JP4969082B2 - High-speed rail vehicle exhaust device - Google Patents
High-speed rail vehicle exhaust deviceInfo
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- JP4969082B2 JP4969082B2 JP2005292553A JP2005292553A JP4969082B2 JP 4969082 B2 JP4969082 B2 JP 4969082B2 JP 2005292553 A JP2005292553 A JP 2005292553A JP 2005292553 A JP2005292553 A JP 2005292553A JP 4969082 B2 JP4969082 B2 JP 4969082B2
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- 206010017076 Fracture Diseases 0.000 description 3
- 230000000052 comparative effect Effects 0.000 description 3
- 239000000725 suspension Substances 0.000 description 3
- 238000005304 joining Methods 0.000 description 2
- 239000000463 material Substances 0.000 description 2
- 125000006850 spacer group Chemical group 0.000 description 2
- 239000002699 waste material Substances 0.000 description 2
- 206010010214 Compression fracture Diseases 0.000 description 1
- 229910000831 Steel Inorganic materials 0.000 description 1
- 230000000712 assembly Effects 0.000 description 1
- 238000000429 assembly Methods 0.000 description 1
- 230000006835 compression Effects 0.000 description 1
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- 230000002093 peripheral effect Effects 0.000 description 1
- 239000010959 steel Substances 0.000 description 1
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Description
本発明は、高速鉄道車両において、走行中にレール上の障害物を排除する高速鉄道車両の排障装置に関するものである。
TECHNICAL FIELD The present invention relates to a high-speed rail vehicle exhaust device that eliminates an obstacle on a rail during traveling in a high-speed rail vehicle.
従来より、鉄道車両の排障装置は、排障板、排障板吊り具、緩衝板、緩衝板支持部材などから構成されることは知られている(例えば特許文献1参照)。 2. Description of the Related Art Conventionally, it has been known that an obstacle device for a railway vehicle includes an obstacle plate, an obstacle plate hanger, a buffer plate, a buffer plate support member, and the like (see, for example, Patent Document 1).
このうち、排障板は、板材(平板)を馬蹄形状に曲げた構造であり、軌道上から障害物を排除する際に、車体下に障害物を巻き込むことを防ぐために、一般に、下辺部が上辺部より外方に突出するように「すくい角」が設けられている。そして、排障板は、下辺部が車体外表面に露出するように排障板の上辺部が排障板吊り具を介して車体に取り付けられることによって、車体に支持されている。 Of these, the obstacle plate is a structure in which a plate material (flat plate) is bent into a horseshoe shape, and in order to prevent the obstacle from getting caught under the vehicle body when the obstacle is removed from the track, A “rake angle” is provided so as to protrude outward from the upper side. Then, the obstacle plate is supported by the vehicle body by attaching the upper side portion of the obstacle plate to the vehicle body via the obstacle plate suspension so that the lower side portion is exposed on the outer surface of the vehicle body.
前記緩衝板は、馬蹄形状に湾曲した複数の板バネを隙間を空けて車両前後方向において重ね合わせ、それぞれの両端部においてスペーサを介して結合し、板バネ・アッセンブリとして構成されている。板バネは、内側(後側)に位置することになるものほど先端湾曲部分の曲率半径が小さくなっている。そして、最も内側の板バネを緩衝板支持部材で支持することによって、車体に取り付けられている。
しかしながら、上述した従来の排障装置は、次のような課題がある。 However, the conventional obstacle device described above has the following problems.
(i)従来の排障板が左右中央部分で障害物と衝突した場合には、湾曲形状の中央部分が、障害物との衝突荷重をそのまま受け止めることになるため、障害物から受ける荷重が大きく、反力が大きくなる。 (i) When a conventional evacuation plate collides with an obstacle at the left and right center part, the curved center part receives the collision load with the obstacle as it is, so the load received from the obstacle is large. , Reaction force increases.
(ii)排障板にはすくい角が設けられているので、重量がある障害物と衝突して排障板が大きく変形するような場合には、排障板に下向きの荷重が作用し、排障板の先端部が垂れ下がる傾向となる。そのため、排障板の垂れ下がり量が大きいと、排障板が建築限界を侵し、地上構造物と接触することになり、鉄道車両の走行に支障を来すおそれがある。 (ii) Since the rake angle is provided on the evacuation plate, a downward load acts on the evacuation plate when it collides with a heavy obstacle and the deformation plate greatly deforms. There is a tendency for the tip of the squeeze plate to hang down. Therefore, if the amount of sag of the obstacle plate is large, the obstacle plate will invade the building limit and come into contact with the ground structure, which may hinder the running of the railway vehicle.
