as the vehicle speed increases. As a result, the weight of the obstacle device increases, which hinders the speeding up of the vehicle.
そこで、車両が高速になるのに伴って増大する衝突エネルギーに対応でき、しかも軽量化が図れる排障装置が提案されている。 In view of this, there has been proposed an evacuation device that can cope with collision energy that increases as the vehicle speed increases and that can be reduced in weight.
他の先行技術として両側に直線部、中央部に円弧部を備えてV字形状をなす受障板(排障板)と、この受障板の円弧部裏側に設置されるハニカム構造の前面緩衝支持材と、この受障板の直線部裏側に設置されるハニカム構造の側面緩衝支持材と、この前面緩衝支持材および側面緩衝支持材を支持する支持部材を備えた排障装置が提案されている(例えば、特許文献2参照)。 As another prior art, a V-shaped obstruction plate (an obstruction plate) having a straight portion on both sides and an arc portion on the center portion, and a front cushion of a honeycomb structure installed on the back side of the arc portion of the obstruction plate A support device, a side cushioning support member having a honeycomb structure installed on the back side of the straight portion of the obstacle plate, and an obstruction device including the front cushioning support member and a supporting member that supports the side cushioning support member have been proposed. (For example, refer to Patent Document 2).
また、他の先行技術として、走行方向に凸に湾曲した排障板の両辺を連結する横梁と、排障板のレール方向中心線上で排障板と横梁との間に設けた角筒構造の衝撃吸収部材から構成される排障装置が提案されている(例えば、特許文献3参照)。 Further, as another prior art, a horizontal beam connecting both sides of the obstacle plate curved convexly in the traveling direction, and a rectangular tube structure provided between the obstacle plate and the transverse beam on the rail center line of the obstacle plate An obstacle device composed of an impact absorbing member has been proposed (see, for example, Patent Document 3).
図20(b)に示す構造は、軌道上の排障装置を排除する排障板と、1枚の緩衝板を中空体構造の衝撃吸収材で支えた緩衝装置からなる。この構造は、緩衝板を削減できるために軽量化できる。緩衝板を削減できるのは、中空体構造のエネルギー吸収量が高いためである。従来の緩衝板は曲げ変形によるエネルギー吸収であるので、塑性変形の範囲が塑性ヒンジ周辺に限られ、質量に対するエネルギー吸収量が低い。これに対して中空体構造の衝撃吸収材は面板のせん断変形を伴うために塑性変形の範囲が広く質量に対するエネルギー吸収量を高くすることができる。なお中空体構造の内部に発砲アルミなどのエネルギー吸収材料を封入することでエネルギー吸収量を補うこともできる(例えば、参考文献4参照)。
特許文献1の構造に対して、軽量化をはかる目的で、特許文献2〜4の構造が提案されているが、次のような課題がある。 The structures of Patent Documents 2 to 4 have been proposed for the purpose of reducing the weight of the structure of Patent Document 1, but have the following problems.
特許文献2の構造では、ハニカム構造の緩衝支持材が受障板(排障板)の内側の全面に配置されている。したがって緩衝支持材を支える支持部材は、受障板と同等の広い面積を支える構造となる。このため支持部材が大型化し軽量化の妨げとなる。 In the structure of Patent Document 2, a buffer support material having a honeycomb structure is disposed on the entire inner surface of the obstruction plate (exhaust plate). Therefore, the support member that supports the buffer support member has a structure that supports a large area equivalent to the obstacle plate. For this reason, a supporting member becomes large and obstructs weight reduction.
特許文献3の構造では、角筒構造は、蛇腹状の壁面座屈を生じてエネルギーを吸収する構造であり質量に対するエネルギー吸収は高い。しかし、角筒構造を前後に支える横梁には十分な強度が必要となるために横梁の軽量化が難しい。また、結果として横梁と排障板の結合部は剛な構造となるが、この部分に障害物が衝突した場合、変形によってエネルギーを吸収する部分が無いために、車体に入力される衝突荷重が高くなるという課題がある。 In the structure of Patent Document 3, the rectangular tube structure is a structure that absorbs energy by generating a bellows-like wall buckling, and has high energy absorption with respect to mass. However, it is difficult to reduce the weight of the horizontal beam because the horizontal beam that supports the square tube structure in front and rear needs to have sufficient strength. As a result, the joint between the cross beam and the obstacle plate has a rigid structure, but when an obstacle collides with this part, there is no part that absorbs energy by deformation, so the collision load input to the car body is There is a problem of becoming higher.
図20(a)および図20(b)の構造では、排障板は、車体の台枠の側梁に吊り金具を介して取り付けられている。排障板はレール上の障害物を排除できる高さ位置に配置する必要があるので、前記の吊り金具の上下方向の寸法および重量が大きくなる。 In the structure of FIGS. 20A and 20B, the obstacle plate is attached to the side beam of the underframe of the vehicle body via a hanging metal fitting. Since the evacuation plate needs to be arranged at a height where the obstacle on the rail can be eliminated, the vertical dimension and weight of the above-described suspension fitting increase.
また、図20(a)の構造に見られる緩衝板を複数枚積層した重ねバネ方式の緩衝装置は、変形が進むにつれて変形する緩衝板の枚数が増えるために、変形初期は変形時の荷重が小さいが、変形が進むにつれて、荷重が2倍、3倍と急激に高くなる特性がある。一方、車体強度上、緩衝装置変形時の荷重値には上限があるため、限られた変形量で最大限のエネルギー吸収を行うには、変形時の荷重が一定の特性が望ましい。 In addition, in the stacked spring type shock absorber in which a plurality of shock absorbers seen in the structure of FIG. 20A are stacked, the number of shock absorbers to be deformed increases as the deformation progresses. Although it is small, there is a characteristic that the load rapidly increases to 2 or 3 times as the deformation progresses. On the other hand, since there is an upper limit to the load value when the shock absorber is deformed in terms of vehicle body strength, it is desirable that the load at the time of deformation be constant in order to absorb the maximum amount of energy with a limited amount of deformation.
この発明は上述の点に鑑みなされたもので、排障板を箱型緩衝支持装置で支持することにより緩衝装置の小型軽量化と変形時の荷重特性の改善および、排障板の吊り金具を廃止することによる、さらなる軽量化を可能とした鉄道車両用の排障装置を提供することを目的とする。 The present invention has been made in view of the above points, and by supporting the relief plate with a box-type buffer support device, the shock absorber can be reduced in size and weight, the load characteristics at the time of deformation can be improved, and the suspension plate can be suspended. An object of the present invention is to provide a railroad vehicle drainage device that can be further reduced in weight by being abolished.
上記目的を達成するために本発明に係る鉄道車両用の排障装置は、走行方向前方に凸に湾曲した形状を有するとともに両側に直線状側板部を有する排障板を備え、両側の前記直線状側板部の内側はそれぞれ、前後に間隔を空けて配置される一対の平面視長方形の箱型緩衝支持材で支持され、鉛直面板と水平面板で構成される前記箱型緩衝支持材は、平面視二等辺三角形状に先端延長線上で相互に交差する先端部間を隙間をあけて非連結状態とした梁材で支持され、前記梁材は車体台枠に結合された支持部材によって支持されることを特徴とする。 In order to achieve the above-mentioned object, a railroad vehicle obstacle apparatus according to the present invention includes an obstacle plate having a convexly curved shape forward in the traveling direction and having straight side plate portions on both sides, and the straight lines on both sides. The inner side of each of the side plates is supported by a pair of rectangular box-shaped cushioning support members arranged in a plan view with a space in front and back, and the box-shaped cushioning support material composed of a vertical plane plate and a horizontal plane plate is flat. It is supported by a beam member that is in an isosceles triangle shape and is in an unconnected state with a gap between tip portions that intersect each other on the tip extension line, and the beam member is supported by a support member that is coupled to a vehicle body frame. It is characterized by that.
