JP7383503B2 - Railroad vehicle obstruction device - Google Patents

Railroad vehicle obstruction device Download PDF

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JP7383503B2
JP7383503B2 JP2020006354A JP2020006354A JP7383503B2 JP 7383503 B2 JP7383503 B2 JP 7383503B2 JP 2020006354 A JP2020006354 A JP 2020006354A JP 2020006354 A JP2020006354 A JP 2020006354A JP 7383503 B2 JP7383503 B2 JP 7383503B2
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railway vehicle
obstacle
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gravity
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哲郎 佐藤
直茂 松尾
成充 喜多
大貴 加藤
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Nippon Sharyo Ltd
Central Japan Railway Co
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Central Japan Railway Co
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Description

本発明は、鉄道車両の排障器に関し、詳しくは、例えば踏切等において普通乗用車等のように質量の大きな障害物と衝突した場合において、その衝突反力によって生じる車体を回転させるモーメント力を低減させて、鉄道車両の脱線する可能性を軽減できる鉄道車両の排障器に関する。 The present invention relates to an obstacle remover for a railway vehicle, and more specifically, it reduces the moment force that causes the vehicle body to rotate due to the collision reaction force when it collides with a large-mass obstacle such as a regular passenger car at a railroad crossing or the like. The present invention relates to a railcar ejector for a railcar that can reduce the possibility of railcar derailment.

一般に、鉄道車両の先頭部には、線路上の障害物を車体下部に巻き込まないように、障害物を枕木方向へ排除する排障器が装着されている。例えば、特許文献1には、図19に示すように、左側通行が行われる鉄道車両の排障器100において、鉄道車両101の先頭車両のヘッド部101Aに鉄道車両の進行方向左側から右側にかけて進行方向に突出するように形成された傾斜面102Aが設けられた、障害物Sを進行方向左側へ排除する排除方向誘導部材102を具備する鉄道車両の排障器100が開示されている。 BACKGROUND ART Generally, an obstacle remover is installed at the front end of a railway vehicle to remove obstacles on the railroad tracks toward the railroad ties so that they do not get caught in the lower part of the vehicle body. For example, in Patent Document 1, as shown in FIG. 19, in an obstruction device 100 for a railway vehicle that drives on the left side, a head portion 101A of a leading vehicle of a railway vehicle 101 is installed in a vehicle traveling from the left side to the right side in the traveling direction of the railway vehicle. Disclosed is an obstacle remover 100 for a railway vehicle, which includes a removal direction guide member 102 provided with an inclined surface 102A formed to protrude in a direction and removes an obstacle S to the left in the traveling direction.

特開2011-105227号公報Japanese Patent Application Publication No. 2011-105227

しかしながら、上記鉄道車両の排障器100では、踏切等において乗用車が衝突して衝突反力の進行方向及び枕木方向の成分が大きい場合、脱線する可能性が高いという問題があった。 However, the above-mentioned railway vehicle deflector 100 has a problem in that if a passenger car collides at a railroad crossing or the like and the components of the collision reaction force in the traveling direction and the sleeper direction are large, there is a high possibility of derailment.

すなわち、上記鉄道車両の排障器100では、図20に示すように、排障器(排障板)が、普通乗用車等のように質量の大きな障害物Sと衝突した時、その衝突反力F1は、排障器(排障板)の法線方向に作用し、枕木方向の成分を有する。この衝突反力の枕木方向の成分によって、当該鉄道車両101には、その車体重心J1を通り地面に垂直な軸の周りに回転させるモーメント力が生じることになる。この場合、鉄道車両101の前端側が障害物Sと反対方向へずれ動き、鉄道車両101の後端側が障害物Sの方向へずれ動くことになり、車輪がレールから脱線する可能性があった。 That is, as shown in FIG. 20, in the above-mentioned railway vehicle evacuation device 100, when the evacuation device (obstruction plate) collides with a large-mass obstacle S such as an ordinary passenger car, the collision reaction force is F1 acts in the normal direction of the evacuation device (obstruction plate) and has a component in the direction of the railroad ties. The component of this collision reaction force in the sleeper direction generates a moment force that causes the railway vehicle 101 to rotate around an axis that passes through the vehicle's center of gravity J1 and is perpendicular to the ground. In this case, the front end of the railway vehicle 101 would shift in the direction opposite to the obstacle S, and the rear end of the railway vehicle 101 would shift in the direction of the obstacle S, potentially causing the wheels to derail from the rails.

一方、鉄道車両の排障器300が、図21に示すように、枕木方向と平行な平面形状をしている場合には、排障器が上記同様の障害物Sと衝突した時、その衝突反力F2は、レール方向の反力しか生じない。しかし、障害物Sの枕木方向の重心J2が、鉄道車両301の枕木方向の車体重心J1からずれている場合、鉄道車両301は、障害物との衝突により、車体の左右方向の重心からずれた位置にレール方向の衝突反力F2を受けることになる。このレール方向の衝突反力F2によって、当該鉄道車両301には、その車体重心J1を通り地面に垂直な軸の周りに回転させるモーメント力が生じることになる。この場合、鉄道車両301の前端側が障害物Sの方向へずれ動き、鉄道車両301の後端側が障害物Sと反対方向へずれ動くことになり、車輪がレールから脱線する可能性があった。 On the other hand, when the obstacle remover 300 of the railway vehicle has a planar shape parallel to the sleeper direction as shown in FIG. The reaction force F2 only generates a reaction force in the rail direction. However, if the center of gravity J2 of the obstacle S in the direction of the sleepers deviates from the center of gravity J1 of the railway vehicle 301 in the direction of the sleepers, the railway vehicle 301 will be displaced from the center of gravity of the car body in the left-right direction due to the collision with the obstacle. This position receives a collision reaction force F2 in the rail direction. This collision reaction force F2 in the rail direction generates a moment force in the railway vehicle 301 that causes it to rotate around an axis that passes through the vehicle's center of gravity J1 and is perpendicular to the ground. In this case, the front end of the railway vehicle 301 would shift in the direction of the obstacle S, and the rear end of the railway vehicle 301 would shift in the opposite direction to the obstacle S, potentially causing the wheels to derail from the rails.

また、鉄道車両の排障器400は、図22に示すように、障害物Sに排障器自体が乗り上げてしまうのを回避するため、排障器400の上端部(車体への取付部)が進行方向後側に位置し、下端部に下がるほど進行方向前側に位置するように、列車側面から見て進行方向前向きの勾配を持つものが、広く用いられている。しかし、この場合には、排障器400が上記同様の障害物Sと衝突した時、その衝突反力F3は、排障器400に対して車体重心J1の斜め下方に作用し、車体の前端側が下がり、車体の後端側が上がるモーメント力が生じることになる。その結果、稀ではあるが、鉄道車両401の後端側において、車輪がレールから脱線する可能性があった。なお、車体の前端側が下がり、車体の後端側が上がる場合、次に述べる車体の前端側が上がり、車体の後端側が下がる場合(図23を参照)に比較して、脱線する可能性は低い。 In addition, as shown in FIG. 22, the barrier remover 400 of the railway vehicle is attached to the upper end (mounting part to the vehicle body) of the barrier remover 400 in order to avoid the obstacle S from running over the obstacle S. Widely used are those that have a slope facing forward in the direction of travel when viewed from the side of the train, such that the lower end is located at the rear in the direction of travel, and the lower the lower end is, the further forward in the direction of travel it is. However, in this case, when the obstacle deflector 400 collides with an obstacle S similar to the above, the collision reaction force F3 acts on the obstacle deflector 400 diagonally downward from the vehicle center of gravity J1, and the front end of the vehicle body This creates a moment force that causes the side of the vehicle to move downward and the rear end of the vehicle to rise. As a result, although rare, there was a possibility that the wheels would derail from the rails on the rear end side of the railway vehicle 401. Note that when the front end of the car body goes down and the rear end of the car body goes up, the possibility of derailment is lower than when the front end of the car body goes up and the rear end of the car body goes down (see FIG. 23), which will be described below.

また、鉄道車両の排障器500は、図23に示すように、排障器500の上端部(車体への取付部)が進行方向前側に位置し、下端部に下がるほど進行方向後側に位置するように、列車側面から見て進行方向後向きの勾配を持つものも、用いられている。しかし、この場合には、排障器500に対して上記同様の障害物Sが衝突した時、その衝突反力F4は、排障器500に対して車体重心J1の斜め上方に作用し、車体の前端側が上がり、車体の後端側が下がるモーメント力が生じることになる。その結果、鉄道車両501の前端側において、車輪がレールから脱線する可能性があった。 In addition, as shown in FIG. 23, in the railcar evacuation device 500, the upper end (the attachment portion to the car body) of the evacuation device 500 is located at the front in the direction of travel, and the lower the lower end, the more rearward in the direction of travel. Types with slopes facing backward in the direction of travel when viewed from the side of the train are also used. However, in this case, when the obstacle S similar to the above collides with the obstacle deflector 500, the collision reaction force F4 acts on the obstacle deflector 500 diagonally above the vehicle center of gravity J1, and the vehicle body This creates a moment force that causes the front end of the vehicle to rise and the rear end of the vehicle to fall. As a result, there was a possibility that the wheels would derail from the rails on the front end side of the railway vehicle 501.

本発明は、かかる問題を解決するためになされたものであり、普通乗用車等のように質量の大きな障害物と衝突した場合において、その衝突反力によって生じる車体を回転させるモーメント力を低減させて、鉄道車両の脱線する可能性を軽減できる鉄道車両の排障器を提供することを目的とする。 The present invention was made to solve this problem, and when a vehicle collides with a large-mass obstacle such as a regular passenger car, it reduces the moment force that causes the vehicle body to rotate due to the collision reaction force. An object of the present invention is to provide a railcar evacuation device that can reduce the possibility of railcar derailment.

上記目的を達成するため、本発明に係る鉄道車両の排障器は、以下の構成を備えている。
(1)鉄道車両の先頭部に装着され、線路上の障害物を排除可能に形成された鉄道車両の排障器であって、
前記排障器は、水平断面形状が前記鉄道車両の車体重心近傍を通り地面に垂直な軸を中心とする円弧形状を構成する曲面体又は多面体からなる排障板を備えていることを特徴とする。
In order to achieve the above object, a railcar ejector for a railway vehicle according to the present invention has the following configuration.
(1) A railroad vehicle obstacle remover that is attached to the front end of a railroad vehicle and is configured to be able to remove obstacles on the track,
The barrier remover is characterized in that it includes a barrier plate whose horizontal cross-sectional shape is a curved or polyhedron whose horizontal cross-sectional shape is an arc centered on an axis that passes near the center of gravity of the railway vehicle and is perpendicular to the ground. do.

本発明においては、排障器は、水平断面形状が鉄道車両の車体重心近傍を通り地面に垂直な軸を中心とする円弧形状を構成する曲面体又は多面体からなる排障板を備えているので、排障板が、普通乗用車等のように質量の大きな障害物と衝突した時、その衝突反力は、排障板の法線方向に作用し、鉄道車両の車体重心近傍の位置で車体に伝達される。そのため、この衝突反力による、その車体重心を通り地面に垂直な軸の周りに車体を回転させるモーメント力を生じにくくさせることができる。その結果、例えば、鉄道車両の前端側が障害物と反対方向へずれ動き、鉄道車両の後端側が障害物の方向へずれ動くことを抑制でき、車輪がレールから脱線する可能性を低減できる。 In the present invention, the barrier evacuation device includes a barrier plate made of a curved body or a polyhedron whose horizontal cross-sectional shape forms an arc whose center is an axis passing near the center of gravity of the railway vehicle and perpendicular to the ground. When a barrier plate collides with a large-mass obstacle such as an ordinary passenger car, the reaction force of the collision acts in the normal direction of the plate, and is applied to the body of the railway vehicle at a position near the center of gravity of the vehicle. communicated. Therefore, it is possible to make it difficult for the collision reaction force to generate a moment force that rotates the vehicle body around an axis passing through the center of gravity of the vehicle and perpendicular to the ground. As a result, for example, the front end of the railway vehicle can be prevented from shifting in the direction opposite to the obstacle, and the rear end of the railway vehicle can be prevented from shifting in the direction of the obstacle, reducing the possibility that the wheels will derail from the rails.

よって、本発明によれば、普通乗用車等のように質量の大きな障害物と衝突した場合において、その衝突反力によって生じる車体を回転させるモーメント力を低減させて、鉄道車両の脱線する可能性を軽減できる鉄道車両の排障器を提供することができる。 Therefore, according to the present invention, when a passenger car collides with a large-mass obstacle such as an ordinary passenger car, the moment force that rotates the car body generated by the collision reaction force is reduced, thereby reducing the possibility of derailment of the railway car. It is possible to provide a rail vehicle exhaust device that can reduce obstacles.