そこで、発明者は、排障板を工夫することで、衝突時に、軌道上に存在する障害物との接触部分の接触圧を高くして障害物を左右に切断することができれば、正面衝突時に生じる反力を小さくすることできることに着想し、本発明をなすに至った。 Therefore, if the inventor can devise an evacuation plate to increase the contact pressure of the contact portion with the obstacle existing on the track at the time of collision and cut the obstacle left and right, It was conceived that the reaction force generated can be reduced, and the present invention has been made.
請求項1の発明は、車両前頭部に排障板が設けられ、この排障板にて軌道上に存在する障害物を跳ね飛ばす高速鉄道車両の排障装置において、前記排障板は、車両左右方向の中央部分が、平面視で左右の面板部の前端縁が接合される先端部分として形成されると共に、それらの接合状態で平面視で前方に向かって鋭角をなし、前記先端部分が、前記障害物から下向きの荷重を受けないように側面視で鉛直稜線をなす、前記障害物を切断する切り刃として機能することを特徴とする。ここで、排障板は、車両左右方向の中央部分に位置する鉛直稜線を有すればよく、下辺部が上辺部より外方に突出するように「すくい角」を有する形状であっても、そのような「すくい角」がない形状であってもよい。「すくい角」を有する形状であっても、排障板全体にわたって「すくい角」をなくす必要はない。例えば、「すくい角」を有する形状の排障板の先端に平板を取り付け、鉛直稜線を有する構成とすることも可能である。 The invention of claim 1 is characterized in that an obstacle plate is provided at the front of the vehicle, and the obstacle plate of the high-speed railway vehicle in which obstacles existing on the track are jumped off by the obstacle plate, A central portion in the vehicle left-right direction is formed as a tip portion to which the front end edges of the left and right face plate portions are joined in plan view, and forms an acute angle forward in plan view in the joined state. It functions as a cutting blade that cuts the obstacle and forms a vertical ridge line in a side view so as not to receive a downward load from the obstacle . Here, the obstacle plate only needs to have a vertical ridge line located in the center portion in the vehicle left-right direction, and even if it has a shape with a `` rake angle '' so that the lower side protrudes outward from the upper side, The shape without such “rake angle” may be used. Be a shape having a "rake", there is no need to eliminate the "rake" throughout discharge Sawaita. For example, it is possible to attach a flat plate to the tip of a relief plate having a “rake angle” and have a vertical ridgeline.
このようにすれば、排障板は、平面視で左右の外側面が前方に向かって鋭角をなすように形成され、車両左右方向の中央部分に形成される先端部分が、側面視で鉛直稜線となり、前記障害物を切断する切り刃として機能するので、衝突時に、軌道上に存在する障害物を排障板の鉛直稜線(切り刃)によって切断することが可能となる。鉛直稜線が切り刃として機能して、障害物を左右に切断することができるので、正面衝突時に生じる反力を小さくすることができる。
In this way, the baffle plate is formed such that the left and right outer surfaces form an acute angle toward the front in a plan view, and the tip portion formed in the central portion in the left-right direction of the vehicle has a vertical ridge line in the side view. next, the obstacle than that acts as a cutting edge for cutting the, at the time of a collision, it is possible to cut the obstacle existing on the track by a vertical ridge discharge Sawaita (cutting edge). Since the vertical ridgeline functions as a cutting blade and can cut the obstacle to the left and right, the reaction force generated during a frontal collision can be reduced.