また、本発明に係わる排障装置は、先願(特願2005-155044)の除雪兼用排障装置と違って、先頭車両前端部の車体台枠より下向きに延設された前方支持部材を持たない。これは、先頭車両前端部には連結装置とその覆い(符号1c;図21参照)が装備されており、連結時にはその覆いを左右に開き車体に収納することで連結が可能となるが、排障装置の取り付け位置によっては、前記前方支持部材があるために前記覆いの収納スペースが確保できない場合があるためである。覆い(分併カバー)1cと排障装置3の位置関係の例を図21に示す。 Further, unlike the snow removal and snow removal device of the prior application (Japanese Patent Application No. 2005-155044), the snow removal device according to the present invention has a front support member that extends downward from the vehicle body frame at the front end of the front vehicle. Absent. This is equipped with a connecting device and its cover (reference numeral 1c; see FIG. 21) at the front end of the leading vehicle. When connecting, it can be connected by opening the cover left and right and storing it in the vehicle body. This is because, depending on the attachment position of the obstacle device, the cover support space may not be ensured due to the presence of the front support member. An example of the positional relationship between the cover (separation cover) 1c and the obstruction device 3 is shown in FIG.
しかし、先願(特願2005-155044)の構成で前記前方支持部材を廃止すると、障害物を排障板の下辺付近で排除した場合に排障先端部の下向きの変形量が大きくなり、最悪の場合、排障板下辺がレールなどの地上構造物と接触することになる。障害物を排障板下辺付近で排除する場合に排障先端部の下向きの変形量が大きくなるのは、前のめりの回転モーメントが排障板に負荷されるためである。 However, if the front support member is eliminated in the configuration of the prior application (Japanese Patent Application No. 2005-155044), the amount of downward deformation of the distal end of the obstacle increases when the obstacle is eliminated near the lower side of the obstacle plate, which is the worst. In this case, the lower side of the obstacle plate comes into contact with a ground structure such as a rail. The reason why the downward deformation amount of the tip of the obstacle becomes large when the obstacle is removed near the lower side of the obstacle plate is that the rotational moment of the front edge is applied to the obstacle plate.
本発明は、前後に間隔を空けて配置される一対の平面視長方形の箱型緩衝支持材で排障板を支持することで、前のめりの回転モーメントを支えられる構成としているので、排障板先端部の下向きの変形量を低減することができる。 Since the present invention is configured to support the rotation moment of the front edge by supporting the relief plate with a pair of rectangular box-shaped cushioning support members arranged in plan view with a space in front and back, the tip of the relief plate The amount of downward deformation of the part can be reduced.
具体的には、障害物(例えば球体)が排障板の正面中央部の下辺付近に正面衝突した場合、衝突時の荷重によって排障板が後退し、排障板の内側に配置される一対の箱型緩衝支持材のそれぞれについて、上面および下面の水平面板のせん断変形と前面および後面の鉛直面板の曲げ変形によって大部分の衝突エネルギーが吸収される。ただし、障害物の剛性が高い場合、排障板も障害物との接触部で変形を生じて衝突エネルギーの一部を吸収する。一方、前記の前のめりの回転モーメントは、箱型緩衝支持材の前面および後面の鉛直面板に上下方向の面内力を生じさせる。回転モーメントは力と距離の積であるので、箱型緩衝支持材の前面の面板と後面の鉛直面板の間の距離を大きくとれば鉛直面板に生じる荷重を小さくできる。しかし、単純に箱型緩衝支持材の前後方向の寸法を大きくすると上面および下面の水平面板が前後方向に長くなりせん断変形する際の荷重が高くなってしまう。本発明では、前後方向の寸法が小さい箱型緩衝支持材を前後に並べることで、水平面板の前後方向寸法を大きくすることなく鉛直面板間の間隔を大きくとることができる。これにより、障害物と衝突した時の車体伝える前後荷重を抑えつつ排障板先端部の下向きの変形量を低減することができる。 Specifically, when an obstacle (for example, a sphere) collides head-on near the lower side of the front central portion of the obstacle plate, the obstacle plate moves backward due to a load at the time of collision, and the pair placed inside the obstacle plate For each of the box-type shock absorbers, most of the collision energy is absorbed by the shear deformation of the upper and lower horizontal plates and the bending deformation of the front and rear vertical plates. However, when the obstacle has high rigidity, the evacuation plate also deforms at the contact portion with the obstacle to absorb a part of the collision energy. On the other hand, the rotational moment of the front edge causes an in-plane force in the vertical direction on the front and rear vertical face plates of the box-type cushioning support member. Since the rotational moment is a product of force and distance, if the distance between the front face plate and the rear vertical face plate of the box-type cushioning support member is increased, the load generated on the vertical face plate can be reduced. However, simply increasing the size of the box-shaped cushioning support member in the front-rear direction lengthens the upper and lower horizontal plates in the front-rear direction and increases the load when shearing. In this invention, the space | interval between vertical faceplates can be taken large, without enlarging the front-back direction dimension of a horizontal surface board by arranging the box-shaped buffer support material with a small dimension in the front-back direction back and forth. Thereby, the downward deformation amount of the front end portion of the obstacle plate can be reduced while suppressing the longitudinal load transmitted to the vehicle body when colliding with the obstacle.
また、本発明では、障害物が正面中央部から左右いずれかにずれた位置に衝突した場合も、左右いずれかの箱型緩衝支持材には同様の変形が生じるため、荷重が極端に高くなることや、排障板先端部の下向きの変形量が大きくなることは無い。すなわち、本発明の排障装置は障害物の衝突位置によらない良好な変形特性と荷重特性を有する。 Further, in the present invention, even when an obstacle collides with a position shifted to the left or right from the front central portion, the same deformation occurs in either the left or right box-type cushioning support material, so the load becomes extremely high. In addition, the downward deformation amount of the distal end portion of the obstacle plate does not increase. That is, the obstacle device of the present invention has good deformation characteristics and load characteristics that do not depend on the collision position of the obstacle.
さらに、排障板は直線状側板部の内側において、前後に間隔を空けて配置される一対の平面視長方形の箱型緩衝支持材で支持されているので、緩衝板を廃止するとともに、排障板を台枠の側梁に結合する吊り金具も廃止できるので軽量化が可能となる。また、箱型緩衝支持材によって荷重を緩衝するので、緩衝板で構成される緩衝装置のように変形が大きくなると荷重値が急激に高くなることは無く、車体に与える損傷も最小限にとどめることが可能となる。 Furthermore, since the baffle plate is supported by a pair of rectangular box-shaped cushioning support members arranged in a plan view with a space in the front and back sides inside the straight side plate portion, the baffle plate is abolished and the baffle plate is eliminated. Since the hanging metal fitting for joining the plate to the side beam of the underframe can be eliminated, the weight can be reduced. In addition, since the load is buffered by the box-type cushioning support material, the load value will not increase suddenly and the damage to the vehicle body will be kept to a minimum when the deformation becomes large as in the case of a shock absorber composed of a shock absorber. Is possible.