(2)鉄道車両の先頭部に装着され、線路上の障害物を排除可能に形成された鉄道車両の排障器であって、
前記排障器には、当該排障器に進行方向後方へ所定の荷重以上の外力が作用した時に、車体台枠に固定された上端部に対して下端部が進行方向後方へ移動可能に形成された排障板を備え、
前記車体台枠には、前記排障板の上下中間部に対する法線が、前記鉄道車両の車体重心を通過する第1法線を含む所定の範囲を通過する位置で、前記排障板の移動を停止させるストッパ構造を備えていることを特徴とする。
(2) A railway vehicle obstacle remover that is attached to the front end of a railway vehicle and is configured to be able to remove obstacles on the track,
The obstacle remover is formed such that when an external force of more than a predetermined load is applied to the obstacle remover backward in the traveling direction, a lower end portion thereof is movable backward in the traveling direction with respect to an upper end portion fixed to the vehicle body underframe. Equipped with an evacuation plate,
The vehicle body underframe is configured to move the barrier plate at a position where a normal line to the upper and lower intermediate portions of the barrier plate passes through a predetermined range including a first normal line passing through the center of gravity of the vehicle of the railway vehicle. It is characterized by being equipped with a stopper structure for stopping.

本発明においては、排障器には、当該排障器に進行方向後方へ所定の荷重以上の外力が作用した時に、上端部に対して下端部が進行方向後方へ移動可能に形成された排障板を備えているので、所定の荷重以上の外力を生じさせない質量の小さな障害物に対しては、排障板の姿勢を維持して、当該障害物を排除できる。例えば、排障板の上端部が進行方向後側に位置し、下端部に下がるほど進行方向前側に位置するように、列車側面から見て進行方向前向きの勾配を持った姿勢で排障板を装着することによって、所定の荷重以上の外力を生じさせない質量の小さな障害物に対しては、排障板の進行方向前向きの勾配を持った姿勢を維持して、当該障害物を排除できる。 In the present invention, the obstruction device is formed such that its lower end can move rearward in the direction of travel when an external force of more than a predetermined load is applied to the object backward in the direction of travel. Since the barrier plate is provided, the posture of the evacuation plate can be maintained and the obstacle can be removed with respect to a small-mass obstacle that does not generate an external force greater than a predetermined load. For example, when viewed from the side of the train, the barrier board should be positioned so that it has a slope facing forward in the direction of travel, so that the top end of the barrier board is located toward the rear in the direction of travel, and the lower it gets to the bottom, the further forward in the direction of travel. By attaching the device, it is possible to maintain a forward sloped posture of the evacuation plate in the direction of travel and remove the obstacle with a small mass that does not generate an external force exceeding a predetermined load.

また、車体台枠には、排障板の上下中間部に対する法線が、鉄道車両の車体重心を通過する第1法線を含む所定の範囲を通過する位置で、排障板の移動を停止させるストッパ構造を備えているので、排障板が普通乗用車等のように質量の大きな障害物と衝突したときに、排障板の上下中間部に対する法線が、鉄道車両の車体重心を通過する第1法線を含む所定の範囲を通過する位置で、排障板の移動をストッパ構造によって停止させ、その質量の大きな障害物から受けた衝突反力による、その車体重心を通り枕木方向に平行な軸の周りに車体を回転させるモーメント力を、生じにくくさせることができる。その結果、車体の前端側が下がり、車体の後端側が上がること、あるいは逆の動作としての、車体の前端側が上がり、車体の後端側が下がることを抑制でき、車輪がレールから脱線する可能性を低減できる。 In addition, the movement of the barrier plate is stopped in the car body underframe at a position where the normal line to the upper and lower intermediate parts of the barrier plate passes through a predetermined range including the first normal line passing through the center of gravity of the railway vehicle. Since it is equipped with a stopper structure that allows the removal plate to collide with a large-mass obstacle such as a regular passenger car, the normal line to the upper and lower intermediate parts of the removal plate passes through the center of gravity of the railway vehicle. At a position where it passes through a predetermined range including the first normal line, the movement of the exhaust plate is stopped by the stopper structure, and the collision reaction force received from the large-mass obstacle passes through the center of gravity of the vehicle and is parallel to the sleeper direction. The moment force that causes the vehicle body to rotate around a fixed axis can be made less likely to occur. As a result, it is possible to prevent the front end of the car body from lowering and the rear end of the car body from rising, or vice versa, from raising the front end of the car body and lowering the rear end of the car body, reducing the possibility of the wheels derailing from the rails. Can be reduced.

よって、本発明によれば、普通乗用車等のように質量の大きな障害物と衝突した場合において、その衝突反力によって生じる車体を回転させるモーメント力を低減させて、鉄道車両の脱線する可能性を軽減できる鉄道車両の排障器を提供することができる。 Therefore, according to the present invention, when a passenger car collides with a large-mass obstacle such as an ordinary passenger car, the moment force that rotates the car body generated by the collision reaction force is reduced, thereby reducing the possibility of derailment of the railway car. It is possible to provide a rail vehicle exhaust device that can reduce obstacles.

(3)(2)に記載された鉄道車両の排障器において、
前記ストッパ構造は、前記排障板の上下中間部に対する法線が前記第1法線の位置で前記排障板の移動を停止させることを特徴とする。
(3) In the railway vehicle exhaust device described in (2),
The stopper structure is characterized in that the movement of the evacuation plate is stopped at a position where a normal line to an upper and lower intermediate portion of the evacuation plate is the first normal line.

本発明においては、ストッパ構造は、排障板の上下中間部に対する法線が第1法線の位置で排障板の移動を停止させるので、排障板が普通乗用車等のように質量の大きな障害物と衝突したときに、その障害物から受けた衝突反力を車体重心の位置で車体に伝達させることができる。そのため、車体重心を通り枕木方向に平行な軸の周りに車体を回転させるモーメント力が、より一層生じにくくなる。その結果、車体の前端側が下がり、車体の後端側が上がること、あるいは逆の動作としての、車体の前端側が上がり、車体の後端側が下がることをより一層抑制でき、車輪がレールから脱線する可能性をより一層低減できる。 In the present invention, the stopper structure stops the movement of the evacuation plate at the position where the normal line to the upper and lower intermediate parts of the evacuation plate is the first normal line, so the stopper structure stops the movement of the evacuation plate at the position where the normal line to the upper and lower intermediate parts of the evacuation plate is the first normal line. When the vehicle collides with an obstacle, the collision reaction force received from the obstacle can be transmitted to the vehicle body at the location of the vehicle's center of gravity. Therefore, moment force that rotates the vehicle body around an axis passing through the center of gravity of the vehicle and parallel to the sleeper direction is even less likely to occur. As a result, it is possible to further suppress the front end of the car body from lowering and the rear end of the car body from rising, or the reverse movement where the front end of the car body goes up and the rear end of the car body lowers, which can further prevent the wheels from derailing from the rails. It is possible to further reduce the

(4)(2)又は(3)に記載された鉄道車両の排障器において、
前記排障板と前記ストッパ構造との間には、当該ストッパ構造より強度的に弱い圧潰部材が介在されていることを特徴とする。
(4) In the railcar exhaust device described in (2) or (3),
A crushing member having a strength weaker than the stopper structure is interposed between the evacuation plate and the stopper structure.

本発明においては、排障板とストッパ構造との間には、当該ストッパ構造より強度的に弱い圧潰部材が介在されているので、排障板が普通乗用車等のように質量の大きな障害物と衝突したときに、圧潰部材が変形することによって衝突荷重を軽減させた状態で、排障板の上下中間部に対する法線が鉄道車両の車体重心を通過する第1法線を含む所定の範囲を通過する位置又は車体重心を通過する位置で排障板の移動をストッパ構造によって停止させ、その障害物から受けた衝突反力を緩和させることによって、その車体重心を通り枕木方向に平行な軸の周りに車体を回転させるモーメント力が、より一層生じにくくなる。その結果、車体の前端側が下がり、車体の後端側が上がること、あるいは逆の動作としての、車体の前端側が上がり、車体の後端側が下がることをより一層抑制でき、車輪がレールから脱線する可能性をより一層低減できる。なお、圧潰部材は、独立した部材には限定されず、溶接等で一体に組み立てられた構造の一部であってもよい。また、圧潰部材は、レール方向又は上下方向に変形しても良く、レール方向及び上下方向に変形してもよい。 In the present invention, a crushing member that is weaker in strength than the stopper structure is interposed between the evacuation plate and the stopper structure, so that the evacuation plate does not interfere with large-mass obstacles such as ordinary passenger cars. When a collision occurs, the crushing member is deformed to reduce the collision load, and the normal line to the upper and lower intermediate parts of the exhaust plate extends within a predetermined range including the first normal line passing through the center of gravity of the railway vehicle. The stopper structure stops the movement of the obstacle plate at the passing position or the position where the vehicle's center of gravity passes, and by mitigating the collision reaction force received from the obstacle, the axis passing through the vehicle's center of gravity and parallel to the sleeper direction is Moment force that rotates the vehicle body around the vehicle body is less likely to occur. As a result, it is possible to further suppress the front end of the car body from lowering and the rear end of the car body from rising, or the reverse movement where the front end of the car body goes up and the rear end of the car body lowers, which can further prevent the wheels from derailing from the rails. It is possible to further reduce the Note that the crushing member is not limited to an independent member, but may be a part of a structure assembled integrally by welding or the like. Moreover, the crushing member may be deformed in the rail direction or the up-down direction, or may be deformed in the rail direction and the up-down direction.

(5)(2)乃至(4)のいずれか1つに記載された鉄道車両の排障器において、
前記排障板は、水平断面形状が前記鉄道車両の車体重心近傍を通り地面に垂直な軸を中心とする円弧形状を構成する曲面体又は多面体からなることを特徴とする。
(5) In the railcar exhaust device described in any one of (2) to (4),
The barrier plate is characterized in that it is made of a curved or polyhedral body whose horizontal cross-sectional shape constitutes an arc shape centered on an axis that passes near the center of gravity of the railway vehicle and is perpendicular to the ground.

本発明においては、排障板は、水平断面形状が鉄道車両の車体重心近傍を通り地面に垂直な軸を中心とする円弧形状を構成する曲面体又は多面体からなるので、排障板が、普通乗用車等のように質量の大きな障害物と衝突した時、この衝突反力による、その車体重心を通り枕木方向に平行な軸の周りに車体を回転させるモーメント力を生じにくく、また、車体重心を通り地面に垂直な軸の周りに車体を回転させるモーメント力も生じにくくさせることができる。その結果、例えば、鉄道車両の前端側が障害物と反対方向へずれ動き、鉄道車両の後端側が障害物の方向へずれ動くことを抑制できると同時に、車体の前端側が下がり、車体の後端側が上がること、あるいは逆の動作としての、車体の前端側が上がり、車体の後端側が下がることを抑制でき、車輪がレールから脱線する可能性をより一層低減できる。 In the present invention, the barrier plate is composed of a curved body or a polyhedron whose horizontal cross-sectional shape is an arc whose center is an axis passing near the center of gravity of the railway vehicle and perpendicular to the ground. When colliding with a large-mass obstacle such as a passenger car, this collision reaction force is less likely to generate a moment force that rotates the car body around an axis that passes through the car's center of gravity and is parallel to the sleepers. Moment force that rotates the vehicle body around an axis perpendicular to the road surface can also be made less likely to occur. As a result, for example, the front end of the railway vehicle can be prevented from shifting in the direction opposite to the obstacle, and the rear end of the railway vehicle can be prevented from shifting toward the obstacle. It is possible to prevent the front end of the vehicle body from rising and the rear end of the vehicle body from going up, or the opposite movement, from raising the front end of the vehicle body and lowering the rear end of the vehicle body, further reducing the possibility that the wheels will derail from the rails.

(6)(2)乃至(5)のいずれか1つに記載された鉄道車両の排障器において、
前記排障板の左右中央部には、前記鉄道車両の先頭部に装着された車両連結装置から所定隙間で離間した略U字状の切欠き部が形成されていることを特徴とする。
(6) In the railcar exhaust device described in any one of (2) to (5),
A substantially U-shaped notch is formed in the left and right center portions of the barrier plate and is spaced apart by a predetermined gap from a vehicle coupling device mounted on the front end of the railway vehicle.