また、障害物の強度が高い場合は、衝突時に排障板が変形することになるが、排障板先端が、切り刃として機能する鉛直稜線とされているので、障害物と衝突したときに、排障板先端が下方に垂れ下がるのが防止される。つまり、排障板の先端部分が、下辺部が上辺部に比べて前方に突出している場合(いわゆるすくい角がある場合)には、下辺部が上辺部よりも先に障害物に接触し、変形により排障板先端が下方に垂れ下がる事態が生ずるが、請求項1の発明ではこのような事態が回避される。
請求項2に記載のように、前記排障板は、前側部分の下辺部に、水平方向外方に突出し軌道上に存在する障害物を上にのせてレールの外方まで案内する中空楔形状のリップ部が設けられていることが望ましい。
Also, if the obstacle is strong, the obstacle plate will be deformed at the time of collision, but the tip of the obstacle plate is a vertical ridge line that functions as a cutting blade, so when it collides with an obstacle The tip of the baffle plate is prevented from hanging down. In other words, when the tip part of the baffle plate protrudes forward compared to the upper side part (when there is a so-called rake angle), the lower side part comes into contact with the obstacle before the upper side part, Although a situation occurs in which the tip of the baffle hangs down due to the deformation, the invention of claim 1 avoids such a situation.
According to a second aspect of the present invention, the baffle plate has a hollow wedge shape that guides to the outside of the rail by placing an obstacle on the track on the lower side of the front portion and projecting outward in the horizontal direction. It is desirable that a lip portion is provided.
本発明は、以上のように、排障板は、車両左右方向の中央部分が、平面視で左右の面板部の前端縁が接合される先端部分として形成されると共に、それらの接合状態で平面視で前方に向かって鋭角をなし、前記先端部分が、側面視で鉛直稜線となり、前記障害物を切断する切り刃として機能するので、衝突時に、障害物を左右に切断し、正面衝突時に生じる反力を小さくすることができる。
As described above, according to the present invention, the center plate in the left-right direction of the vehicle is formed as a tip portion where the front end edges of the left and right face plate portions are joined in a plan view, and is flat in the joined state. When viewed from the front, an acute angle is formed, and the tip portion becomes a vertical ridge line in a side view and functions as a cutting blade for cutting the obstacle. The reaction force can be reduced.
以下、この発明の実施の形態を図面に沿って説明する。 Embodiments of the present invention will be described below with reference to the drawings.
図1は本発明に係る高速鉄道車両の排障装置を示す中央断面図、図2は同平面図、図3は同正面図、図4〜図6はそれぞれ排障板の側面図、平面図及び正面図である。 FIG. 1 is a central sectional view showing an obstacle device for a high-speed railway vehicle according to the present invention, FIG. 2 is a plan view thereof, FIG. 3 is a front view thereof, and FIGS. 4 to 6 are side views and plan views of the obstacle plate, respectively. FIG.
図1〜図3に示すように、車両の前頭部には、走行中にレールUL,UR上に存在する障害物を排除する排障板1が設けられている。この排障板1は、平面視で前方に向かって鋭角な山形形状となるように構成されている。つまり、排障板1は、それの左右の側面が鋭角をなすように形成されている。そして、排障板1は、空力騒音低減を考慮して成形されたフェアリング4にて覆われている。
As shown in FIGS. 1 to 3, an obstacle plate 1 that eliminates obstacles on the rails UL and UR during traveling is provided on the frontal portion of the vehicle. The evacuation plate 1 is configured to have an acute angle shape in a plan view. That is, the baffle plate 1 is formed such that the left and right side surfaces thereof form an acute angle. The evacuation plate 1 is covered with a fairing 4 formed in consideration of aerodynamic noise reduction.
排障板1は、図4〜図6に示すように、鉛直方向に延び外方に突出するように板材を組み合わせた2つの面板部、すなわち左側に位置する左側面板部1ALと右側に位置する右側面板部1ARの前端縁が溶接により接合されて先端部分が形成され、それらの接合状態で平面視で前方に向かって鋭角な山形形状を形成している。このように接合された面板部1AL,1ARの前端縁が、車両左右方向の中央部分に位置する鉛直稜線1aを形成している。この鉛直稜線1a(即ち前記先端部分)が、軌道上に存在する障害物を切断する切り刃として機能する。
As shown in FIGS. 4 to 6, the evacuation plate 1 is positioned on the right side with two face plate portions that combine the plate materials so as to extend in the vertical direction and protrude outward, that is, the left side plate portion 1AL located on the left side. The front end edge of the right side plate portion 1AR is joined by welding to form a tip portion , and in the joined state, an acute angle shape is formed toward the front in a plan view. The front end edges of the face plate portions 1AL and 1AR joined in this way form a vertical ridge line 1a located at the center portion in the vehicle left-right direction. The vertical ridge line 1a (that is, the tip portion) functions as a cutting blade for cutting an obstacle present on the track.