さらにまた、両側の前記梁材は、平面視二等辺三角形状に先端延長線上で相互に交差する先端部間を隙間をあけて非連結状態とするので、箱型緩衝支持材の変形が大きく排障板と前記梁材が直接接触する場合に、前記梁材の先端部が変形しやすいために、衝突時の荷重を小さくできる。 Furthermore, the beam members on both sides are in an isosceles triangle shape in plan view and are not connected with a gap between the tip portions intersecting each other on the tip extension line, so that the deformation of the box-type cushioning support material is greatly eliminated. When the obstacle plate and the beam material are in direct contact with each other, the load at the time of collision can be reduced because the tip of the beam material is easily deformed.
請求項2に係る排障装置は、前記箱型緩衝支持材は、下面の水平面板を省くかまたは、下面の水平面板を省きかつ上面の水平面板の長手方向にスリットを設けたことを特徴とする。この請求項2記載の排障装置によれば、前記箱型緩衝支持材は、下面の水平面板を省いている。このようにすれば先願の除雪兼排障装置に比べ本発明では、箱型緩衝支持材が両側にそれぞれ一対ずつとなり、一個ずつ増加したことによる衝突時の荷重の増加を抑制することができる。また、排障板に排障ゴム(ゴム製の板で下辺がレール上10mm程度の高さとなるように設置し、レール上の小さな障害物の排除に用いられる。)をボルト留めする際は、車体下面から排障板内側に手を入れて作業する必要があるが、箱型緩衝装支持材の下面板を省いているので、作業がしやすい。また箱型緩衝支持材内部に水や異物がたまることも無い。さらに、下面の水平面板を省くだけでは、目標の荷重値まで下がらない場合、下面の水平面板を省くとともに上面の水平面板に長手方向のスリットを設けることで、上面の水平面板がせん断変形する荷重を小さくできるので衝突時の荷重をさらに小さくすることができる。 The obstruction apparatus according to claim 2 is characterized in that the box-type cushioning support member omits the lower horizontal plane plate or omits the lower horizontal plane plate and is provided with a slit in the longitudinal direction of the upper horizontal plane plate. To do. According to the second aspect of the present invention, the box-type cushioning support member omits the lower horizontal plate. In this way, in the present invention, the box-type cushioning support member is paired on both sides in comparison with the snow removal and removal device of the prior application, and an increase in the load at the time of collision due to the increase of each one can be suppressed. . In addition, when bolting the rubber to the obstacle plate (rubber plate is used so that the lower side is about 10 mm above the rail and used to eliminate small obstacles on the rail), Although it is necessary to work by putting a hand from the underside of the vehicle body to the inside of the baffle plate, the work is easy because the bottom plate of the box-type shock absorber support material is omitted. Moreover, water and foreign matter do not accumulate inside the box-type cushioning support material. Furthermore, if the lower horizontal plate is not reduced by simply removing the lower horizontal plate, the load that causes the upper horizontal plate to shear by removing the lower horizontal plate and providing a slit in the longitudinal direction on the upper horizontal plate. Therefore, the load at the time of collision can be further reduced.
請求項3は、排障板をスノープラウと兼用する場合の、箱型緩衝支持材の補強方法を示している。軌道上障害物が無い限り、通常走行時に排障板に荷重が負荷されることは無い。しかし排障板をスノープラウとして兼用する場合、日常的に除雪による荷重が負荷されることになる。日常的に繰り返し荷重として負荷される場合、疲労破壊を防止するために、箱型緩衝支持材に発生する応力を十分小さくする必要がある。しかし、単純に強くすると、障害物との衝突時、箱型緩衝支持材の変形荷重が高くなり、車体を損傷することになる。 Claim 3 shows a method of reinforcing the box-type cushioning support material when the obstacle plate is also used as a snow plow. As long as there are no obstacles on the track, no load is applied to the obstacle plate during normal driving. However, when the drainage plate is also used as a snow plow, a load due to snow removal is routinely applied. In the case where the load is repeatedly applied on a daily basis, it is necessary to sufficiently reduce the stress generated in the box-type cushioning support material in order to prevent fatigue failure. However, if it is simply strengthened, the deformation load of the box-type cushioning support member becomes high at the time of collision with an obstacle, and the vehicle body is damaged.
請求項3に記載のように、前記箱型緩衝支持材の内部に前後の鉛直面板とは別個に設けた鉛直面板を追加すれば、鉛直面板の板厚を薄くすることができるので障害物との衝突時の前後方向荷重の増加を抑えることができかつ、鉛直面板の枚数が増えているので、除雪時の上下方向荷重による鉛直面板の応力を下げることができる。すなわち、
1) 前後方向の反力Fと断面2次モーメントについて
図23において、前後方向反力F=n×12EIδ/l2 E:ヤング率 δ:前後方向変位 l:直線状側板と支持部材との距離=一定 n:鉛直な面板の枚数とすると、F∝C×n×I=C×ΣI(C:定数)
反力値は箱型緩衝支持材を構成する各板の断面2次モーメントIの合計値ΣIに比例する。箱型緩衝支持材を構成する板の高さをh、板厚tとすると、
ΣI=n×h×t3 /12
2) 上下荷重に対するせん断断面積SAについて
上下方向の荷重に対しては直線状側板が下方へ変位しないように、十分な強度が緩衝支持材に必要になる。すなわち、上下方向の荷重の発生応力を低減するためには、せん断断面積SAを大きく取るとよい。
As described in claim 3, if a vertical face plate provided separately from the front and rear vertical face plates is added to the inside of the box-type cushioning support member, the thickness of the vertical face plate can be reduced. Since an increase in the longitudinal load at the time of the collision can be suppressed and the number of vertical face plates is increased, the stress of the vertical face plate due to the vertical load during snow removal can be reduced. That is,
1) About the reaction force F in the front-rear direction and the secondary moment in section In FIG. 23, the reaction force F in the front-rear direction = n × 12EIδ / l2 E: Young's modulus δ: Displacement in the front-rear direction l: Distance between the linear side plate and the support member = Constant n: F∝C × n × I = C × ΣI (C: constant)
The reaction force value is proportional to the total value ΣI of the sectional second moment I of each plate constituting the box-type cushioning support material. When the height of the plate constituting the box-type buffer support material is h and the plate thickness t,
ΣI = n × h × t3 / 12
2) Shear cross-sectional area SA with respect to vertical load Sufficient strength is required for the buffer support material so that the linear side plate does not move downward with respect to vertical load. That is, in order to reduce the stress generated by the load in the vertical direction, it is preferable to increase the shear cross-sectional area SA.