本発明においては、排障板の左右中央部には、鉄道車両の先頭部に装着された車両連結装置から所定隙間で離間した略U字状の切欠き部が形成されているので、排障板の左側部又は右側部が、普通乗用車等のように質量の大きな障害物と衝突した時、衝突した左側部又は右側部の上下中間部に対する法線が鉄道車両の車体重心を通過する第1法線を含む所定の範囲を通過する位置又は車体重心を通過する位置で排障板の移動をストッパ構造によって停止させた上で、その衝突反力は、円弧形状を構成する曲面体又は多面体からなる排障板に対する法線方向に作用する。このとき、切欠き部が形成された左右中央部が、強度的に変形し易いので、衝突しない反対側の排障板の影響を受けにくく、衝突した左側部又は右側部に対する法線方向の角度が保持されやすい。そのため、この衝突反力による、その車体重心を通り枕木方向に平行な軸の周りに車体を回転させるモーメント力を生じにくく、また、車体重心を通り地面に垂直な軸の周りに車体を回転させるモーメント力も生じにくくさせることができる。その結果、例えば、鉄道車両の前端側が障害物と反対方向へずれ動き、鉄道車両の後端側が障害物の方向へずれ動くことをより一層抑制できると同時に、車体の前端側が下がり、車体の後端側が上がること、あるいは逆の動作としての、車体の前端側が上がり、車体の後端側が下がることをより一層抑制でき、車輪がレールから脱線する可能性をより一層低減できる。 In the present invention, a substantially U-shaped notch is formed in the left and right center portions of the barrier plate, which is spaced apart by a predetermined gap from the vehicle coupling device attached to the front end of the railway vehicle. When the left side or right side of the plate collides with a large-mass obstacle such as a regular passenger car, the normal line to the vertical midpoint of the collided left side or right side passes through the center of gravity of the railway vehicle. After the movement of the exhaust plate is stopped by a stopper structure at a position where it passes through a predetermined range including the normal line or a position where it passes through the center of gravity of the vehicle, the collision reaction force is transmitted from a curved body or polyhedron forming an arc shape. Acts in the normal direction to the exhaust plate. At this time, since the left and right center parts where the notches are formed are easily deformed in terms of strength, they are less likely to be affected by the barrier plate on the opposite side that does not collide, and the angle in the normal direction to the collided left or right side. is easily retained. Therefore, this collision reaction force is less likely to generate a moment force that rotates the car body around an axis that passes through the car's center of gravity and is parallel to the sleeper direction, and also causes the car body to rotate around an axis that passes through the car's center of gravity and is perpendicular to the ground. Moment force can also be made less likely to occur. As a result, for example, it is possible to further suppress the front end of the railway vehicle from shifting in the direction opposite to the obstacle, and the rear end of the railway vehicle from shifting toward the obstacle. It is possible to further suppress the end side from rising, or, as a reverse operation, the front end side of the vehicle body rising and the rear end side of the vehicle body falling, and the possibility of the wheels derailing from the rails can be further reduced.

本発明によれば、普通乗用車等のように質量の大きな障害物と衝突した場合において、その衝突反力によって生じる車体を回転させるモーメント力を低減させて、鉄道車両の脱線する可能性を軽減できる鉄道車両の排障器を提供することができる。 According to the present invention, in the case of a collision with a large-mass obstacle such as a regular passenger car, the moment force that rotates the car body generated by the collision reaction force can be reduced, thereby reducing the possibility of the railway car derailing. It is possible to provide obstruction devices for railway vehicles.

本発明の実施形態に係る第1実施例の鉄道車両の排障器を備えた鉄道車両の概略側面図である。BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic side view of a railway vehicle equipped with a first example of a railway vehicle obstruction device according to an embodiment of the present invention. 図1に示す鉄道車両の排障器におけるA視底面図である。FIG. 2 is a bottom view of the obstruction device of the railway vehicle shown in FIG. 1 when viewed from A. 図1に示す鉄道車両の排障器に障害物が衝突したときの当該鉄道車両におけるA視底面図である。FIG. 2 is a bottom view of the railway vehicle shown in FIG. 1 when viewed from A when an obstacle collides with the obstacle remover of the railway vehicle. 図1に示す鉄道車両の排障器の変形例1におけるA視底面図である。FIG. 2 is a bottom view, viewed from A, of Modification Example 1 of the railcar evacuation device shown in FIG. 1; 図1に示す鉄道車両の排障器の変形例2におけるA視底面図である。FIG. 2 is a bottom view of Modified Example 2 of the railcar evacuation device shown in FIG. 1 when viewed from A; 本発明の実施形態に係る第2実施例の鉄道車両の排障器を備えた鉄道車両の概略側面図である。FIG. 2 is a schematic side view of a railway vehicle equipped with a second example of a railway vehicle obstruction device according to an embodiment of the present invention. 図6に示す鉄道車両の排障器におけるB視正面図である。FIG. 7 is a front view from B of the obstruction device of the railway vehicle shown in FIG. 6; 図7に示すC-C断面図である。8 is a sectional view taken along the line CC shown in FIG. 7. FIG. 図6に示す鉄道車両の排障器に障害物が衝突したときの当該鉄道車両の側面図であって、(A)は、排障板が回動前の側面図を示し、(B)は、排障板が回動途中の側面図を示し、(C)は、排障板の法線が所定の範囲を通過する位置で、排障板が停止した状態の側面図を示し、(D)は、排障板の法線が車両重心を通過する位置で、排障板が停止した状態の側面図を示す。FIG. 7 is a side view of the railway vehicle shown in FIG. 6 when an obstacle collides with the evacuation plate of the railway vehicle, in which (A) shows the side view before the evacuation plate rotates, and (B) shows the side view before the evacuation plate rotates; , (C) shows a side view of the evacuation plate in the middle of rotation, (C) shows a side view of the evacuation plate stopped at a position where the normal line of the evacuation plate passes through a predetermined range, (D) ) shows a side view of a state in which the ejector plate is stopped at a position where the normal line of the ejector plate passes through the center of gravity of the vehicle. 図6に示す鉄道車両の排障器の変形例における部分拡大図面であって、(A)は、排障板が回動前の側面図を示し、(B)は、排障板が回動前の底面図を示す。FIG. 7 is a partially enlarged drawing of a modified example of the railcar evacuation device shown in FIG. 6, in which (A) shows a side view before the evacuation plate rotates, and (B) shows a side view of the evacuation plate before it rotates. The previous bottom view is shown. 図6に示す鉄道車両の排障器の変形例における部分拡大図面であって、(A)は、排障板が回動前の側面図を示し、(B)は、排障板が回動前の底面図を示す。FIG. 7 is a partially enlarged drawing of a modified example of the railcar evacuation device shown in FIG. 6, in which (A) shows a side view before the evacuation plate rotates, and (B) shows a side view of the evacuation plate before it rotates. The previous bottom view is shown. 図11に示す鉄道車両の排障器に障害物が衝突したときの当該鉄道車両の側面図であって、(A)は、排障板が回動前の側面図を示し、(B)は、排障板が回動途中の側面図を示し、(C)は、排障板が回動後の側面図を示す。FIG. 12 is a side view of the railway vehicle shown in FIG. 11 when an obstacle collides with the evacuation plate of the railway vehicle, in which (A) shows the side view before the evacuation plate rotates, and (B) , (C) shows a side view of the evacuation plate in the middle of rotation, and (C) shows a side view of the evacuation plate after it has rotated. 図11に示すD-D断面図である。12 is a sectional view taken along line DD shown in FIG. 11. 図13に示す圧潰部材にける衝突時の変形状態を表す模式図である。FIG. 14 is a schematic diagram showing a deformed state of the crushing member shown in FIG. 13 at the time of a collision. 図6に示す第2実施例の鉄道車両の排障器に対する変形例を備えた鉄道車両の概略側面図である。FIG. 7 is a schematic side view of a railway vehicle equipped with a modification of the obstruction device of the railway vehicle of the second embodiment shown in FIG. 6; 図15に示す排障器を備えた鉄道車両における定常走行時の車体に作用する荷重の説明図である。FIG. 16 is an explanatory diagram of loads acting on the body of the railway vehicle equipped with the obstruction device shown in FIG. 15 during steady running; 図15に示す排障器に障害物が衝突したとき、脱線の可能性を軽減できる状態の説明図である。FIG. 16 is an explanatory diagram of a state in which the possibility of derailment can be reduced when an obstacle collides with the obstacle remover shown in FIG. 15; 図15に示す排障器に障害物が衝突したとき、脱線の可能性が高い状態の説明図である。FIG. 16 is an explanatory diagram of a state in which there is a high possibility of derailment when an obstacle collides with the obstacle remover shown in FIG. 15; 特許文献1に示す鉄道車両の排障器を備えた鉄道車両における概略平面図である。FIG. 2 is a schematic plan view of a railway vehicle equipped with an obstruction device for a railway vehicle shown in Patent Document 1. 図19に示す排障器(排障板)に障害物が衝突したときの鉄道車両における概略底面図である。FIG. 20 is a schematic bottom view of the railway vehicle when an obstacle collides with the evacuation device (obstruction plate) shown in FIG. 19; 枕木方向と平行な排障器(排障板)に障害物が衝突したときの当該鉄道車両の概略平面図である。FIG. 2 is a schematic plan view of the railway vehicle when an obstacle collides with an obstacle evacuation device (obstruction board) parallel to the direction of the railroad ties. 列車側面から見て進行方向前向きの勾配を持つ排障器(排障板)に障害物が衝突したときの当該鉄道車両の概略側面図である。FIG. 2 is a schematic side view of the railway vehicle when an obstacle collides with an obstacle evacuation device (obstruction plate) having a slope facing forward in the traveling direction when viewed from the side of the train. 列車側面から見て進行方向後向きの勾配を持つ排障器(排障板)に障害物が衝突したときの当該鉄道車両の概略側面図である。FIG. 2 is a schematic side view of the railway vehicle when an obstacle collides with an obstacle evacuation device (obstruction plate) having a slope facing backward in the traveling direction when viewed from the side of the train.

次に、本実施形態に係る鉄道車両について、図面を参照しながら詳細に説明する。具体的には、本実施形態に係る第1実施例の鉄道車両の排障器を詳細に説明した上で、排障器の排障板に普通乗用車等のように質量の大きな障害物が衝突したときの衝突反力が、車体重心近傍の位置で車体に伝達される状況を簡単に説明する。次に、第1実施例の排障器を構成する排障板の変形例を説明する。また、本実施形態に係る第2実施例の鉄道車両の排障器を詳細に説明した上で、排障器の排障板に普通乗用車等のように質量の大きな障害物が衝突したとき、排障板が回動して、その衝突反力が、車体重心近傍の位置で車体に伝達される状況を簡単に説明する。 Next, the railway vehicle according to the present embodiment will be described in detail with reference to the drawings. Specifically, after explaining in detail the barrier remover of the railway vehicle of the first example according to the present embodiment, it will be explained that a large-mass obstacle such as a regular passenger car collides with the barrier plate of the barrier remover. A situation in which the collision reaction force is transmitted to the vehicle body at a position near the center of gravity of the vehicle will be briefly explained. Next, a modification of the evacuation plate constituting the evacuation device of the first embodiment will be described. Further, after explaining in detail the barrier remover for a railway vehicle according to the second example of the present embodiment, when an obstacle with a large mass such as a regular passenger car collides with the barrier plate of the barrier remover, A situation in which the collision plate rotates and its collision reaction force is transmitted to the vehicle body at a position near the center of gravity of the vehicle will be briefly described.

<第1実施例における鉄道車両の排障器>
まず、第1実施例の鉄道車両の排障器について、図1~図5を用いて説明する。図1に、本発明の実施形態に係る第1実施例の鉄道車両の排障器を備えた鉄道車両の概略側面図を示す。図2に、図1に示す鉄道車両の排障器におけるA視底面図を示す。図3に、図1に示す鉄道車両の排障器に障害物が衝突したときの当該鉄道車両におけるA視底面図を示す。図4に、図1に示す鉄道車両の排障器の変形例1におけるA視底面図を示す。図5に、図1に示す鉄道車両の排障器の変形例2におけるA視底面図を示す。
<Railway vehicle ejector in the first embodiment>
First, the obstruction device for a railway vehicle according to the first embodiment will be explained using FIGS. 1 to 5. FIG. 1 shows a schematic side view of a railway vehicle equipped with a first example of a railway vehicle obstruction device according to an embodiment of the present invention. FIG. 2 shows a bottom view of the obstruction device of the railway vehicle shown in FIG. 1 when viewed from A. FIG. 3 shows a bottom view of the railway vehicle shown in FIG. 1 when viewed from A when an obstacle collides with the obstacle remover of the railway vehicle. FIG. 4 shows a bottom view, viewed from A, of Modified Example 1 of the obstruction device for a railway vehicle shown in FIG. FIG. 5 shows a bottom view, viewed from A, of Modification 2 of the obstruction device for the railway vehicle shown in FIG.