排障板1の前側部分によって障害物を先端で切除する排障部1Aが構成され、この排障部1Aは、排障板1が車体台枠13に取り付けられた状態では、外側面が鉛直方向に延びている。これにより、排障板1の先端部(排障部1Aにおける車両左右方向の中央部分)に、左右の面板部1AL,1AR(外側面)の前端縁の交線としての鉛直稜線1aが形成される。 The front part of the obstacle plate 1 constitutes an obstacle part 1A that cuts out an obstacle at the tip. The obstacle part 1A has a vertical outer surface when the obstacle plate 1 is attached to the vehicle body frame 13. Extending in the direction. As a result, a vertical ridge line 1a as an intersection line of the front edge of the left and right face plate portions 1AL, 1AR (outer side surface) is formed at the front end portion of the obstacle plate 1 (the central portion of the obstacle portion 1A in the vehicle left-right direction). The
左右の面板部1AL,1ARは、それぞれ、車両左右方向の中央部分から、左右のレールUL,URの外方まで左右対称に後方に向かって延び、後側部分の上側には、車体台枠13への取付けのための左右取付部1BL,1BRが設けられている。これにより、排障板1は、後側部分(左右取付部1BL,1BR)において車体(車体台枠13)に支持される。 The left and right face plate portions 1AL and 1AR respectively extend rearward symmetrically from the center portion in the left-right direction of the vehicle to the outside of the left and right rails UL and UR. Left and right attachment portions 1BL and 1BR for attachment to the vehicle are provided. As a result, the obstacle plate 1 is supported by the vehicle body (vehicle body frame 13) at the rear portion (left and right attachment portions 1BL, 1BR).
左右の面板部1AL,1ARは、それらの接合部分(鉛直稜線1a)から間隔が広がるように徐々に外側方に延びると共に、左右方向に延びる連結板1Acにて相互に連結され、この連結板1Acの後方に、後述する緩衝板3を構成する複数の板バネ3A〜3Cが位置するようになっている。 The left and right face plate portions 1AL and 1AR are gradually connected to each other by a connecting plate 1Ac extending in the left-right direction while gradually extending outward from the joint portion (vertical ridge line 1a), and this connecting plate 1Ac. A plurality of leaf springs 3 </ b> A to 3 </ b> C constituting a shock-absorbing plate 3 to be described later are positioned on the rear side.
排障板1の左右取付部1BL,1BRが、複数の排障板吊り金具11L,11Rを介して、上部支持部材12L,12Rに固定されている。この上部支持部材12L,12Rが、車体台枠13に取り付けられている。これにより、排障板1全体が、排障板吊り金具11L,11Rおよび上部支持部材12L,12Rを有する排障板支持装置14L,14Rを介して、車体台枠13に吊り下げ状態で取り付けられる。 The left and right mounting portions 1BL and 1BR of the obstacle plate 1 are fixed to the upper support members 12L and 12R via a plurality of obstacle plate hanging brackets 11L and 11R. The upper support members 12L and 12R are attached to the vehicle body frame 13. As a result, the entire obstacle plate 1 is attached to the vehicle body frame 13 in a suspended state via the obstacle plate support devices 14L and 14R having the obstacle plate suspension brackets 11L and 11R and the upper support members 12L and 12R. .
排障部1Aの前側部分の下辺部には、図3に示すように、排障部1Aに対し水平方向外方に突出するように中空楔形状のリップ部2L,2Rが溶接により設けられている。このリップ部2L,2Rは、軌道上に障害物が存在する場合に、その障害物を上にのせて、レールUL,URの外方まで案内する機能を有する。 As shown in FIG. 3, hollow wedge-shaped lip portions 2L and 2R are provided by welding on the lower side of the front portion of the obstacle 1A so as to protrude outward in the horizontal direction with respect to the obstacle 1A. Yes. The lip portions 2L and 2R have a function of guiding an obstacle to the outside of the rails UL and UR when there is an obstacle on the track.