3) 板厚と断面2次モーメントIの合計値ΣIの関係および板厚とせん断断面積SAの関係を図24に示している。面板の枚数が2枚、板厚t=6mm、鉛直な面板の鉛直方向の寸法を100mとした場合、
ΣI=2.0×104mm4 ここで、面板の枚数を4枚にしたときに、2枚の場合と同じ前後方向の反力にするには、ΣI=2.0×104mm4 となるように、 板厚t=5mmにすればよい。
3) FIG. 24 shows the relationship between the plate thickness and the total value ΣI of the section moment of inertia I and the relationship between the plate thickness and the shear cross-sectional area SA. When the number of face plates is 2, the thickness t = 6 mm, and the vertical dimension of the vertical face plate is 100 m,
ΣI = 2.0 × 10 4 mm 4 Here, when the number of face plates is four, in order to obtain the same reaction force in the front-rear direction as in the case of two, ΣI = 2.0 × 10 4 mm 4 The thickness t may be set to 5 mm so that
一方、せん断断面積SAを比較すると,t=6mm、n=2枚のときはSA=1200m2 、t=5mmでn=4枚のときはSA=2000m2 となる。したがって、ΣIが等しくなるようにして、面板が2枚の場合に比べて4枚になると、約2倍のせん断断面積をもつことになる。このように、箱型緩衝支持材を構成する面板の板厚を薄くし、別個に面板を設ければ、前後方向の反力の増加を抑えた上で、上下方向の荷重に対する強度を増大できることになる。 On the other hand, when the shear sectional area SA is compared, SA = 1200 m 2 when t = 6 mm and n = 2, and SA = 2000 m 2 when t = 5 mm and n = 4. Therefore, when the ΣI is made equal and the number of faceplates is four compared to the case of two, the shear cross-sectional area is about twice as large. Thus, by reducing the thickness of the face plate constituting the box-type cushioning support material and providing the face plate separately, it is possible to increase the strength against the load in the vertical direction while suppressing an increase in the reaction force in the front-rear direction. become.
本発明の鉄道車両用の排障装置には、下記のような優れた効果がある。すなわち、前後に間隔を空けて配置される一対の平面視長方形の箱型緩衝支持材で排障板を支持することにより、前のめりの回転モーメントを支えられる構成としているから、排障板先端部の下向きの変形量を低減することができる。また、本発明の排障装置は障害物の衝突位置によらない良好な変形特性と荷重特性を有するほか、排障板を直線状側板部の内側において、前後に間隔を空けて配置される一対の平面視長方形の箱型緩衝支持材で支持したから、緩衝板を廃止するとともに、排障板を台枠の側梁に結合する吊り金具も廃止でき、軽量化が可能となる。また、箱型緩衝支持材によって荷重を緩衝するので、緩衝板で構成される緩衝装置のように変形が大きくなると荷重値が急激に高くならず、車体に与える損傷も最小限に抑えられる。さらに両側の前記梁材は、平面視二等辺三角形状に先端延長線上で相互に交差する先端部間を隙間をあけて非連結状態としたから、箱型緩衝支持材の変形が大きく排障板と前記梁材が直接接触する場合に、前記梁材の先端部が変形しやすいために、衝突時の荷重を小さくできる。 The railroad vehicle obstacle device of the present invention has the following excellent effects. In other words, the support plate is supported by a pair of rectangular box-shaped cushioning support members arranged in a plan view with a space in the front and rear, so that the rotational moment of the front edge is supported. The amount of downward deformation can be reduced. In addition to having good deformation characteristics and load characteristics that do not depend on the collision position of the obstacle, the obstacle device of the present invention has a pair of obstacle plates that are arranged at intervals inside the straight side plate portion with a space between them. Since it is supported by the rectangular box-shaped cushioning support material in plan view, the cushioning plate can be abolished, and the hanging metal fitting that connects the obstacle plate to the side beam of the underframe can be abolished, and the weight can be reduced. In addition, since the load is buffered by the box-type buffer support material, the load value does not increase rapidly when the deformation becomes large as in the shock absorber constituted by the buffer plate, and damage to the vehicle body is minimized. Furthermore, the beam members on both sides are in an isosceles triangle shape in plan view and are in an unconnected state with a gap between the tip portions that intersect each other on the tip extension line, so that the deformation of the box-type cushioning support material is greatly reduced. When the beam member is in direct contact with the beam member, the tip of the beam member is easily deformed, so that the load at the time of collision can be reduced.
以下、本発明に係る鉄道車両用の排障装置についての実施の形態を図面を参照しながら説明する。 DESCRIPTION OF EMBODIMENTS Hereinafter, embodiments of a railroad vehicle obstacle apparatus according to the present invention will be described with reference to the drawings.
図1は本発明の一実施例に係る排障装置を先頭車両の前部に取り付けた状態を示す、一部を省略した側面図、図2は本発明の一実施例に係る排障装置を示す平面図、図3は本発明の一実施例に係る排障装置を示す後ろ側上方より見た斜視図、図4は図3の平面図、図5は中心線で切除した側方断面図、図6は左半分は正面図で右半分は排障板(スノープラウを兼ねた形状)4の先端中央部を削除した正面図である。 FIG. 1 is a side view showing a state in which an obstruction device according to an embodiment of the present invention is attached to a front portion of a leading vehicle, and FIG. 2 shows an obstruction device according to an embodiment of the present invention. FIG. 3 is a perspective view of the obstruction device according to one embodiment of the present invention as seen from above, and FIG. 4 is a plan view of FIG. 3, and FIG. FIG. 6 is a front view in which the left half is a front view and the right half is a front view in which the central portion of the front end of the obstruction plate (a shape that also serves as a snow plow) 4 is deleted.
図1・図2に示すように、新幹線など高速鉄道車両の先頭車両1の車体台枠1aの前端部下部に、冬季に除雪し、かつ障害物と衝突した際に車体への損傷を防止するための排障装置3が取り付けられ、その前方に略U字形の下部カバー2(図1参照)が側構体1bの下端縁に対し昇降可能に車体台枠1aに支持され、さらに先頭車両の先端面のほぼ中央部に分併カバー1c(図1参照)が車体台枠1aに設置された駆動装置(図示せず)を介して開閉可能に設けられている。 As shown in FIG. 1 and FIG. 2, snow is removed from the front end portion of the body frame 1 a of the leading vehicle 1 of a high-speed rail vehicle such as a Shinkansen in winter and damage to the vehicle body is prevented when it collides with an obstacle. The U-shaped lower cover 2 (see FIG. 1) is supported by the vehicle body frame 1a so that it can be moved up and down with respect to the lower edge of the side structure 1b. A separation cover 1c (see FIG. 1) is provided at a substantially central portion of the surface so as to be opened and closed via a driving device (not shown) installed on the vehicle body frame 1a.
排障板4は平面視略V字形をなし、先頭車両1に前方へ向けて凸状に配置される。また排障板4は、両側の直線状側板41・41の先端を鋭角状に突き合わせて溶接にて一体に形成され、各直線状側板41は、本例では比較的厚みの薄い鋼製の板材を図3〜図6に示すように、高さ方向の中間部から上端部にかけて上向きに凸の円弧状に湾曲させて形成されている。各直線状側板41の長手方向の中間位置付近(レール位置)に、レール(軌道)10上の小石などの比較的小さな障害物をはねのけて排除するための排障ゴム42を各側板41の下方へ突出させて取り付けている。図1中の符号9は車輪である。 The evacuation plate 4 is substantially V-shaped in plan view, and is disposed on the leading vehicle 1 so as to protrude forward. Further, the baffle plate 4 is integrally formed by welding with the ends of the straight side plates 41 and 41 on both sides being acutely abutted, and each of the straight side plates 41 is a steel plate having a relatively thin thickness in this example. As shown in FIGS. 3 to 6, it is formed by curving upward in a convex arc shape from the middle part in the height direction to the upper end part. Below each side plate 41, an obstacle rubber 42 for splashing and removing relatively small obstacles such as pebbles on the rail (track) 10 near the middle position (rail position) in the longitudinal direction of each linear side plate 41. It is attached to protrude. Reference numeral 9 in FIG. 1 denotes a wheel.