図1~図3に示すように、本鉄道車両の排障器10は、鉄道車両1の先頭部1Sに装着され、線路上の障害物Sを排除可能に形成された鉄道車両の排障器である。また、本排障器10は、水平断面形状が鉄道車両1の車体重心SJ近傍を通り地面に垂直な軸SJ1を中心とする円弧形状を構成する曲面体からなる排障板11(11A)を備えている。ここで、車体重心SJの平面位置は、概ね車体1aの前後方向及び左右方向の中央部に位置する。また、車体重心SJの上下位置は、概ね車体1aの床面近傍に位置する。例えば、鉄道車両1の車体1aの前後長が20メートル程度である場合、排障板11における水平断面の円弧形状は、車体重心SJに対して10メートル程度の半径Rで描く曲面体として形成されている。 As shown in FIGS. 1 to 3, an obstacle remover 10 for a railway vehicle is attached to the front end 1S of a railroad vehicle 1, and is configured to be able to remove obstacles S on the track. It is. Further, the present obstacle evacuation device 10 includes an evacuation plate 11 (11A) which is a curved body whose horizontal cross-sectional shape is an arc centered on an axis SJ1 that passes near the center of gravity SJ of the railway vehicle 1 and is perpendicular to the ground. We are prepared. Here, the planar position of the vehicle center of gravity SJ is approximately located at the center of the vehicle body 1a in the longitudinal direction and the lateral direction. Further, the vertical position of the vehicle center of gravity SJ is approximately located near the floor surface of the vehicle body 1a. For example, when the longitudinal length of the car body 1a of the railway vehicle 1 is about 20 meters, the circular arc shape of the horizontal cross section of the barrier plate 11 is formed as a curved body drawn with a radius R of about 10 meters with respect to the vehicle center of gravity SJ. ing.

なお、本鉄道車両1は、車体台枠2の上に、車両前側と車両後側に妻構体1bが配置され、車両幅方向両側に側構体1cが配置され、車両上側に屋根構体1dが配置されて、全体として箱型車両を構成している。また、車体台枠2には、車輪41を備えた台車4が、車両の前後に1つずつ配置され、バネ装置を介して装着されている。また、車体台枠2の端梁には、図示しない車両連結装置が装着されている。 In addition, in this railway vehicle 1, on a car body underframe 2, end structures 1b are arranged on the front side of the vehicle and on the rear side of the vehicle, side structures 1c are arranged on both sides in the width direction of the vehicle, and a roof structure 1d is arranged on the upper side of the vehicle. The overall structure is a box-shaped vehicle. Further, one truck 4 having wheels 41 is arranged on the vehicle body frame 2, one at the front and one at the rear of the vehicle, and is attached to the vehicle body frame 2 via a spring device. Further, a vehicle coupling device (not shown) is attached to the end beam of the vehicle body frame 2.

また、排障板11は、鉄道車両1の先頭部1Sで、車体1aの上下方向へ略垂直状に延設され、排障板11の上端部111は、車体台枠2に固定されている。また、排障板11の下端部112は、台車4の車輪41が走行するレールRa上面に対して、所定の隙間を有するように形成されている。排障板11の左右幅は、車体1aの左右幅と略同一に形成されている。排障板11の左右端には、車体1aの側面に沿って進行方向後方へ延設された側端部12が接続されている。 Further, the barrier plate 11 extends substantially vertically in the vertical direction of the car body 1a at the front end 1S of the railway vehicle 1, and the upper end portion 111 of the barrier plate 11 is fixed to the vehicle body frame 2. . Further, the lower end portion 112 of the barrier plate 11 is formed to have a predetermined gap with respect to the upper surface of the rail Ra on which the wheels 41 of the trolley 4 run. The horizontal width of the exhaust plate 11 is formed to be approximately the same as the horizontal width of the vehicle body 1a. Side end portions 12 extending rearward in the traveling direction along the side surfaces of the vehicle body 1a are connected to the left and right ends of the exhaust plate 11.

また、図3に示すように、排障板11は、水平断面形状が鉄道車両1の車体重心SJ近傍を通り地面に垂直な軸SJ1を中心とする円弧形状を構成する曲面体からなるので、排障板11の左右方向の任意の位置で、排障板11の表面に対して垂直に交差する法線HSは、いずれも車体重心SJ近傍を通過する。そのため、排障板11が、排障板11の左右方向の任意の位置で、普通乗用車等のように質量の大きな障害物Sと衝突したとき、その衝突反力P1は、排障板11の法線方向に作用し、鉄道車両1の車体重心SJ近傍の位置で車体1aに伝達されることになる。 Further, as shown in FIG. 3, the barrier plate 11 is a curved body whose horizontal cross-sectional shape is an arc whose center is an axis SJ1 passing near the center of gravity SJ of the railway vehicle 1 and perpendicular to the ground. A normal line HS that perpendicularly intersects the surface of the barrier plate 11 at any position in the left-right direction of the barrier plate 11 passes near the vehicle center of gravity SJ. Therefore, when the evacuation plate 11 collides with a large-mass obstacle S such as an ordinary passenger car at any position in the horizontal direction of the evacuation plate 11, the collision reaction force P1 of the evacuation plate 11 is It acts in the normal direction and is transmitted to the vehicle body 1a at a position near the vehicle center of gravity SJ of the railway vehicle 1.

したがって、この衝突反力P1によって、その車体重心SJを通り地面に垂直な軸SJ1の周りに、車体1aを回転させるモーメント力が生じにくい。その結果、例えば、排障板11の左側方位置で、排障板11が、普通乗用車等のように質量の大きな障害物Sと衝突したとき、鉄道車両1の前端側が障害物Sと反対方向へずれ動き、鉄道車両1の後端側が障害物Sの方向へずれ動くことを抑制でき、車輪41がレールRaから脱線する可能性を低減できる。 Therefore, this collision reaction force P1 hardly generates a moment force that rotates the vehicle body 1a around the axis SJ1 passing through the vehicle center of gravity SJ and perpendicular to the ground. As a result, for example, when the barrier plate 11 collides with a large-mass obstacle S such as an ordinary passenger car at the left side position of the barrier plate 11, the front end side of the railway vehicle 1 is moved in the opposite direction to the obstacle S. It is possible to suppress the displacement movement of the rear end side of the railway vehicle 1 in the direction of the obstacle S, and to reduce the possibility that the wheels 41 will derail from the rail Ra.

ここで、排障板11は、水平断面形状が鉄道車両1の車体重心SJ近傍を通り地面に垂直な軸SJ1を中心とする円弧形状を構成する多面体からなるものでもよい。例えば、図4に示すように、排障板11Bは、水平断面形状が鉄道車両1の車体重心SJ近傍を通り地面に垂直な軸SJ1を中心とする円弧形状を構成するように、左右方向に3等分した位置で、等角度で折れ曲がる構成でもよい。また、図5に示すように、排障板11Cは、水平断面形状が鉄道車両1の車体重心SJ近傍を通り地面に垂直な軸SJ1を中心とする円弧形状を構成するように、左右方向に5等分した位置で、等角度で折れ曲がる構成でもよい。なお、排障板11は、上記3等分、又は5等分に限る必要はない。 Here, the barrier plate 11 may be made of a polyhedron whose horizontal cross-sectional shape forms an arc centered on an axis SJ1 that passes near the vehicle center of gravity SJ of the railway vehicle 1 and is perpendicular to the ground. For example, as shown in FIG. 4, the barrier plate 11B extends in the left-right direction so that its horizontal cross-sectional shape forms an arc that passes near the center of gravity SJ of the railway vehicle 1 and is centered on an axis SJ1 that is perpendicular to the ground. It may also be configured to bend at equal angles at three equal parts. Further, as shown in FIG. 5, the barrier plate 11C extends in the left-right direction so that its horizontal cross-sectional shape forms an arc shape passing near the center of gravity SJ of the railway vehicle 1 and centered on an axis SJ1 perpendicular to the ground. It may also be configured to bend at equal angles at five equal parts. Note that the barrier plate 11 does not need to be limited to the above-mentioned three equal parts or five equal parts.

<第2実施例における鉄道車両の排障器>
次に、第2実施例の鉄道車両の排障器について、図6~図9を用いて説明する。図6に、本発明の実施形態に係る第2実施例の鉄道車両の排障器を備えた鉄道車両の概略側面図を示す。図7に、図6に示す鉄道車両の排障器におけるB視正面図を示す。図8に、図7に示すC-C断面図を示す。図9に、図6に示す鉄道車両の排障器に障害物が衝突したときの当該鉄道車両の側面図であって、(A)は、排障板が回動前の側面図を示し、(B)は、排障板が回動途中の側面図を示し、(C)は、排障板の法線が所定の範囲を通過する位置で、排障板が停止した状態の側面図を示し、(D)は、排障板の法線が車両重心を通過する位置で、排障板が停止した状態の側面図を示す。
<Obstruction device for railway vehicle in second embodiment>
Next, a second embodiment of the obstruction remover for a railway vehicle will be explained using FIGS. 6 to 9. FIG. 6 shows a schematic side view of a railway vehicle equipped with a second example of a railway vehicle obstruction device according to an embodiment of the present invention. FIG. 7 shows a front view of the obstruction device of the railway vehicle shown in FIG. 6 when viewed from B. FIG. 8 shows a cross-sectional view taken along the line CC shown in FIG. FIG. 9 is a side view of the railway vehicle shown in FIG. 6 when an obstacle collides with the obstruction plate of the railway vehicle, and (A) shows a side view before the displacement plate is rotated; (B) shows a side view of the evacuation plate in the middle of rotation, and (C) shows a side view of the evacuation plate stopped at a position where the normal line of the evacuation plate passes through a predetermined range. (D) is a side view of a state where the exhaust plate is stopped at a position where the normal line of the exhaust plate passes through the center of gravity of the vehicle.

図6~図9に示すように、本鉄道車両の排障器20は、鉄道車両1の先頭部1Sに装着され、線路上の障害物Sを排除可能に形成された鉄道車両の排障器である。また、本排障器20には、当該排障器20に進行方向後方へ所定の荷重以上の外力が作用した時に、車体台枠2に固定された上端部211を中心に下端部212が進行方向後方へ回動可能に形成された排障板21を備え、車体台枠2には、排障板21の上下中間部に対する法線HSが鉄道車両1の車体重心SJを通過する第1法線HS1を含む所定の範囲Wを通過する位置で排障板21の回動を停止させるストッパ構造22を備えている(図9(C)を参照)。ここでは、上記所定の範囲Wは、排障板21の上下中間部に対する法線HSが、鉄道車両1の車体重心SJを通過する第1法線HS1から地面と平行な第2法線HS2までの範囲(斜線で示す範囲)を意味するが、後述する変形例で示すように、排障板21が進行方向前向きの勾配を持った姿勢を維持している場合には、上記所定の範囲Wを前台車と交差する位置まで下方に拡大させることができる。なお、ストッパ構造22は、排障板21の上下中間部に対する法線HSが鉄道車両1の車体重心SJを通過する第1法線HS1の位置で排障板21の移動を停止させることが好ましい(図9(D)を参照)。また、ストッパ構造22は、後述する圧潰部材23よりも強度的に強い構造であって、単一又は複数のストッパ部材22aから構成されていてもよい。ここでは、ストッパ部材22aは、逆三角形状に形成され、その底辺が車体台枠2の側梁に固定されている。 As shown in FIGS. 6 to 9, the obstruction device 20 of this railway vehicle is attached to the front end 1S of the railway vehicle 1, and is configured to be able to remove obstacles S on the track. It is. Further, when an external force of more than a predetermined load is applied to the obstacle remover 20 backward in the traveling direction, the lower end 212 moves around the upper end 211 fixed to the vehicle body underframe 2. The car body underframe 2 is provided with an evacuation plate 21 that is formed to be rotatable in the rearward direction, and the car body underframe 2 has a first direction in which a normal line HS to the upper and lower middle portions of the evacuation plate 21 passes through the vehicle center of gravity SJ of the railway vehicle 1. A stopper structure 22 is provided that stops the rotation of the discharge plate 21 at a position passing through a predetermined range W including the line HS1 (see FIG. 9(C)). Here, the above-mentioned predetermined range W is such that the normal line HS to the upper and lower intermediate portions of the discharge plate 21 extends from the first normal line HS1 passing through the vehicle center of gravity SJ of the railway vehicle 1 to the second normal line HS2 parallel to the ground. (the range indicated by diagonal lines); however, when the barrier plate 21 maintains an attitude with a forward slope in the direction of travel, as shown in a modified example described later, the above-mentioned predetermined range W can be expanded downward to a position where it intersects with the front bogie. In addition, it is preferable that the stopper structure 22 stops the movement of the evacuation plate 21 at a position of a first normal HS1 where the normal line HS to the upper and lower intermediate portions of the evacuation plate 21 passes through the vehicle center of gravity SJ of the railway vehicle 1. (See Figure 9(D)). Further, the stopper structure 22 has a structure stronger in strength than the crushing member 23 described later, and may be composed of a single stopper member 22a or a plurality of stopper members 22a. Here, the stopper member 22a is formed in an inverted triangular shape, and its base is fixed to the side beam of the vehicle body frame 2.