このリップ部2L,2Rは、排障板1に取り付けられた状態で、右側のリップ部2Rについて示す図7及び図8に示すように、前側部分が断面三角形状の閉断面構造を、後側部分が断面四角形状の閉断面構造をそれぞれ形成する。よって、リップ部2Rは、前後において中空断面形状が異なっている。また、リップ部2L,2Rの高さ(上下方向の長さ)は、後側になるほど高くなっている。なお、リップ部2L,2Rの後端部は閉塞されている。 The lip portions 2L, 2R are attached to the obstruction plate 1, and as shown in FIG. 7 and FIG. 8 showing the right lip portion 2R, the front side portion has a closed cross-sectional structure having a triangular cross section. Each part forms a closed cross-sectional structure having a square cross section. Therefore, the lip portion 2R has a different hollow cross-sectional shape in the front and rear. Moreover, the height (length in the vertical direction) of the lip portions 2L and 2R is higher toward the rear side. The rear end portions of the lip portions 2L and 2R are closed.
リップ部2Rは、ほぼ水平方向に延びる下側部材2RAと、その下側部材2RAの上側に位置し外縁が下側部材2RAに溶接により接合される上側部材2RBとで構成され、それらの内側縁部が排障板1の外側面1bに溶接により接合されている。また、下側部材2RAと上側部材2RBとの接合部分(溶接部分)を保護するために、下側部材2RAの外周縁には突条部2RAaが形成され、その突条部2RAaの内側に上側部材2RBの外側縁2RBaが接合されるようになっている。つまり、上側部材2RBと下側部材2RAとの溶接部分が、障害物に直接にぶつかり、それにより破断するのを回避するようになっている。なお、リップ部2L,2Rは、排障板1のほぼ1/4程度の板厚とされている。 The lip portion 2R is composed of a lower member 2RA extending in a substantially horizontal direction and an upper member 2RB located on the upper side of the lower member 2RA and having an outer edge joined to the lower member 2RA by welding. The portion is joined to the outer surface 1b of the obstacle plate 1 by welding. Further, in order to protect the joint portion (welded portion) between the lower member 2RA and the upper member 2RB, a ridge portion 2RAa is formed on the outer peripheral edge of the lower member 2RA, and an upper side is formed inside the ridge portion 2RAa. The outer edge 2RBa of the member 2RB is joined. In other words, the welded portion between the upper member 2RB and the lower member 2RA directly hits the obstacle, thereby avoiding breakage. The lip portions 2L and 2R are approximately ¼ of the thickness of the obstacle plate 1.
排障板1の後側に、鋼製の板バネ3A,3B,3C,3D(3DL,3DR)を重ねた板バネアッセンブリとしての緩衝板3が配設されている。つまり、緩衝板3は、複数の板バネ3A〜3Dを隙間を空けて車両前後方向において重ね合わせ、それぞれの両端部においてスペーサ5を介して結合し、一組の板バネ・アッセンブリとして構成されている。ただし、前側の3枚の板バネ3A〜3Cは馬蹄形状に湾曲した形状であるが、最も後側に位置する板バネ3Dは中央部分が切除され、2つの部分3DL,3DRとされている。 A buffer plate 3 as a plate spring assembly in which steel plate springs 3A, 3B, 3C, 3D (3DL, 3DR) are stacked is disposed on the rear side of the obstacle plate 1. That is, the buffer plate 3 is configured as a set of leaf springs / assemblies by overlapping a plurality of leaf springs 3 </ b> A to 3 </ b> D in the vehicle front-rear direction with gaps therebetween, and coupled at both ends via the spacers 5. Yes. However, although the three leaf springs 3A to 3C on the front side are curved in a horseshoe shape, the leaf spring 3D located on the rearmost side is cut off at the center portion to form two portions 3DL and 3DR.
緩衝板3の板バネ3A〜3Cは走行方向前方に凸ではあるが、後方に位置する板バネほど曲率半径が大きくなるように構成され、走行方向の最も前側の板バネ3Aの前側に、排障板1の連結板1Acが一定の間隙を存して配置されている。この緩衝板3は、排障板1の変形で吸収しきれなかった衝突エネルギーを吸収するものである。 Although the leaf springs 3A to 3C of the buffer plate 3 are convex forward in the traveling direction, the leaf spring located at the rear is configured to have a larger radius of curvature. The connecting plate 1Ac of the obstacle plate 1 is arranged with a certain gap. The buffer plate 3 absorbs collision energy that could not be absorbed by the deformation of the obstacle plate 1.