図1〜図6に示すように、排障装置3は、レール10上の降雪を排除する排障板(スノープラウ)4と、この排障板4を車体台枠1aに支持する両側後方の支持部材5・5と、各支持部材5の外表面に前方へ張り出して固設された梁材6と、排障板4と各支持部材5の梁材6との間に介設され、障害物と衝突した際に自ら変形することにより衝突時の衝突エネルギーを吸収・緩和する前後一対の箱形緩衝支持材8とを備えている。 As shown in FIGS. 1 to 6, the obstruction device 3 includes an obstruction plate (snow plow) 4 that eliminates snowfall on the rail 10, and both rear and rear sides that support the obstruction plate 4 on the vehicle body frame 1 a. It is interposed between the supporting members 5 and 5, the beam member 6 which is fixed to the outer surface of each supporting member 5, and the obstacle plate 4 and the beam member 6 of each supporting member 5. It includes a pair of front and rear box-shaped cushioning support members 8 that absorb and relax the collision energy at the time of collision by deforming itself when colliding with an object.
排障板4の先端鋭角部内側を両側の直線状側板41・41間に平面視台形で断面「コ」の字形の支持板材44を枕木方向に跨って連結している。 A support plate member 44 having a trapezoidal shape in a plan view and having a U-shaped cross section is connected between the straight side plates 41 and 41 on both sides of the inside of the sharp edge portion of the obstacle plate 4 across the sleeper direction.
各支持部材5は直角三角柱状枠体からなる本体部分51を備え、左右対称に両側の本体部分51の直角部を後部内側に対峙させ、かつ内側面51aをレール10と平行に配置するとともに、外側面51bを排障板4の直線状側板41と平行に配置した状態で、車体台枠1aに広幅の天板52aを介して複数のボルト54で連結した鉛直支持棒(四角筒状支持棒)52の下端を各本体51の上面に垂直に溶接して固着している。また、車体台枠1aにフランジ53aを介して複数のボルト58で連結した前方下向きに傾斜させた斜め支持棒(円形パイプ状支持棒)53の下端を本体部分51の後面に、直角三角形状の枠体53cを介して溶接にて固着することにより支持されている。この斜め支持棒53は上端部寄りで上下に分割され、フランジ53bを突き合わせて複数のボルト55で連結されている。両側の本体部分51は、内側面51a間が水平支持棒(円形パイプ状支持棒)57により一体に連結されている。 Each support member 5 includes a main body portion 51 made of a right triangular prism-shaped frame body, the right-angle portions of the main body portions 51 on both sides are opposed to each other in the left-right direction, and the inner side surface 51a is arranged in parallel with the rail 10, With the outer side surface 51b arranged in parallel with the straight side plate 41 of the obstacle plate 4, a vertical support rod (square cylindrical support rod) connected to the vehicle body frame 1a with a plurality of bolts 54 via a wide top plate 52a. ) The lower end of 52 is vertically welded and fixed to the upper surface of each main body 51. Further, a lower end of a diagonal support bar (circular pipe-like support bar) 53 that is connected to the vehicle body frame 1a with a plurality of bolts 58 via a flange 53a and inclined downward is formed on the rear surface of the main body portion 51, and a right triangle shape. It is supported by being fixed by welding through the frame 53c. The oblique support bar 53 is divided into upper and lower parts near the upper end, and is connected by a plurality of bolts 55 with the flange 53b abutted against each other. The main body portions 51 on both sides are integrally connected between the inner side surfaces 51 a by horizontal support bars (circular pipe-shaped support bars) 57.
各支持部材5の外表面上に固設される梁材6は、板状部分6aとこの板状部分6aから前方へ延設された断面L形部分6bとからなり、断面L形部分6bは鉛直面板6b−1とこの上端から内向きに直角に屈折した薄板状の水平面板(フランジ)6b−2とから構成されている。左右の梁材6は、排障板4の両側の直線状側板41・41と平行にかつ先端延長線上で交差するように、つまり上方より見て二等辺三角形状に配置されているが、両側の梁材6の先端部は、図1に示すように非連結状態、つまり一定の隙間を設けて離間させている。 The beam member 6 fixed on the outer surface of each support member 5 is composed of a plate-like portion 6a and an L-shaped portion 6b extending forward from the plate-like portion 6a. It is composed of a vertical surface plate 6b-1 and a thin plate-like horizontal surface plate (flange) 6b-2 refracted inward at a right angle from the upper end. The left and right beam members 6 are arranged in an isosceles triangle shape so as to be parallel to the straight side plates 41 and 41 on both sides of the obstacle plate 4 and intersect on the tip extension line, that is, as viewed from above. As shown in FIG. 1, the front ends of the beam members 6 are not connected, that is, spaced apart by providing a certain gap.
両側の直線状側板41における排障ゴム42の取付位置には開口が設けられており、この開口に排障ゴム押さえ板41aが設けられており、この押さえ板41aの内側に固設されたL形支持板43に排障ゴム42がボルトで取り付けられている。上面の長手方向にスリット81を設けた下端開放で箱形(正面視門形)の一対の箱型緩衝支持材8(8a・8b)が前後に間隔をあけ、支持部材5の本体部分51の外側面51b上に固設された梁材6と支持板43との間に介設されている。2つの箱型緩衝支持材8a・8bのうち後部側8aは前部側に比べて長さが長く、各箱型緩衝支持材8の両側面板84は厚み4.5mmと薄く、台形で、後部側の箱型緩衝支持材8aにはその両側面板84とは別個に2枚の面板7(厚み4.5mm)が追加され、梁材6と支持板43との間に介設されている。各箱型緩衝支持材8の内側面は長方形の薄い平板状金属板82に一体に溶接され、この金属板82の両側部が本体部分外側面51bに垂直に複数本のボルト83で連結されている。この構造を採用したのは、本例の場合、排障板4および箱型緩衝支持材8(金属板82を含む)はアルミ(アルミ合金)に比べて疲労強度が高い鋼製であるのに対し、支持部材5は軽量なアルミ合金製であり、溶接にて連結ができないことから、衝突時にせん断力を受けても切断されないようにボルト83で連結している。また、前後の箱型緩衝支持材8の外側面は取付板85に溶接されている(図7(c)参照)。なお、これはあくまで一例で、材質、形状および寸法などは、実験または有限要素法による構造解析などにより設定される。 An opening is provided at the attachment position of the obstacle rubber 42 on the straight side plates 41 on both sides, and an obstacle rubber pressing plate 41a is provided in the opening, and L fixed to the inside of the pressing plate 41a. Exhaust rubber 42 is attached to the shape support plate 43 with bolts. A pair of box-shaped cushioning support members 8 (8a and 8b) having a lower end opened with a slit 81 in the longitudinal direction of the upper surface and having a box shape (frontal gate shape) are spaced apart in the front-rear direction. It is interposed between the beam member 6 fixed on the outer side surface 51 b and the support plate 43. Of the two box-type cushioning support members 8a and 8b, the rear side 8a is longer than the front side, and both side plates 84 of each box-type cushioning support member 8 are as thin as 4.5 mm in a trapezoidal shape. Two face plates 7 (thickness: 4.5 mm) are added to the box-type cushioning support material 8a on the side separately from the side face plates 84, and are interposed between the beam material 6 and the support plate 43. The inner side surface of each box-type cushioning support member 8 is integrally welded to a rectangular thin flat plate-like metal plate 82, and both side portions of the metal plate 82 are connected to the main body portion outer side surface 51b by a plurality of bolts 83. Yes. In this example, this structure is adopted because the baffle plate 4 and the box-type cushioning support material 8 (including the metal plate 82) are made of steel having higher fatigue strength than aluminum (aluminum alloy). On the other hand, since the support member 5 is made of a lightweight aluminum alloy and cannot be connected by welding, the support member 5 is connected by a bolt 83 so as not to be cut even if it receives a shearing force at the time of collision. Further, the outer surfaces of the front and rear box-type cushioning support members 8 are welded to the mounting plate 85 (see FIG. 7C). This is merely an example, and the material, shape, dimensions, and the like are set by experiment or structural analysis by a finite element method.