ここで、「所定の荷重以上の外力」とは、「例えば、鉄道車両が踏切等において普通乗用車と衝突したときに進行方向後方に受ける衝突反力」等が該当する。また、排障板21を回動させる外力の大きさは、車体台枠2に固定された排障板21の上端部211における左右方向の長さ又は前後方向の板厚等によって、又は、排障板21を後方で支持する衝撃吸収部材(図示しない)を備え、この衝撃吸収部材によって、調節することができる。 Here, the "external force greater than a predetermined load" corresponds to "a collision reaction force received rearward in the direction of travel when a railway vehicle collides with an ordinary passenger car at a railroad crossing, etc.," for example. Further, the magnitude of the external force that rotates the evacuation plate 21 depends on the length in the left-right direction or the plate thickness in the front-rear direction at the upper end 211 of the evacuation plate 21 fixed to the vehicle body underframe 2, or A shock absorbing member (not shown) is provided to support the barrier plate 21 at the rear, and adjustment can be made using this shock absorbing member.

なお、本鉄道車両1は、車体台枠2の上に、車両前側と車両後側に妻構体1bが配置され、車両幅方向両側に側構体1cが配置され、車両上側に屋根構体1dが配置されて、全体として箱型車両を構成している。また、車体台枠2には、車輪41を備えた台車4が、車両の前後に1つずつ配置され、バネ装置を介して装着されている。 In addition, in this railway vehicle 1, on a car body underframe 2, end structures 1b are arranged on the front side of the vehicle and on the rear side of the vehicle, side structures 1c are arranged on both sides in the width direction of the vehicle, and a roof structure 1d is arranged on the upper side of the vehicle. The overall structure is a box-shaped vehicle. Further, one truck 4 having wheels 41 is arranged on the vehicle body frame 2, one at the front and one at the rear of the vehicle, and is attached to the vehicle body frame 2 via a spring device.

また、排障板21は、その上端部211が進行方向後側に位置し、下端部212に下がるほど進行方向前側に位置するように、列車側面から見て進行方向前向きの勾配を持った姿勢で、車体台枠2に固定されている。したがって、所定の荷重以上の外力を生じさせない質量の小さな障害物に対しては、排障板21は、進行方向前向きの勾配を持った姿勢を維持して、当該障害物を排除できる。 Moreover, the barrier plate 21 has a posture with a slope facing forward in the direction of travel when viewed from the side of the train, such that the upper end portion 211 is located at the rear side in the direction of travel, and the lower the lower end portion 212 is, the more it is located at the front side in the direction of travel. and is fixed to the vehicle body frame 2. Therefore, with respect to a small-mass obstacle that does not generate an external force greater than a predetermined load, the evacuation plate 21 can maintain an attitude with a forward slope in the direction of travel and eliminate the obstacle.

上述したように、本実施例では、排障器20には、当該排障器20に進行方向後方へ所定の荷重以上の外力が作用した時に、車体台枠2に固定された上端部211を中心に下端部212が進行方向後方へ回動可能に形成された排障板21を備え、車体台枠2には、排障板21の上下中間部に対する法線HSが鉄道車両1の車体重心SJを通過する第1法線HS1から地面と平行な第2法線HS2までの範囲Wを通過する位置又は車体重心SJを通過する第1法線HS1の位置で排障板21の回動を停止させるストッパ構造22を備えている。また、排障板21は、水平断面形状が鉄道車両1の車体重心SJ近傍を通り地面に垂直な軸SJ1を中心とする円弧形状を構成する曲面体又は多面体からなる。 As described above, in this embodiment, when an external force of more than a predetermined load is applied to the obstacle remover 20 backward in the traveling direction, the upper end portion 211 fixed to the vehicle body frame 2 is moved. The car body underframe 2 is equipped with a barrier plate 21 whose lower end portion 212 is rotatable rearward in the direction of travel, and the normal HS to the upper and lower intermediate portions of the barrier plate 21 is aligned with the center of gravity of the railway vehicle 1. The deflector plate 21 is rotated at a position passing through a range W from a first normal line HS1 passing through SJ to a second normal line HS2 parallel to the ground, or at a position of the first normal line HS1 passing through the vehicle center of gravity SJ. It is provided with a stopper structure 22 for stopping. The barrier plate 21 is made of a curved or polyhedral body whose horizontal cross-sectional shape is an arc whose center is an axis SJ1 that passes near the center of gravity SJ of the railway vehicle 1 and is perpendicular to the ground.

したがって、排障板21が、普通乗用車等のように質量の大きな障害物Sと衝突した時、排障板21の上下中間部に対する法線HSが鉄道車両1の車体重心SJを通過する第1法線HS1から地面と平行な第2法線HS2までの範囲Wを通過する位置又は車体重心SJを通過する第1法線HS1の位置で排障板21の回動をストッパ構造22によって停止させた上で、その衝突反力P2は、円弧形状を構成する曲面体又は多面体からなる排障板21に対する法線方向に作用し、鉄道車両1の車体重心SJ近傍の位置で車体1aに伝達される。そのため、この衝突反力P2によって、その車体重心SJを通り枕木方向に平行な軸SJ2の周りに車体1aを回転させるモーメント力が生じにくく、また、車体重心SJを通り地面に垂直な軸SJ1の周りに車体1aを回転させるモーメント力も生じにくい。 Therefore, when the barrier plate 21 collides with a large-mass obstacle S such as an ordinary passenger car, the normal line HS to the upper and lower intermediate portions of the barrier plate 21 is the first line that passes through the vehicle center of gravity SJ of the railway vehicle 1. The stopper structure 22 stops the rotation of the evacuation plate 21 at a position passing through a range W from the normal line HS1 to a second normal line HS2 parallel to the ground, or at a position of the first normal line HS1 passing through the vehicle center of gravity SJ. In addition, the collision reaction force P2 acts in the normal direction to the barrier plate 21 made of a curved or polyhedral body forming an arc shape, and is transmitted to the car body 1a at a position near the car center of gravity SJ of the railway vehicle 1. Ru. Therefore, this collision reaction force P2 hardly generates a moment force that rotates the vehicle body 1a around the axis SJ2 that passes through the vehicle center of gravity SJ and is parallel to the sleeper direction. Moment force that rotates the vehicle body 1a is also less likely to occur.

さらに、排障板21の左右中央部21Cには、鉄道車両1の先頭部1Sに装着された車両連結装置3から所定隙間で離間した略U字状の切欠き部213が形成されている。したがって、排障板21の左側部21A又は右側部21Bが、普通乗用車等のように質量の大きな障害物Sと衝突した時、衝突した左側部21A又は右側部21Bの上下中間部に対する法線HSが鉄道車両1の車体重心SJを通過する第1法線HS1から地面と平行な第2法線HS2までの範囲Wを通過する位置又は車体重心SJを通過する第1法線HS1の位置で排障板21の回動を衝突した側のストッパ構造22によって停止させた上で、その衝突反力P2は、円弧形状を構成する曲面体又は多面体からなる排障板21(21A、21B)に対する法線方向に作用し、鉄道車両1の車体重心SJ近傍の位置で車体1aに伝達される。 Further, a substantially U-shaped notch 213 is formed in the left and right center portions 21C of the exhaust plate 21, and is spaced apart from the vehicle coupling device 3 mounted on the front end 1S of the railway vehicle 1 by a predetermined gap. Therefore, when the left side 21A or the right side 21B of the barrier plate 21 collides with a large-mass obstacle S such as an ordinary passenger car, the normal HS to the upper and lower intermediate parts of the left side 21A or right side 21B that collided with is discharged at a position passing through a range W from a first normal line HS1 passing through the vehicle center of gravity SJ of the railway vehicle 1 to a second normal line HS2 parallel to the ground, or at a position of the first normal line HS1 passing through the vehicle center of gravity SJ. After the rotation of the barrier plate 21 is stopped by the stopper structure 22 on the collision side, the collision reaction force P2 is applied to the deflection plate 21 (21A, 21B) made of a curved or polyhedron forming an arc shape. It acts in the linear direction and is transmitted to the vehicle body 1a at a position near the vehicle center of gravity SJ of the railway vehicle 1.

このとき、切欠き部213が形成された左右中央部21Cが、強度的に変形し易いので、衝突しない反対側の排障板21(21A、21B)の影響を受けにくく、衝突した左側部21A又は右側部21Bに対する法線方向の角度が保持されやすい。そのため、この衝突反力P2による、その車体重心SJを通り枕木方向に平行な軸SJ2の周りに車体1aを回転させるモーメント力を生じにくく、また、車体重心SJを通り地面に垂直な軸SJ1の周りに車体1aを回転させるモーメント力も生じにくくさせることができる。 At this time, since the left and right center portions 21C in which the notch portions 213 are formed are easily deformed in terms of strength, they are less susceptible to the influence of the barrier plates 21 (21A, 21B) on the opposite side that do not collide, and the left side portion 21A that collided Alternatively, the angle in the normal direction to the right side portion 21B is likely to be maintained. Therefore, this collision reaction force P2 is less likely to generate a moment force that rotates the vehicle body 1a around the axis SJ2 that passes through the vehicle's center of gravity SJ and is parallel to the sleeper direction. Moment force that rotates the vehicle body 1a can also be made less likely to occur.

<作用効果>
以上、詳細に説明した本実施形態に係る鉄道車両の排障器10によれば、本排障器10は、水平断面形状が鉄道車両1の車体重心SJ近傍を通り地面に垂直な軸SJ1を中心とする円弧形状を構成する曲面体又は多面体からなる排障板11(11A、11B、11C)を備えているので、排障板11が、普通乗用車等のように質量の大きな障害物Sと衝突した時、その衝突反力P1は、排障板11の法線方向に作用し、鉄道車両1の車体重心SJ近傍の位置で車体1aに伝達される。そのため、この衝突反力P1によって、その車体重心SJを通り地面に垂直な軸SJ1の周りに車体1aを回転させるモーメント力を生じにくい。その結果、例えば、鉄道車両1の前端側が障害物Sと反対方向へずれ動き、鉄道車両1の後端側が障害物Sの方向へずれ動くことを抑制でき、車輪41がレールRaから脱線する可能性を低減できる。
<Effect>
According to the obstruction device 10 for a railway vehicle according to the present embodiment described in detail above, the horizontal cross-sectional shape of the obstruction device 10 extends along an axis SJ1 that passes near the vehicle center of gravity SJ of the railway vehicle 1 and is perpendicular to the ground. Since the barrier plate 11 (11A, 11B, 11C) is made of a curved or polyhedral body forming an arc shape at the center, the barrier plate 11 can be used to prevent obstructions S such as large-mass objects such as ordinary passenger cars. When a collision occurs, the collision reaction force P1 acts in the normal direction of the barrier plate 11 and is transmitted to the vehicle body 1a at a position near the vehicle center of gravity SJ of the railway vehicle 1. Therefore, this collision reaction force P1 hardly generates a moment force that rotates the vehicle body 1a around the axis SJ1 passing through the vehicle center of gravity SJ and perpendicular to the ground. As a result, for example, the front end of the railway vehicle 1 can be prevented from shifting in the direction opposite to the obstacle S, and the rear end of the railway vehicle 1 can be prevented from shifting in the direction of the obstacle S, making it possible for the wheels 41 to derail from the rail Ra. It is possible to reduce the

よって、本実施形態によれば、普通乗用車等のように質量の大きな障害物Sと衝突した場合において、その衝突反力P1によって生じる車体1aを回転させるモーメント力を低減させて、鉄道車両の脱線する可能性を軽減できる鉄道車両の排障器10を提供することができる。 Therefore, according to the present embodiment, in the case of a collision with a large-mass obstacle S such as an ordinary passenger car, the moment force that rotates the vehicle body 1a generated by the collision reaction force P1 is reduced, and the derailment of the railway vehicle is prevented. It is possible to provide a rail vehicle evacuation device 10 that can reduce the possibility of

また、本実施形態によれば、排障器20には、当該排障器20に進行方向後方へ所定の荷重以上の外力が作用した時に、上端部211に対して下端部212が進行方向後方へ移動可能に形成された排障板21を備えているので、所定の荷重以上の外力を生じさせない質量の小さな障害物に対しては、排障板21の姿勢を維持して、当該障害物を排除できる。例えば、排障板21の上端部211が進行方向後側に位置し、下端部212に下がるほど進行方向前側に位置するように、列車側面から見て進行方向前向きの勾配を持った姿勢で排障板21を装着することによって、所定の荷重以上の外力を生じさせない質量の小さな障害物に対しては、排障板21の進行方向前向きの勾配を持った姿勢を維持して、当該障害物を排除できる。 Further, according to the present embodiment, when an external force of more than a predetermined load is applied to the obstacle remover 20 backward in the traveling direction, the lower end 212 is moved backward in the traveling direction with respect to the upper end 211. Since the barrier plate 21 is configured to be movable, the posture of the barrier plate 21 can be maintained to move against an obstacle with a small mass that does not generate an external force exceeding a predetermined load. can be eliminated. For example, the upper end 211 of the evacuation plate 21 is located at the rear in the direction of travel, and the lower the lower end 212 is, the more it is located at the front in the direction of travel. By attaching the barrier plate 21, when dealing with a small-mass obstacle that does not generate an external force exceeding a predetermined load, the barrier plate 21 maintains a posture with a forward slope in the direction of movement, and removes the obstacle. can be eliminated.