最も前側に位置する板バネ3Aの前側部分は、図1に示すように、ほぼ上半分(上側部分の一部)が、それの上側に位置する面板部1AL,1ARに対応して切除され、その切除部分3Aa(図1参照)の上側に、鉛直稜線1aを有する先端部分に連続する面板部1AR(又は1AL)の上部が位置するようになっている。これにより、板バネ3Aと面板部1AL,1ARとが無理なく配置される。 As shown in FIG. 1, the front half of the leaf spring 3A located on the most front side is cut off substantially in the upper half (part of the upper portion) corresponding to the face plate portions 1AL and 1AR located on the upper side thereof, The upper part of the face plate portion 1AR (or 1AL) continuing to the tip portion having the vertical ridge line 1a is positioned above the cut portion 3Aa (see FIG. 1). Accordingly, the leaf spring 3A and the face plate portions 1AL and 1AR are arranged without difficulty.
また、緩衝板3(最も後側に位置する板バネ3Dの2つの部分3DL,3DR)の後端部は、車体左右方向に延びる閉断面構造の下部支持部材21に連結されている。この下部支持部材21の両端部は、それぞれ鉛直方向に配置される左右支持部材22L,22Rの下端部に連結され、左右支持部材22L,22Rの上端部は、車体台枠13(車体)に締結固定されている。また、下部支持部材21の後側は、後方にかつ斜め上方に向かって延びる左右の傾斜支持部材23L,23Rを介して車体台枠13に連結されている。このようにして、緩衝板3の後端部を支持する支持装置24が、支持部材21,22L,22R,23L,23Rによって構成されている。 Further, the rear end portion of the buffer plate 3 (the two portions 3DL and 3DR of the leaf spring 3D located at the rearmost side) is coupled to a lower support member 21 having a closed cross-sectional structure extending in the left-right direction of the vehicle body. Both end portions of the lower support member 21 are connected to lower end portions of left and right support members 22L and 22R arranged in the vertical direction, and upper end portions of the left and right support members 22L and 22R are fastened to the vehicle body frame 13 (vehicle body). It is fixed. Further, the rear side of the lower support member 21 is connected to the vehicle body frame 13 via left and right inclined support members 23L and 23R extending rearward and obliquely upward. In this manner, the support device 24 that supports the rear end portion of the buffer plate 3 is configured by the support members 21, 22L, 22R, 23L, and 23R.
この支持装置24の側方位置で、前述したように、排障板1の左右取付部1BL,1BRは、排障板支持装置14L,14R(排障板吊り金具11L,11Rおよび上部支持部材12L,12R)を介して、車体台枠13に支持されている。 As described above, the left and right mounting portions 1BL, 1BR of the obstacle plate 1 are disposed at the side position of the support device 24 as the obstacle plate support devices 14L, 14R (the obstacle plate suspension brackets 11L, 11R and the upper support member 12L). , 12R) through the vehicle body frame 13.
このように構成すれば、排障板1の排障部1Aは、平面視で左右の外側面が前方に向かって鋭角をなすように構成され、車両左右方向の中央部分に鉛直稜線1a(接合された左右の面板部1AL,1ARの前端縁)を有するので、障害物との衝突時に、排障板1の鉛直稜線1aが切り刃として機能し、障害物を左右に切断することができる。よって、正面衝突時に生じる反力を小さくすることができる。 If comprised in this way, the obstruction part 1A of the obstruction board 1 will be comprised so that an outer side on either side may make an acute angle toward the front by planar view, and the vertical ridgeline 1a (joining | joining) may be in the center part of the vehicle left-right direction. Since the front edge of the left and right face plate portions 1AL and 1AR), the vertical ridge line 1a of the obstruction plate 1 functions as a cutting blade at the time of collision with the obstacle, and the obstacle can be cut left and right. Therefore, the reaction force generated at the time of a frontal collision can be reduced.
また、排障板1の排障部1Aを、鉛直方向に延びる左右の面板部1AL,1ARの前端縁を溶接することにより構成しているため、排障板1がいわゆるすくい角がない単純な形状になり、排障板1の製作が簡単になる。 Moreover, since the obstacle part 1A of the obstacle plate 1 is configured by welding the front end edges of the left and right face plate parts 1AL, 1AR extending in the vertical direction, the obstacle plate 1 is simple without a so-called rake angle. It becomes a shape, and manufacture of the obstacle board 1 becomes easy.