次に、以上のようにして構成される本発明の実施例に係る排障装置についてその奏する作用について図面を参照して詳しく説明する。 Next, the effect | action which it has about the obstruction apparatus which concerns on the Example of this invention comprised as mentioned above is demonstrated in detail with reference to drawings.
図7(a)は排障板の下部で降雪を排除する状態を示す一側前方より見た斜視図、図7(b)は車体台枠1aに対する排障装置3(支持部材5)の拘束部条件を示す斜視図、図7(c)は箱形緩衝支持材8の外側面を取付板85に一体に溶接した状態を示す斜視図である。 FIG. 7A is a perspective view seen from one side front showing a state in which snowfall is eliminated at the lower part of the obstacle plate, and FIG. 7B is a restraint of the obstacle device 3 (support member 5) with respect to the vehicle body frame 1a. FIG. 7C is a perspective view showing a state in which the outer surface of the box-shaped cushioning support member 8 is integrally welded to the mounting plate 85.
積雪状態で、図7(a)に示す排障板4に作用する雪圧荷重は、下記の表1に示すとおりである。排障板4にはすくい面が付いているために、レール方向荷重に加え、上下方向荷重が生じる。上下方向荷重はレール方向荷重とすくい角の大きさから計算して12.2ton とした。 The snow pressure load acting on the baffle plate 4 shown in FIG. 7A in the snow-covered state is as shown in Table 1 below. Since the relief plate 4 has a rake face, a vertical load is generated in addition to the rail load. The vertical load was 12.2 tons calculated from the rail load and the rake angle.
排障板4は両側後方の支持部材5・5により左右一対ずつの箱形緩衝支持材8a・8bを介して支持され、各支持部材5はそれぞれ車体台枠1aに鉛直支持棒52および斜め支持棒53によって支持されており、軌道10上の積雪から雪圧が作用してもしっかりと受け止め、略V字形排障板4により軌道(レール)10の両側方へ雪を掻き払って除去する。 The evacuation plate 4 is supported by a pair of left and right box-shaped cushioning support members 8a and 8b by support members 5 and 5 on both rear sides, and each support member 5 is supported on the vehicle body frame 1a by a vertical support bar 52 and an oblique support. It is supported by the rod 53 and firmly receives snow pressure from the snow on the track 10, and the snow is scraped off to both sides of the track (rail) 10 by the substantially V-shaped drainage plate 4.
上記の雪圧荷重付加時の応力解析を行ったが、この結果を下記の表2に示す。表2は各部の発生応力と材料(材質)の許容応力との比較である。発生応力は許容応力以下である。 The stress analysis when the snow pressure load was applied was performed. The results are shown in Table 2 below. Table 2 compares the generated stress of each part and the allowable stress of the material (material). The generated stress is less than the allowable stress.
図8は本実施例の排障装置3の排障能力を確認するために実施した、排障板4に質量100kgの球状障害物に対し時速360km/hで正面衝突(ただし、微小なずれが生じることを考慮して左右中央の位置から左へ5mmオフセット)したときの有限要素解析による排障装置3の各拘束部反力の合計値の時間的変化を示す線図、図9は本実施例の排障装置3に球状障害物が正面衝突した場合の排障装置3の各拘束部の反力を示す線図、図10は、本実施例の排障装置3の排障能力を確認するために実施した、排障板4に質量100kgの球状障害物に対し時速360km/hで正面衝突したときの有限要素解析による排障装置3の排障板4の先端下部の上下変位(mm)の時間的変化を示す線図である。図11は正面衝突時の有限要素解析による変形後の排障板4の先端の塑性歪み分布図、図12は有限要素解析による鋼製部材(排障板4と箱型緩衝支持材8)の塑性歪み分布図、図13は同じくアルミ合金製部材(支持部材5)の塑性歪み分布図である。 FIG. 8 shows a frontal collision at a speed of 360 km / h against a spherical obstacle with a mass of 100 kg on the obstacle plate 4 carried out to confirm the ability of the obstacle device 3 of the present embodiment. FIG. 9 is a diagram showing a temporal change in the total value of each restraint portion reaction force of the obstacle device 3 by finite element analysis when offsetting 5 mm to the left from the center position on the left and right in consideration of the occurrence. FIG. 10 is a diagram showing the reaction force of each restraining part of the obstacle device 3 when a spherical obstacle collides with the obstacle device 3 of the example, and FIG. 10 confirms the ability of the obstacle device 3 of the present embodiment to fail. The vertical displacement (mm) of the lower end of the obstruction plate 4 of the obstruction device 3 by finite element analysis when the front obstruction with a mass of 100 kg hits the obstruction plate 4 at a speed of 360 km / h. FIG. FIG. 11 is a plastic strain distribution diagram of the tip of the baffle plate 4 after deformation by finite element analysis at the time of a frontal collision, and FIG. 12 is a diagram of a steel member (fouling plate 4 and box-type buffer support material 8) by finite element analysis. Similarly, FIG. 13 is a plastic strain distribution diagram of an aluminum alloy member (support member 5).