また、車体台枠2には、排障板21の上下中間部に対する法線HSが鉄道車両1の車体重心SJを通過する第1法線HS1から地面と平行な第2法線HS2までの範囲Wを通過する位置で排障板21の移動を停止させるストッパ構造22を備えているので、排障板21が普通乗用車等のように質量の大きな障害物Sと衝突したときに、排障板21の上下中間部に対する法線HSが鉄道車両1の車体重心SJを通過する第1法線HS1から地面と平行な第2法線HS2までの範囲Wを通過する位置で排障板21の移動をストッパ構造22によって停止させ、その質量の大きな障害物Sから受けた衝突反力P2を車体重心SJ近傍の位置で車体1aに伝達させることができる。そのため、この衝突反力P2による、その車体重心SJを通り枕木方向に平行な軸SJ2の周りに車体1aを回転させるモーメント力を、生じにくくさせることができる。その結果、車体1aの前端側が下がり、車体1aの後端側が上がること、あるいは逆の動作としての、車体1aの前端側が上がり、車体1aの後端側が下がることを抑制でき、車輪41がレールRaから脱線する可能性を低減できる。 Further, the vehicle body underframe 2 has a normal line HS to the upper and lower intermediate portions of the barrier plate 21 in a range from a first normal line HS1 passing through the vehicle center of gravity SJ of the railway vehicle 1 to a second normal line HS2 parallel to the ground. Since it is equipped with a stopper structure 22 that stops the movement of the barrier plate 21 at the position where it passes W, when the barrier plate 21 collides with a large-mass obstacle S such as an ordinary passenger car, the barrier plate The displacement plate 21 is moved at a position where the normal line HS to the upper and lower intermediate parts of the railcar 21 passes through a range W from the first normal line HS1 passing through the vehicle center of gravity SJ of the railway vehicle 1 to the second normal line HS2 parallel to the ground. is stopped by the stopper structure 22, and the collision reaction force P2 received from the large-mass obstacle S can be transmitted to the vehicle body 1a at a position near the vehicle center of gravity SJ. Therefore, it is possible to make it difficult for the collision reaction force P2 to generate a moment force that rotates the vehicle body 1a around the axis SJ2 passing through the vehicle center of gravity SJ and parallel to the sleeper direction. As a result, it is possible to prevent the front end side of the vehicle body 1a from lowering and the rear end side of the vehicle body 1a from rising, or, as the opposite operation, from raising the front end side of the vehicle body 1a and lowering the rear end side of the vehicle body 1a. The possibility of derailment can be reduced.

よって、本実施形態によれば、普通乗用車等のように質量の大きな障害物Sと衝突した場合において、その衝突反力P2によって生じる車体1aを回転させるモーメント力を低減させて、鉄道車両1の脱線する可能性を軽減できる鉄道車両の排障器20を提供することができる。 Therefore, according to the present embodiment, when a vehicle collides with a large-mass obstacle S such as an ordinary passenger car, the moment force that rotates the vehicle body 1a generated by the collision reaction force P2 is reduced, and the railway vehicle 1 is rotated. It is possible to provide a railcar ejector 20 for a railway vehicle that can reduce the possibility of derailment.

また、本実施形態によれば、ストッパ構造22は、排障板21の上下中間部に対する法線HSが第1法線HS1の位置で排障板21の移動を停止させるので、排障板21が普通乗用車等のように質量の大きな障害物Sと衝突したときに、その障害物Sから受けた衝突反力P2を車体重心SJの位置で車体1aに伝達させることができる。そのため、車体重心SJを通り枕木方向に平行な軸SJ2の周りに車体1aを回転させるモーメント力が、より一層生じにくくなる。その結果、車体1aの前端側が下がり、車体1aの後端側が上がること、あるいは逆の動作としての、車体1aの前端側が上がり、車体1aの後端側が下がることをより一層抑制でき、車輪41がレールRaから脱線する可能性をより一層低減できる。 Further, according to the present embodiment, the stopper structure 22 stops the movement of the barrier plate 21 at a position where the normal line HS to the upper and lower intermediate portions of the barrier plate 21 is the first normal line HS1. When the vehicle collides with a large-mass obstacle S such as an ordinary passenger car, the collision reaction force P2 received from the obstacle S can be transmitted to the vehicle body 1a at the vehicle center of gravity SJ. Therefore, the moment force that rotates the vehicle body 1a around the axis SJ2 passing through the vehicle center of gravity SJ and parallel to the sleeper direction is even less likely to occur. As a result, it is possible to further suppress the front end side of the vehicle body 1a from lowering and the rear end side of the vehicle body 1a from rising, or, as the opposite operation, from raising the front end side of the vehicle body 1a and lowering the rear end side of the vehicle body 1a. The possibility of derailment from rail Ra can be further reduced.

また、本実施形態によれば、排障板21とストッパ構造22との間には、当該ストッパ構造22より強度的に弱い圧潰部材23が介在されているので、排障板21が普通乗用車等のように質量の大きな障害物Sと衝突したときに、圧潰部材23が変形することによって衝突荷重を軽減させた状態で、排障板21の上下中間部に対する法線HSが鉄道車両1の車体重心SJを通過する第1法線から地面と平行な第2法線までの範囲Wを通過する位置又は車体重心を通過する位置で排障板21の移動をストッパ構造22によって停止させ、その障害物Sから受けた衝突反力P2を緩和させつつ、車体重心SJ近傍の位置で車体1aに伝達させることができる。そのため、衝突反力P2が緩和されることによって、その車体重心SJを通り枕木方向に平行な軸SJ2の周りに車体1aを回転させるモーメント力が、より一層生じにくくなる。その結果、車体1aの前端側が下がり、車体1aの後端側が上がること、あるいは逆の動作としての、車体1aの前端側が上がり、車体1aの後端側が下がることを抑制でき、車輪41がレールRaから脱線する可能性をより一層低減できる。なお、圧潰部材23は、独立した部材には限定されず、溶接等で一体に組み立てられた構造の一部であってもよい。また、圧潰部材23は、レール方向又は上下方向に変形しても良く、レール方向及び上下方向に変形しても良い。 Furthermore, according to the present embodiment, the crushing member 23, which is weaker in strength than the stopper structure 22, is interposed between the evacuation plate 21 and the stopper structure 22, so that the evacuation plate 21 is When colliding with a large-mass obstacle S such as, the crushing member 23 is deformed to reduce the collision load, and the normal HS to the upper and lower intermediate portions of the evacuation plate 21 is The movement of the barrier plate 21 is stopped by the stopper structure 22 at the position passing through the range W from the first normal line passing through the center of gravity SJ to the second normal line parallel to the ground, or at the position passing the center of gravity of the vehicle, and the obstruction is stopped by the stopper structure 22. The collision reaction force P2 received from the object S can be relaxed and transmitted to the vehicle body 1a at a position near the vehicle center of gravity SJ. Therefore, by reducing the collision reaction force P2, the moment force that rotates the vehicle body 1a around the axis SJ2 passing through the vehicle center of gravity SJ and parallel to the sleeper direction becomes even less likely to occur. As a result, it is possible to prevent the front end side of the vehicle body 1a from lowering and the rear end side of the vehicle body 1a from rising, or, as the opposite operation, from raising the front end side of the vehicle body 1a and lowering the rear end side of the vehicle body 1a. The possibility of derailment can be further reduced. Note that the crushing member 23 is not limited to an independent member, and may be a part of a structure assembled integrally by welding or the like. Further, the crushing member 23 may be deformed in the rail direction or in the up-down direction, or may be deformed in the rail direction and the up-down direction.

また、本実施形態によれば、排障板21は、水平断面形状が鉄道車両1の車体重心SJ近傍を通り地面に垂直な軸SJ1を中心とする円弧形状を構成する曲面体又は多面体からなるので、排障板21が、普通乗用車等のように質量の大きな障害物Sと衝突した時、排障板21の上下中間部に対する法線HSが鉄道車両1の車体重心SJ近傍を通過する位置で排障板21の移動をストッパ構造22によって停止させた上で、その衝突反力P2は、円弧形状を構成する曲面体又は多面体からなる排障板21に対する法線方向に作用し、鉄道車両1の車体重心SJ近傍の位置で車体1aに伝達される。そのため、この衝突反力P2による、その車体重心SJを通り枕木方向に平行な軸SJ2の周りに車体1aを回転させるモーメント力を生じにくく、また、車体重心SJを通り地面に垂直な軸SJ1の周りに車体1aを回転させるモーメント力も生じにくくさせることができる。その結果、例えば、鉄道車両1の前端側が障害物Sと反対方向へずれ動き、鉄道車両1の後端側が障害物Sの方向へずれ動くことを抑制できると同時に、車体1aの前端側が下がり、車体1aの後端側が上がること、あるいは逆の動作としての、車体1aの前端側が上がり、車体1aの後端側が下がることを抑制でき、車輪41がレールRaから脱線する可能性をより一層低減できる。 Further, according to the present embodiment, the barrier plate 21 is made of a curved or polyhedral body whose horizontal cross-sectional shape constitutes an arc shape passing near the vehicle center of gravity SJ of the railway vehicle 1 and centered on the axis SJ1 perpendicular to the ground. Therefore, when the barrier plate 21 collides with a large-mass obstacle S such as an ordinary passenger car, the normal line HS to the upper and lower intermediate portions of the barrier plate 21 passes near the center of gravity SJ of the railway vehicle 1. After the movement of the evacuation plate 21 is stopped by the stopper structure 22, the collision reaction force P2 acts in the normal direction to the evacuation plate 21, which is made of a curved or polyhedron constituting an arc shape, and 1 is transmitted to the vehicle body 1a at a position near the vehicle center of gravity SJ. Therefore, this collision reaction force P2 is less likely to generate a moment force that rotates the vehicle body 1a around the axis SJ2 that passes through the vehicle's center of gravity SJ and is parallel to the sleeper direction. Moment force that rotates the vehicle body 1a can also be made less likely to occur. As a result, for example, it is possible to suppress the front end side of the railway vehicle 1 from shifting in the direction opposite to the obstacle S, and the rear end side of the railway vehicle 1 from shifting toward the obstacle S, and at the same time, the front end side of the vehicle body 1a is lowered. It is possible to suppress the rear end side of the vehicle body 1a from rising, or, as a reverse operation, the front end side of the vehicle body 1a is raised and the rear end side of the vehicle body 1a is lowered, and the possibility of the wheels 41 derailing from the rail Ra can be further reduced. .

また、本実施形態によれば、排障板21の左右中央部21Cには、鉄道車両1の先頭部1Sに装着された車両連結装置3から所定隙間で離間した略U字状の切欠き部213が形成されているので、排障板21の左側部21A又は右側部21Bが、普通乗用車等のように質量の大きな障害物Sと衝突した時、衝突した左側部21A又は右側部21Bの上下中間部に対する法線HSが鉄道車両1の車体重心SJを通過する第1法線HS1から地面と平行な第2法線HS2までの範囲Wを通過する位置又は車体重心SJを通過する位置で排障板21(21A、21B)の回動を停止させた上で、その衝突反力P2は、円弧形状を構成する曲面体又は多面体からなる排障板21(21A、21B)に対する法線方向に作用し、鉄道車両1の車体重心SJ近傍の位置で車体1aに伝達される。このとき、切欠き部213が形成された左右中央部21Cが、強度的に変形し易いので、衝突しない反対側の排障板21(21A、21B)の影響を受けにくく、衝突した左側部21A又は右側部21Bに対する法線方向の角度が保持されやすい。そのため、この衝突反力P2による、その車体重心SJを通り枕木方向に平行な軸SJ2の周りに車体1aを回転させるモーメント力を生じにくく、また、車体重心SJを通り地面に垂直な軸SJ1の周りに車体1aを回転させるモーメント力も生じにくくさせることができる。その結果、例えば、鉄道車両1の前端側が障害物Sと反対方向へずれ動き、鉄道車両1の後端側が障害物Sの方向へずれ動くことをより一層抑制できると同時に、車体1aの前端側が下がり、車体1aの後端側が上がること、あるいは逆の動作としての、車体1aの前端側が上がり、車体1aの後端側が下がることをより一層抑制でき、車輪41がレールRaから脱線する可能性をより一層低減できる。 Further, according to the present embodiment, in the left and right center portions 21C of the barrier plate 21, there is a substantially U-shaped notch spaced apart from the vehicle coupling device 3 attached to the front end 1S of the railway vehicle 1 by a predetermined gap. 213 is formed, so that when the left side 21A or right side 21B of the barrier plate 21 collides with a large obstacle S such as a regular passenger car, the upper and lower sides of the left side 21A or right side 21B that collided Exhaust occurs at a position where the normal line HS to the intermediate part passes through a range W from a first normal line HS1 passing through the vehicle center of gravity SJ of the railway vehicle 1 to a second normal line HS2 parallel to the ground, or at a position where the normal line HS passes through the vehicle center of gravity SJ. After stopping the rotation of the barrier plates 21 (21A, 21B), the collision reaction force P2 is applied in the normal direction to the barrier plates 21 (21A, 21B) made of a curved or polyhedron forming an arc shape. The force is transmitted to the vehicle body 1a at a position near the vehicle center of gravity SJ of the railway vehicle 1. At this time, since the left and right center portions 21C in which the notch portions 213 are formed are easily deformed in terms of strength, they are less susceptible to the influence of the barrier plates 21 (21A, 21B) on the opposite side that do not collide, and the left side portion 21A that collided Alternatively, the angle in the normal direction to the right side portion 21B is likely to be maintained. Therefore, this collision reaction force P2 is less likely to generate a moment force that rotates the vehicle body 1a around the axis SJ2 that passes through the vehicle's center of gravity SJ and is parallel to the sleeper direction. Moment force that rotates the vehicle body 1a can also be made less likely to occur. As a result, for example, it is possible to further suppress the front end side of the railway vehicle 1 from shifting in the direction opposite to the obstacle S, and the rear end side of the railway vehicle 1 from shifting toward the obstacle S, and at the same time, the front end side of the vehicle body 1a is It is possible to further suppress the lowering of the vehicle body 1a and the raising of the rear end of the vehicle body 1a, or the reverse movement in which the front end of the vehicle body 1a is raised and the rear end of the vehicle body 1a is lowered, thereby reducing the possibility of the wheels 41 derailing from the rail Ra. This can be further reduced.