なお、障害物の強度が高く左右に切断できない場合に、排障板1が圧壊して衝突エネルギーを吸収するだけでなく、排障板1の後方に位置する緩衝板3の変形によっても衝突エネルギーを吸収する。 In addition, when the obstacle is strong and cannot be cut right and left, not only the collapsing plate 1 is crushed and absorbs the collision energy, but also the collision energy is caused by the deformation of the buffer plate 3 located behind the collapsing plate 1. To absorb.
また、排障板1の前頭部の下辺部にリップ部2L,2Rを設け、このリップ部2L,2Rが、障害物をレールUL,UR上から排除する際に障害物を案内する役割を発揮するため、障害物をスムーズに側方に、軌道外まで跳ね飛ばすことが可能となる。その結果、障害物の巻き込みや、障害物とレールUL,URとの衝突による軌道(レール)の破壊を防ぎ、車両の脱線を防止することができる。 Further, lip portions 2L and 2R are provided at the lower side of the frontal portion of the obstacle plate 1, and the lip portions 2L and 2R serve to guide the obstacle when the obstacle is removed from the rails UL and UR. In order to achieve this, it is possible to smoothly jump the obstacle to the side and out of the orbit. As a result, it is possible to prevent obstacles from getting caught and damage to the track (rail) due to the collision between the obstacles and the rails UL and UR, thereby preventing derailment of the vehicle.
続いて、前述した装置の衝突性能についての解析結果について説明する。なお、排障板の先端部の形状を、鋭角形状とした本発明装置(以下本発明例という)と、湾曲形状とした従来装置(以下従来例という)とをモデル化したものを図9(a)(b)にそれぞれ示す。 Subsequently, an analysis result on the collision performance of the above-described apparatus will be described. FIG. 9 shows a model of the device of the present invention (hereinafter referred to as the present invention example) in which the shape of the tip of the baffle plate is an acute angle shape and the conventional device (hereinafter referred to as the conventional example) having a curved shape. a) and (b) respectively.
このような図9(a)(b)に示す装置を備える鉄道車両(先頭車両)が、軌道上の重量1tonのコンクリートブロックに、時速300kmでもって衝突した場合について、反力値(拘束反力値)の変化を時間の経過と共に図10に示す。尚、この反力値は、排障板の取付座や緩衝板の取付部位などの固定部位での反力値(計算値)である。 The reaction force value (restraint reaction force) when a railway vehicle (leading vehicle) equipped with such a device shown in FIGS. 9A and 9B collides with a concrete block having a weight of 1 ton on the track at a speed of 300 km / h. The change in the value) is shown in FIG. 10 over time. The reaction force value is a reaction force value (calculated value) at a fixed portion such as a mounting seat of the baffle plate or a mounting portion of the buffer plate.
図10より、排障板の前頭部が鋭角形状である本発明例の方が、排障板の前頭部が湾曲形状である従来例よりも最大反力値は大幅に低減しており、ほぼ1/2程度となっていることがわかる。本発明例での反力値の最初のピーク値は、排障板にコンクリートブロックが衝突したときで、二番目のピーク値は、排障板が後退して緩衝板によって荷重が受け止められるようになったときであると考えられる。
As shown in FIG. 10, the maximum reaction force value of the present invention example in which the frontal portion of the baffle plate has an acute angle shape is significantly lower than that of the conventional example in which the frontal portion of the baffle plate has a curved shape. It can be seen that it is about ½. In the example of the present invention, the first peak value of the reaction force value is when the concrete block collides with the baffle plate, and the second peak value is such that the baffle plate moves backward and the load is received by the buffer plate. This is considered to be the time.
また、そのときの変形の状態(シミュレーション解析の結果)を図11及び図12に示す。図11及び図12において、それぞれ(a)は図9(a)の装置を、(b)は図9(b)の装置を備える鉄道車両を用いている。各図は、それぞれ、衝突時からの経過時間Tがそれぞれ0sec,0.004999sec,0.0099996sec,0.014999sec,0.019999secであるときの状態を示すものである。
Moreover, the deformation state (result of simulation analysis ) at that time is shown in FIGS. 11 and 12, (a) uses the apparatus shown in FIG. 9 (a), and (b) uses a railway vehicle equipped with the apparatus shown in FIG. 9 (b). Each figure shows the state when the elapsed time T from the time of collision is 0 sec, 0.0049999 sec, 0.0099996 sec, 0.014999 sec, 0.019999 sec, respectively.