障害物(質量100kgの鋼球)に先頭車両1が正面衝突したときは、排障板4の先端突き合わせ部が変形するとともに下方へ変位する。具体的には、図11に示す塑性変形が排障板4の先端突き合わせ部に生じるとともに、図10に示すように排障板4の先端部4aの下方への垂れ下がりが生じる。垂れ下がり量は、73mmで、排障板4の下辺とレール10との間の距離よりも小さいので、衝突後も先頭車両1は走行を継続できる状態にある。そして排障板4を介して支持部材5・5とその間の一対の箱形緩衝支持材8a・8bに直線状側板41の長手方向後方への圧縮荷重(衝撃荷重)がそれぞれ伝達される。この結果、両側の一対の箱型緩衝支持材8a・8bには直線状側板41からその長手方向に沿って衝撃荷重が伝達され、排障板4は、同じ方向へ変位しようとする。 When the leading vehicle 1 collides head-on with an obstacle (a steel ball with a mass of 100 kg), the front end butting portion of the obstacle plate 4 is deformed and displaced downward. Specifically, the plastic deformation shown in FIG. 11 occurs at the front end abutting portion of the obstacle plate 4, and the tip portion 4a of the obstacle plate 4 hangs down as shown in FIG. The amount of sag is 73 mm, which is smaller than the distance between the lower side of the obstacle plate 4 and the rail 10, so that the leading vehicle 1 can continue to travel after the collision. The compressive load (impact load) in the longitudinal direction of the linear side plate 41 is transmitted to the support members 5 and 5 and the pair of box-shaped buffer support members 8a and 8b between the support members 5 and 5 through the obstacle plate 4, respectively. As a result, an impact load is transmitted along the longitudinal direction from the straight side plate 41 to the pair of box-type buffer support members 8a and 8b on both sides, and the evacuation plate 4 tends to be displaced in the same direction.
一方、箱型緩衝支持材8a・8bの内側はそれぞれ支持部材5の本体部分外表面51bに固設された梁材6により堅固に支持され、定位置に拘束されているので、ほとんど変位しない。この結果、図12に示すように、箱型緩衝支持材8は、断面視長方形から断面視菱形に変形するので水平面板のせん断変形および鉛直面板の曲げ変形が生じることがわかる。これにより、衝突時の衝突エネルギーの大部分が吸収される。もちろん、先端突き合わせ部の変形によっても、衝突時の衝突エネルギーの一部が吸収される。この結果、車体台枠1aに衝撃荷重が直接伝達されないので先頭車両1を含む車両への衝撃が大幅に緩和されることになる。なお、図13に示すように梁材6の先端部も変形する(塑性歪が生じている)ことで、箱型緩衝支持材が吸収しきれなかった衝突エネルギーを吸収し衝撃荷重が車体台枠1に直接伝達されることを防いでいる。 On the other hand, the inner sides of the box-type cushioning support members 8a and 8b are firmly supported by the beam member 6 fixed to the outer surface 51b of the main body portion of the support member 5, and are restrained at a fixed position, so that they are hardly displaced. As a result, as shown in FIG. 12, the box-type cushioning support member 8 is deformed from a rectangular shape in cross section to a diamond shape in cross section, and thus it is understood that shear deformation of the horizontal plane plate and bending deformation of the vertical face plate occur. Thereby, most of the collision energy at the time of collision is absorbed. Of course, part of the collision energy at the time of the collision is also absorbed by the deformation of the tip butting portion. As a result, since the impact load is not directly transmitted to the vehicle body frame 1a, the impact on the vehicle including the leading vehicle 1 is greatly reduced. As shown in FIG. 13, the tip of the beam member 6 is also deformed (plastic strain is generated), so that the impact energy that the box-type cushioning support member could not absorb is absorbed and the impact load is applied to the vehicle body frame. 1 is prevented from being transmitted directly.
図14は本実施例の排障装置3に質量100kgの球状障害物が正面中央から左側750mmの位置に、レール方向に速度360km/hでオフセット衝突した場合の有限要素解析による排障装置3の各拘束部反力の合計値の時間的変化を示す線図、図15は同様の条件で本実施例の排障装置3に球状障害物がオフセット衝突した場合の有限要素解析による排障装置3の各拘束部の反力を示す線図、図16は、同様の条件で本実施例の排障装置3の排障能力を確認するために実施した、排障板4に質量100kgの球状障害物に対し時速360km/hで先頭車両1がオフセット衝突したときの有限要素解析による排障装置3の排障板4の上下変位(mm)の時間的変化を示す線図である。図17はオフセット衝突時の有限要素解析による変形後の排障板4の先端の塑性歪み分布図、図18はオフセット衝突時の有限要素解析による鋼製部材(排障板4と箱型緩衝支持材8)の塑性歪み分布図、図19は同じくアルミ合金製部材(支持部材5)の塑性歪み分布図である。 FIG. 14 shows the obstacle device 3 according to the finite element analysis in a case where a spherical obstacle having a mass of 100 kg collides with the rail device in the offset direction in the rail direction at a speed of 360 km / h at the position 750 mm on the left side. FIG. 15 is a diagram showing a temporal change in the total value of each restraint portion reaction force. FIG. 15 shows the obstacle device 3 based on finite element analysis when a spherical obstacle collides with the obstacle device 3 of this embodiment under the same conditions. FIG. 16 is a diagram showing the reaction force of each restraining portion of FIG. 16, and FIG. 16 is a spherical obstacle having a mass of 100 kg on the obstacle plate 4, which was carried out in order to check the ability of the obstacle device 3 of the present embodiment under the same conditions. It is a diagram which shows the time change of the vertical displacement (mm) of the obstruction board 4 of the obstruction apparatus 3 by the finite element analysis when the leading vehicle 1 carries out an offset collision with the thing at a speed of 360 km / h. FIG. 17 is a plastic strain distribution diagram of the tip of the baffle plate 4 after deformation by finite element analysis at the time of offset collision, and FIG. 18 is a steel member (fault plate 4 and box-type buffer support by finite element analysis at the time of offset collision). FIG. 19 is a plastic strain distribution diagram of the aluminum alloy member (support member 5).
球状障害物に排障板4の先端から前方に向かって左側750mmの位置(左側排障ゴム43の位置)がレール方向に衝突した場合、図16に示すように排障板4の先端部の垂れ下がり寸法は最大53mmである。したがって、排障板4aの下辺とレール10との間の距離より小さいので、先頭車両1はそのまま走行可能である。 When the position of the left side 750 mm (the position of the left side exhaust rubber 43) collides with the spherical obstacle in the rail direction from the front end of the obstacle plate 4 to the front, as shown in FIG. The sagging dimension is a maximum of 53 mm. Accordingly, since the distance between the lower side of the obstacle plate 4a and the rail 10 is smaller, the leading vehicle 1 can travel as it is.
そして、左側方の直線状側板41には、その長手方向後方およびこれに衝撃荷重が作用する。この衝撃荷重により、図17に示すように直線状側板41は長手方向後方に変位し、同時に箱型緩衝支持材8・8側に撓んで後方部分が外側へやや湾曲する。しかし、各箱型緩衝支持材8・8の内側は、両側後方の支持部材5の本体部分51により走行方向、車幅方向および上下方向に拘束されているので、ほとんど変位しない。この結果、図18に示すように正面左側の箱型緩衝支持材8・8は、断面視長方形から断面視菱形に変形するので水平面板のせん断変形および鉛直面板の曲げ変形が生じる。これにより、衝突時の衝突エネルギーが吸収されることがわかる。 An impact load acts on the left side straight side plate 41 in the rear in the longitudinal direction and on this. Due to this impact load, as shown in FIG. 17, the linear side plate 41 is displaced rearward in the longitudinal direction, and at the same time, it is bent toward the box-type cushioning support members 8 and 8 so that the rear portion is slightly curved outward. However, the inner side of each box-type cushioning support member 8, 8 is restrained in the traveling direction, the vehicle width direction, and the vertical direction by the main body portion 51 of the support member 5 at the rear on both sides, and therefore hardly displaces. As a result, as shown in FIG. 18, the box-type cushioning support members 8, 8 on the left side of the front surface are deformed from a rectangular shape in cross section to a diamond shape in cross section, so that shear deformation of the horizontal plane plate and bending deformation of the vertical face plate occur. Thereby, it turns out that the collision energy at the time of a collision is absorbed.