<変形例>
以上、本実施形態に係る鉄道車両の排障器10、20を詳細に説明したが、本発明はこれに限定されることなく、その趣旨を逸脱しない範囲で様々な変更が可能である。
<Modified example>
Although the obstruction devices 10 and 20 for a railway vehicle according to the present embodiment have been described above in detail, the present invention is not limited thereto, and various changes can be made without departing from the spirit thereof.

例えば、第1実施例の排障器10では、排障板11は、鉄道車両1の先頭部1Sで車体1aの上下方向へ略垂直状に延設され、排障板11の上端部111は、車体台枠2に固定されている。しかし、必ずしも、これに限る必要はない。例えば、鉄道車両1の先頭部1Sで、排障板21の上端部211が進行方向前側に位置し、下端部212に下がるほど進行方向後側に位置するように、列車側面から見て進行方向後向きの勾配を持った姿勢で排障板21を装着してもよい。この場合には、排障板21が、普通乗用車等のように質量の大きな障害物Sと衝突した時、排障板21の上下中間部に対する法線HSが鉄道車両1の車体重心SJ近傍を通過するので、衝突反力P2による、その車体重心SJを通り枕木方向に平行な軸SJ2の周りに車体1aを回転させるモーメント力を生じにくくさせることができて、車体1aの前端側が下がり、車体1aの後端側が上がること、あるいは逆の動作としての、車体1aの前端側が上がり、車体1aの後端側が下がることを抑制でき、車輪41がレールRaから脱線する可能性をより一層低減できる。 For example, in the evacuation device 10 of the first embodiment, the evacuation plate 11 extends substantially vertically in the vertical direction of the car body 1a at the front end 1S of the railway vehicle 1, and the upper end portion 111 of the evacuation plate 11 , is fixed to the vehicle body frame 2. However, it is not necessarily limited to this. For example, in the leading part 1S of the railway vehicle 1, the upper end 211 of the evacuation plate 21 is located at the front side in the traveling direction, and the lower the lower end 212 is, the more it is located at the rear side in the traveling direction, as viewed from the side of the train. The evacuation plate 21 may be mounted in a posture with a backward slope. In this case, when the evacuation plate 21 collides with a large-mass obstacle S such as an ordinary passenger car, the normal HS to the upper and lower intermediate portions of the evacuation plate 21 will be in the vicinity of the vehicle center of gravity SJ of the railway vehicle 1. As a result, the moment force that rotates the vehicle body 1a around the axis SJ2 passing through the vehicle's center of gravity SJ and parallel to the sleeper direction due to the collision reaction force P2 can be made difficult to generate, and the front end side of the vehicle body 1a lowers, causing the vehicle body to It is possible to suppress the rear end side of the vehicle body 1a from rising or, as a reverse operation, the front end side of the vehicle body 1a from rising and the rear end side of the vehicle body 1a from lowering, and the possibility of the wheels 41 derailing from the rail Ra can be further reduced.

また、第2実施例の排障器20では、当該排障器20に進行方向後方へ所定の荷重以上の外力が作用した時に、車体台枠2に固定された上端部211を中心に下端部212が進行方向後方へ回動可能に形成された排障板21を備えている。しかし、排障板21は、上記回動する形態に限る必要はなく、上端部に対して下端部212が進行方向後方へ移動可能に形成されていれば良い。例えば、排障板21が塑性変形することで、下端部212が上端部211よりも進行方向後方へ移動する形態も含まれる。また、排障板21は、上端部211以外の位置で車体台枠2に支持されていても良い。 In addition, in the obstacle remover 20 of the second embodiment, when an external force of more than a predetermined load acts on the obstacle remover 20 backward in the traveling direction, the lower end around the upper end 211 fixed to the vehicle body underframe 2 212 is provided with an evacuation plate 21 that is formed to be rotatable backward in the traveling direction. However, the barrier plate 21 does not need to be limited to the above-mentioned rotating form, and the lower end portion 212 may be formed so as to be movable rearward in the traveling direction with respect to the upper end portion. For example, a configuration in which the lower end portion 212 moves rearward in the traveling direction than the upper end portion 211 due to plastic deformation of the evacuation plate 21 is also included. Further, the barrier plate 21 may be supported by the vehicle body frame 2 at a position other than the upper end portion 211.

また、第2実施例の排障器20では、車体台枠2には、排障板21の上下中間部に対する法線HSが鉄道車両1の車体重心SJを通過する第1法線HS1の位置で排障板21の回動を停止させるストッパ構造22を備えている(図9(D)を参照)。しかし、図6に示すように、排障板21とストッパ構造22との間に隙間が形成された構造の排障器20に限る必要はない。例えば、図10に示すように、排障板21とストッパ構造22との間には、ストッパ構造22より強度的に弱い圧潰部材23を介在させる構造の排障器20Bでも良い。圧潰部材23は、例えば、ストッパ構造22のストッパ部材22aより板厚が薄く、屈曲しやすく形成されている。この場合、排障器20Bに進行方向後方へ所定の荷重以上の外力が作用した時に、圧潰部材23がレール方向に潰れることによって、排障板21の上下中間部に対する法線HSが鉄道車両1の車体重心SJ近傍を通過する位置で排障板21の移動をストッパ構造22によって停止させ、その質量の大きな障害物Sから受けた衝突反力P2を緩和させながら車体重心SJ近傍の位置で車体1aに伝達させることができる(図9(D)を参照)。 Further, in the obstacle ejector 20 of the second embodiment, the vehicle body underframe 2 is provided with a first normal HS1 at which the normal HS to the upper and lower middle portions of the evacuation plate 21 passes through the vehicle center of gravity SJ of the railway vehicle 1. It is provided with a stopper structure 22 that stops the rotation of the discharge plate 21 at (see FIG. 9(D)). However, as shown in FIG. 6, it is not necessary to limit the structure of the ejector 20 in which a gap is formed between the evacuation plate 21 and the stopper structure 22. For example, as shown in FIG. 10, a deflector 20B may have a structure in which a crushing member 23, which is weaker in strength than the stopper structure 22, is interposed between the barrier plate 21 and the stopper structure 22. For example, the crushing member 23 has a thinner plate thickness than the stopper member 22a of the stopper structure 22, and is formed to be easily bent. In this case, when an external force equal to or greater than a predetermined load is applied to the rearward direction of travel on the evacuation device 20B, the crushing member 23 is crushed in the rail direction, so that the normal HS of the evacuation plate 21 to the upper and lower middle portions of the railway vehicle 1 The movement of the barrier plate 21 is stopped by the stopper structure 22 at a position where it passes near the vehicle center of gravity SJ, and the vehicle body is moved at a position near the vehicle center of gravity SJ while mitigating the collision reaction force P2 received from the obstacle S with a large mass. 1a (see FIG. 9(D)).

また、排障板21とストッパ構造22との間に、ストッパ構造22より強度的に弱い圧潰部材23Bを介在させる構造として、図11~図14に示す構造の排障器20Cを採ることもできる。ここでは、排障板21の背面に支持部材24が連結され、支持部材24の上端部が圧潰部材23Bに連結され、圧潰部材23Bの上端部がストッパ構造22に連結されている。この場合、排障器20Cに進行方向後方へ所定の荷重以上の外力が作用した時に、圧潰部材23Bが上下方向に潰れることによって、排障板21の上下中間部に対する法線HSが鉄道車両1の車体重心SJ近傍を通過する位置で排障板21の移動をストッパ構造22によって停止させ、その質量の大きな障害物Sから受けた衝突反力P2を緩和させながら車体重心SJ近傍の位置で車体1aに伝達させることができる(図12(A)、(B)(C)を参照)。 Further, as a structure in which a crushing member 23B which is weaker in strength than the stopper structure 22 is interposed between the evacuation plate 21 and the stopper structure 22, an evacuation device 20C having the structure shown in FIGS. 11 to 14 may be adopted. . Here, a support member 24 is connected to the back surface of the evacuation plate 21, an upper end of the support member 24 is connected to a crushing member 23B, and an upper end of the crushing member 23B is connected to the stopper structure 22. In this case, when an external force equal to or greater than a predetermined load is applied rearward in the traveling direction to the evacuation device 20C, the crushing member 23B is crushed in the vertical direction, so that the normal line HS to the upper and lower intermediate portions of the evacuation plate 21 is The movement of the barrier plate 21 is stopped by the stopper structure 22 at a position where it passes near the vehicle center of gravity SJ, and the vehicle body is moved at a position near the vehicle center of gravity SJ while mitigating the collision reaction force P2 received from the obstacle S with a large mass. 1a (see FIGS. 12(A), 12(B), and 12(C)).

なお、圧潰部材23Bと支持部材24は、以下のように構成することができる。例えば、図13、図14に示すように、圧潰部材23Bは、台枠2の下端に水平状に固定されたストッパ構造22と連結され上下方向に延設された複数(例えば、3つ)の縦板231Bと、各縦板231Bと連結され水平方向に延設された横板232Bとから構成し、支持部材24は、排障板21の背面に連結され上下方向に延設された複数(例えば、2つ)の縦板241から構成しても良い。支持部材24の縦板241は、圧潰部材23Bの縦板231Bと枕木方向で異なる位置に配置されている。この場合、排障器20Cに進行方向後方へ所定の荷重以上の外力が作用した時に、支持部材24の縦板241は、圧潰部材23Bの縦板231Bの間に入り込み、横板232Bが上下方向へ波状に変形することによって、衝撃荷重を緩和させる。 Note that the crushing member 23B and the support member 24 can be configured as follows. For example, as shown in FIGS. 13 and 14, the crushing member 23B includes a plurality of (for example, three) stopper structures 22 horizontally fixed to the lower end of the underframe 2 and extending in the vertical direction. The support member 24 is composed of a vertical plate 231B and a horizontal plate 232B connected to each vertical plate 231B and extending in the horizontal direction. For example, it may be constructed from two vertical plates 241. The vertical plate 241 of the support member 24 is arranged at a different position in the sleeper direction from the vertical plate 231B of the crushing member 23B. In this case, when an external force equal to or greater than a predetermined load is applied rearward in the traveling direction to the evacuation device 20C, the vertical plate 241 of the support member 24 enters between the vertical plates 231B of the crushing member 23B, and the horizontal plate 232B moves in the vertical direction. By deforming into a wave shape, the impact load is alleviated.