本発明例の場合には、図11(b)及び図12(b)に示すように、衝突時には、排障板の鉛直稜線が切り刃的な機能を発揮するので、コンクリートブロックが左右に切断され、切断されたブロック片が左右に排障されることがわかる。一方、従来例の場合には、図11(a)及び図12(a)に示すように、コンクリートブロックは排障板によって切断されることなく、排障板がコンクリートブロックからの荷重を直に受け止めて、コンクリートブロックによって排障板が破壊される状態が継続される。 In the case of the present invention example, as shown in FIGS. 11 (b) and 12 (b), the vertical ridge line of the baffle plate performs a cutting edge function at the time of collision, so that the concrete block is cut left and right. Thus, it can be seen that the cut block piece is left and right. On the other hand, in the case of the conventional example, as shown in FIGS. 11 (a) and 12 (a), the concrete block is not cut by the waste plate, and the waste plate directly applies the load from the concrete block. The state where the obstacle plate is destroyed by the concrete block is received.
さらに、強度の高い障害物を想定した場合に、図13(a)(b)に示す装置(比較例)を備える鉄道車両について、時速300km/hで縦壁(剛壁)に正面衝突させた時の圧縮破壊変形の様子を、図14(a)(b)に示す。なお、図14(a)(b)において、それぞれ、衝突前、先頭部圧縮破壊量167mm、先頭部圧縮破壊量333mm、先頭部圧縮破壊量500mmの場合を示す。 Furthermore, assuming a high-strength obstacle, a rail vehicle equipped with the device (comparative example) shown in FIGS. 13 (a) and 13 (b) was collided with a vertical wall (rigid wall) at a speed of 300km / h. FIGS. 14 (a) and 14 (b) show the state of compression fracture deformation at that time. 14 (a) and 14 (b), the cases of the leading portion compressive fracture amount 167 mm, the leading portion compressive fracture amount 333 mm, and the leading portion compressive fracture amount 500 mm are shown, respectively, before the collision.
排障板にすくい角が設けられ先端部の稜線が傾いている場合には、車両前頭部の圧縮変形が進行すると、排障板の先頭部が大きく垂れ下がるように変形するが、排障板先端が鉛直稜線で構成される本発明例の場合は、垂れ下がり量が少なくなることが確認される。 When the rake angle is provided in the relief plate and the ridgeline of the tip is inclined, if the compression deformation of the frontal part of the vehicle proceeds, the leading portion of the relief plate is deformed so that it droops greatly. In the case of the example of the present invention in which the tip is constituted by a vertical ridge line, it is confirmed that the amount of sag is reduced.
1 排障板
1a 鉛直稜線
1A 排障部
1AL,1AR 面板部
UL,UR レール
1 Exhaust plate 1a Vertical ridge line 1A Exclusion portion 1AL, 1AR Face plate portion UL, UR rail
Claims (2)
前記排障板は、車両左右方向の中央部分が、平面視で左右の面板部の前端縁が接合される先端部分として形成されると共に、それらの接合状態で平面視で前方に向かって鋭角をなし、前記先端部分が、前記障害物から下向きの荷重を受けないように側面視で鉛直稜線をなす、前記障害物を切断する切り刃として機能することを特徴とする高速鉄道車両の排障装置。 In the obstacle device of a high-speed railway vehicle in which an obstacle plate is provided at the front of the vehicle, and the obstacle plate jumps off an obstacle present on the track,
The obstacle plate has a central portion in the vehicle left-right direction formed as a tip portion to which the front end edges of the left and right face plate portions are joined in plan view, and has an acute angle toward the front in plan view in the joined state. None, the tip portion functions as a cutting blade for cutting the obstacle, which forms a vertical ridge line in a side view so as not to receive a downward load from the obstacle, .
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CN109664911A (en) * | 2019-01-14 | 2019-04-23 | 中车青岛四方机车车辆股份有限公司 | A kind of EMU obstacle deflector |
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JP4906304B2 (en) * | 2004-11-22 | 2012-03-28 | 東海旅客鉄道株式会社 | High-speed rail vehicle shock absorber |
JP4794263B2 (en) * | 2004-11-22 | 2011-10-19 | 東海旅客鉄道株式会社 | High-speed rail vehicle exhaust device |
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