なお、オフセット衝突の場合、箱型緩衝支持材8・8の変形は、左側の箱型緩衝支持材8・8に集中しており、右側の箱型緩衝支持材8・8はあまり変形していない。このことから、排障装置が吸収するエネルギーも小さい。これは、球状障害物の排障板4への入射角が浅い(解析モデルは35度)ので、排障板4に対して垂直成分が少なく、吸収エネルギーも少なくて済むためである。また、図19に示すように、梁材6の先端部に塑性歪が見られないのは、上記のように、左側の箱型緩衝支持材8・8の変形のみで全体の衝突エネルギーを吸収できているためである。 In the case of an offset collision, the deformation of the box-shaped cushioning support members 8, 8 is concentrated on the left-side box-shaped cushioning support members 8, 8, and the right-side box-shaped cushioning support members 8, 8 are deformed too much. Absent. For this reason, the energy absorbed by the drainage device is also small. This is because the incident angle of the spherical obstacle to the evacuation plate 4 is shallow (analysis model is 35 degrees), so that the vertical component with respect to the evacuation plate 4 is small and the absorbed energy is small. In addition, as shown in FIG. 19, no plastic strain is observed at the tip of the beam member 6 as described above, because the entire collision energy is absorbed only by the deformation of the left box-type shock absorbers 8 and 8. This is because it is made.
図22は衝突時の固定部の反力と排障板先端部の垂れ下がり量および排障装置の質量を、本願発明、先願(特願2005−155044)、従来構造(特許文献1)とで比較した結果を示すグラフであり、下記の表3では比例値で表している。 FIG. 22 shows the reaction force of the fixed portion at the time of collision, the amount of sag at the tip of the obstacle plate, and the mass of the obstacle device in the present invention, the prior application (Japanese Patent Application No. 2005-155044), and the conventional structure (Patent Document 1). It is a graph which shows the result of comparison, and in the following Table 3, it represents with a proportional value.
なお、従来構造については衝突速度200km/hでの解析結果であり、本願発明については360km/hでの解析結果である。本願発明の場合、障害物の衝突速度が大幅に速くなっているにも拘わらず、衝突時の荷重や排障板先端の下方変位が従来構造と同程度であり、かつ軽量化が達成されているので、性能が向上している。 The conventional structure is the analysis result at a collision speed of 200 km / h, and the present invention is the analysis result at 360 km / h. In the case of the present invention, despite the fact that the collision speed of the obstacle has been significantly increased, the load at the time of collision and the downward displacement of the tip of the obstacle plate are the same as the conventional structure, and weight reduction has been achieved. So the performance has improved.
まとめ:
a) 上記の表1に示す雪圧荷重による発生応力は、上記の表2に示すように材料の許容応力以下であり、十分な強度を有している。
Summary:
a) The stress generated by the snow pressure load shown in Table 1 is less than the allowable stress of the material as shown in Table 2 and has sufficient strength.
b) 100kg鋼球との衝突における反力および変位は、上記の表3に示すように先願の装置および特許文献1の装置とほぼ同等であり、障害物との衝突において良好な特性を有している。 b) The reaction force and displacement in the collision with the 100 kg steel ball are almost the same as those of the prior application and the apparatus of Patent Document 1 as shown in Table 3 above, and have good characteristics in the collision with the obstacle. is doing.
以上に本発明に係る排障装置の一実施例を示したが、例えば、箱型緩衝支持材8は箱形に限らず、中空構造にしてスリットを設けたり仕切を設けたりすることができる。また、材質については上記実施例に限定するものでなく、鋼製あるいはアルミ合金以外の金属およびエンジニアリングプラスチックなどを適用できる場合もある。 Although one embodiment of the obstruction apparatus according to the present invention has been described above, for example, the box-type cushioning support member 8 is not limited to a box shape, and can be provided with a slit or a partition with a hollow structure. In addition, the material is not limited to the above-described embodiment, and metals other than steel or aluminum alloys, engineering plastics, and the like may be applicable.
さらに、略V字形の排障板(スノープラウ)には、馬蹄形形状を含むものであり、特に除雪機能を促進する場合にはV字形など鋭角形状にするのが好ましい。 Further, the substantially V-shaped drainage plate (snow plow) includes a horseshoe shape, and in particular, when promoting the snow removal function, it is preferable to have an acute angle shape such as a V shape.
1 先頭車両
1a 車体台枠
2 下部カバー
3 排障装置
4 排障板(スノープラウ)
5 支持部材
7 面板
8 箱型緩衝支持材
21・22 エアーシリンダ
23・25・29 ブラケット
24 リンク
26・27 受け金具
28 ロックシリンダ
41 直線状側板
42 排障ゴム
43 L形支持板
44 支持板材
51 本体部分
52 鉛直支持棒
53 斜め支持棒
57 水平支持棒
52a天板
54・55・58 ボルト
81 スリット
82 平板状金属板
83 ボルト
85 取り付け板
DESCRIPTION OF SYMBOLS 1 Lead vehicle 1a Body frame 2 Lower cover 3 Ejection device 4 Ejection board (snow plow)
DESCRIPTION OF SYMBOLS 5 Support member 7 Face plate 8 Box type buffer support material 21/22 Air cylinder 23/25/29 Bracket 24 Link 26/27 Support metal fitting 28 Lock cylinder 41 Straight side plate 42 Ejection rubber 43 L-shaped support plate 44 Support plate material 51 Main body Portion 52 Vertical support bar 53 Diagonal support bar 57 Horizontal support bar 52a Top plate 54/55/58 Bolt 81 Slit 82 Flat metal plate 83 Bolt 85 Mounting plate
Claims (3)
走行方向前方に凸に湾曲した形状を有するとともに両側に直線状側板部を有する排障板を備え、
両側の前記直線状側板部の内側はそれぞれ、前後に間隔を空けて配置される一対の平面視長方形の箱型緩衝支持材で支持され、
鉛直面板と水平面板で構成される前記箱型緩衝支持材は、平面視二等辺三角形状に先端延長線上で相互に交差する先端部間を隙間をあけて非連結状態とした梁材で支持され、
前記梁材は車体台枠に結合された支持部材によって支持されることを特徴とする鉄道車両用の排障装置。 An obstruction device provided on the body frame at the front end of the front vehicle,
It has a relief plate having a shape curved convexly forward in the running direction and having linear side plate portions on both sides,
The insides of the linear side plate portions on both sides are respectively supported by a pair of rectangular box-shaped cushioning support members arranged in a plan view with a space in front and back,
The box-type cushioning support member composed of a vertical plane plate and a horizontal plane plate is supported by a beam member that is in an unconnected state with a gap between tip portions intersecting each other on the tip extension line in a planar isosceles triangle shape. ,
The railroad vehicle obstacle apparatus according to claim 1, wherein the beam member is supported by a support member coupled to a vehicle body frame.
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JP2019018672A (en) * | 2017-07-14 | 2019-02-07 | 川崎重工業株式会社 | Cowcatcher for gauge variable vehicle |
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