また、第2実施例の排障器20には、当該排障器20に進行方向後方へ所定の荷重以上の外力が作用した時に、車体台枠2に固定された上端部211を中心に下端部212が進行方向後方へ回動可能に形成された排障板21を備え、車体台枠2には、排障板21の上下中間部に対する法線HSが鉄道車両1の車体重心SJを通過する第1法線HS1を含む所定の範囲Wを通過する位置で排障板21の回動を停止させるストッパ構造22を備えている(図9(C)を参照)。第2実施例では、上記所定の範囲Wは、排障板21の上下中間部に対する法線HSが、鉄道車両1の車体重心SJを通過する第1法線HS1から地面と平行な第2法線HS2までの範囲(斜線で示す範囲)を意味するが、図15に示すように、排障板21が進行方向前向きの勾配を持った姿勢を維持している場合には、上記所定の範囲Wを、排障板21の上下中間点Pと、前台車4Aの前後中心を通過する垂線FBがレール上面RLと交差する点Kとを結ぶ第3法線HS3の領域まで、下方に拡大させることができる。なお、直線HS1は、P点と車体重心SJを通過する第1法線を示し、直線HS2は、P点を通りレール上面RLと平行な第2法線を示し、直線HNは、P点を通り、排障板21と垂直な法線を示す。 Furthermore, when an external force of more than a predetermined load is applied to the obstacle remover 20 in the rear direction in the traveling direction, the lower end of the obstacle remover 20 of the second embodiment is centered around the upper end 211 fixed to the vehicle body underframe 2. The body underframe 2 is provided with an evacuation plate 21 whose part 212 is rotatable rearward in the traveling direction, and the normal line HS to the upper and lower intermediate portions of the evacuation plate 21 passes through the vehicle center of gravity SJ of the railway vehicle 1. A stopper structure 22 is provided that stops the rotation of the discharge plate 21 at a position passing through a predetermined range W including the first normal line HS1 (see FIG. 9(C)). In the second embodiment, the above-mentioned predetermined range W is such that the normal line HS to the upper and lower intermediate parts of the barrier plate 21 ranges from the first normal line HS1 passing through the vehicle center of gravity SJ of the railway vehicle 1 to the second normal line parallel to the ground. This means the range up to the line HS2 (the range indicated by diagonal lines), but as shown in FIG. W is expanded downward to the area of the third normal line HS3 that connects the vertical midpoint P of the discharge plate 21 and the point K where the perpendicular line FB passing through the longitudinal center of the front bogie 4A intersects with the rail upper surface RL. be able to. Note that straight line HS1 indicates a first normal line passing through point P and the vehicle center of gravity SJ, straight line HS2 indicates a second normal line passing through point P and parallel to the rail top surface RL, and straight line HN indicates a line passing through point P. 2, a normal line perpendicular to the discharge plate 21 is shown.

以下に、上記所定の範囲Wを、排障板21の上下中間点Pと、前台車4Aの前後中心を通過する垂線FBがレール上面RLと交差する点Kとを結ぶ第3法線HS3の領域まで、下方に拡大させることができる理由を説明する。 Below, the above-mentioned predetermined range W is defined by a third normal line HS3 that connects the vertical midpoint P of the ejector plate 21 and the point K where the perpendicular line FB passing through the longitudinal center of the front bogie 4A intersects with the rail upper surface RL. The reason why the area can be expanded downward will be explained.

すなわち、図16に示すように、車体重心SJには、垂直下向きの重力SGが作用し、この重力SGに対抗するため、車体1aには、前台車4Aと後台車4Bとから垂直上向きの支持力VF、VRが作用している。通常、車体重心SJは、前台車4Aと後台車4Bとの中間点と一致するように設計されているので、定常走行時における前台車4Aの支持力VF0と、後台車4BのVR0は、それぞれ等しく、重力SGの1/2となる。 That is, as shown in FIG. 16, vertical downward gravity SG acts on the vehicle center of gravity SJ, and in order to counteract this gravity SG, the vehicle body 1a is supported vertically upward from the front bogie 4A and the rear bogie 4B. Forces VF and VR are acting. Normally, the vehicle center of gravity SJ is designed to coincide with the midpoint between the front bogie 4A and the rear bogie 4B, so the supporting force VF0 of the front bogie 4A and VR0 of the rear bogie 4B during steady running are respectively Equally, it is 1/2 of the gravity SG.

そして、図17に示すように、排障板21のP点に障害物による衝突反力PF2が、法線HNに沿って作用したとする。この場合、ベクトルPX2が衝突反力PF2の水平成分を示し、ベクトルPZ2が衝突反力PF2の垂直成分を示す。このとき、車体重心SJには、衝突反力PF2の水平成分(PX2)と等しい見かけ上の慣性力SX2が前向きに作用する。ここで、車体重心SJに作用する重力SGは、不変であるので、車体重心SJには、上記慣性力SX2と重力SGとの合成力SF2が、車体1aの斜め前下方に向けて傾斜する傾斜線SW2上の力として作用する。 As shown in FIG. 17, it is assumed that a collision reaction force PF2 due to an obstacle acts on point P of the obstacle removal plate 21 along the normal line HN. In this case, vector PX2 indicates the horizontal component of collision reaction force PF2, and vector PZ2 indicates the vertical component of collision reaction force PF2. At this time, an apparent inertial force SX2 equal to the horizontal component (PX2) of the collision reaction force PF2 acts forward on the vehicle center of gravity SJ. Here, since the gravity SG acting on the vehicle center of gravity SJ remains unchanged, the composite force SF2 of the inertial force SX2 and the gravity SG is applied to the vehicle center of gravity SJ at an angle tilted diagonally forward and downward of the vehicle body 1a. It acts as a force on line SW2.

また、図17に示すように、上記傾斜線SW2と法線HNとの交点M2を通る垂直線MB2は、前台車4Aの前後中心を通過する垂線FBと近接し、後台車4Bの前後中心を通過する垂線RBから大きく離間している。そのため、車体重心SJに作用する重力SGと衝突反力PF2の垂直成分PZ2との合力に対抗する台車4の支持力として、前台車4Aの支持力VF2が大きくなり、後台車4Bの支持力VR2が相当程度小さくなる。しかし、この場合は、後台車4Bの支持力VF2は完全には失われていないので、脱線する可能性は小さい。 Further, as shown in FIG. 17, a vertical line MB2 passing through the intersection M2 of the inclined line SW2 and the normal line HN is close to a perpendicular line FB passing through the longitudinal center of the front bogie 4A, and a vertical line MB2 passing through the longitudinal center of the rear bogie 4B. It is far away from the perpendicular line RB that it passes through. Therefore, the supporting force VF2 of the front bogie 4A increases as the supporting force of the bogie 4 that counters the resultant force of the gravity SG acting on the vehicle center of gravity SJ and the vertical component PZ2 of the collision reaction force PF2, and the supporting force VR2 of the rear bogie 4B increases. becomes considerably smaller. However, in this case, the supporting force VF2 of the rear bogie 4B is not completely lost, so the possibility of derailment is small.

ところが、図18に示すように、排障板21の法線HN3が、点Kを通過する第3法線HS3より下方に位置する場合、前記傾斜線SW2と法線HN3との交点M3を通過する垂線MB3が、点Kより前方に位置することになる。そして、交点M3の位置に、衝突反力PF3の垂直成分PZ3と重力SGとの合力が垂直下方に作用するので、車体1aに対する後台車4Bの支持力が負の値となり、後台車4Bの位置で車体1aが浮き上がる可能性が大となる。そのため、排障板21の法線HN3が、点Kを通過する第3法線HS3と一致するところが、脱線の可能性を軽減できる限界と言える。 However, as shown in FIG. 18, when the normal line HN3 of the discharge plate 21 is located below the third normal line HS3 passing through the point K, it passes through the intersection M3 of the inclined line SW2 and the normal line HN3. The perpendicular line MB3 is located in front of point K. Then, at the position of the intersection M3, the resultant force of the vertical component PZ3 of the collision reaction force PF3 and the gravity SG acts vertically downward, so the supporting force of the rear bogie 4B with respect to the car body 1a becomes a negative value, and the position of the rear bogie 4B changes. Therefore, there is a high possibility that the vehicle body 1a will float up. Therefore, the point where the normal line HN3 of the discharge plate 21 coincides with the third normal line HS3 passing through the point K can be said to be the limit at which the possibility of derailment can be reduced.

よって、ストッパ構造22によって、排障板21の回動を停止させる所定の範囲Wは、排障板21の上下中間部に対する法線HSが、鉄道車両1の車体重心SJを通過する第1法線HS1から地面と平行な第2法線HS2までの範囲(図9(C)の斜線で示す範囲)に限らず、図15に示すように、排障板21が進行方向前向きの勾配を持った姿勢を維持している場合には、上記所定の範囲Wを、排障板21の上下中間点Pと、前台車4Aの前後中心を通過する垂線FBがレール上面RLと交差する点Kとを結ぶ第3法線HS3の位置まで下方に拡大させることができる。 Therefore, the predetermined range W in which the rotation of the evacuation plate 21 is stopped by the stopper structure 22 is the first range in which the normal line HS to the upper and lower intermediate portions of the evacuation plate 21 passes through the vehicle center of gravity SJ of the railway vehicle 1. Not limited to the range from the line HS1 to the second normal line HS2 parallel to the ground (the range shown by diagonal lines in FIG. 9(C)), as shown in FIG. If the posture is maintained, the above-mentioned predetermined range W is defined as the point K where the vertical midpoint P of the evacuation plate 21 and the perpendicular line FB passing through the longitudinal center of the front bogie 4A intersects with the upper surface RL of the rail. It is possible to expand downward to the position of the third normal line HS3 that connects the .

本発明は、例えば、踏切等において普通乗用車等のように質量の大きな障害物と衝突した場合において、その衝突反力によって生じる車体を回転させるモーメント力を低減させて、鉄道車両の脱線する可能性を軽減できる鉄道車両の排障器として利用できる。 The present invention reduces the moment force that rotates the vehicle body caused by the collision reaction force when it collides with a large-mass obstacle such as a regular passenger car at a railroad crossing, etc., thereby reducing the possibility of derailment of the railway vehicle. It can be used as a barrier remover for railway vehicles that can reduce the risk of damage.

1 鉄道車両
1a 車体
1S 先頭部
2 車体台枠
3 車両連結装置
10、20、20B、20C 排障器
11、21 排障板
11A、11B、11C 排障板
21C 左右中央部
22 ストッパ構造
23、23B 圧潰部材
111、211 上端部
112、212 下端部
213 切欠き部
HS 法線
HS1 第1法線
HS2 第2法線
S 障害物
SJ 車体重心
SJ1、SJ2 軸
W 範囲
1 Railway vehicle 1a Car body 1S Head part 2 Car body underframe 3 Vehicle coupling device 10, 20, 20B, 20C Barrier 11, 21 Barrier plate 11A, 11B, 11C Barrier plate 21C Left and right center portion 22 Stopper structure 23, 23B Crushing member 111, 211 Upper end 112, 212 Lower end 213 Notch HS Normal line HS1 First normal line HS2 Second normal line S Obstacle SJ Vehicle center of gravity SJ1, SJ2 Axis W Range

Claims (5)

鉄道車両の先頭部に装着され、線路上の障害物を排除可能に形成された鉄道車両の排障器であって、
前記排障器は、水平断面形状が前記鉄道車両の車体重心近傍を通り地面に垂直な軸を中心とする円弧形状を構成する曲面体又は多面体からなる排障板を備えていることを特徴とする鉄道車両の排障器。
A railway vehicle obstacle remover mounted on the front end of a railway vehicle and configured to be able to remove obstacles on the track,
The barrier remover is characterized in that it includes a barrier plate whose horizontal cross-sectional shape is a curved or polyhedron whose horizontal cross-sectional shape is an arc centered on an axis that passes near the center of gravity of the railway vehicle and is perpendicular to the ground. Obstructor for railway vehicles.
鉄道車両の先頭部に装着され、線路上の障害物を排除可能に形成された鉄道車両の排障器であって、
前記排障器には、当該排障器に進行方向後方へ所定の荷重以上の外力が作用した時に、上端部に対して下端部が進行方向後方へ移動可能に形成された排障板を備え、
車体台枠には、前記排障板の上下中間部に対する法線が前記鉄道車両の車体重心を通過する第1法線を含む所定の範囲を通過する位置で前記排障板の移動を停止させるストッパ構造を備えていること
前記排障板は、水平断面形状が前記鉄道車両の車体重心近傍を通り地面に垂直な軸を中心とする円弧形状を構成する曲面体又は多面体からなることを特徴とする鉄道車両の排障器。
A railway vehicle obstacle remover mounted on the front end of a railway vehicle and configured to be able to remove obstacles on the track,
The obstacle evacuation device includes an evacuation plate formed such that a lower end portion can move rearward in the traveling direction with respect to an upper end portion when an external force of a predetermined load or more is applied to the obstacle evacuation device backward in the traveling direction. ,
The vehicle body underframe is configured to stop the movement of the barrier plate at a position where a normal line to the upper and lower intermediate portions of the barrier plate passes through a predetermined range including a first normal line passing through the center of gravity of the vehicle of the railway vehicle. Equipped with a stopper structure ,
The barrier plate for a railway vehicle is characterized in that the horizontal cross-sectional shape is a curved body or a polyhedron whose horizontal cross-sectional shape constitutes an arc shape centered on an axis that passes near the center of gravity of the vehicle and is perpendicular to the ground. .
請求項2に記載された鉄道車両の排障器において、
前記ストッパ構造は、前記排障板の上下中間部に対する法線が前記第1法線の位置で前記排障板の移動を停止させることを特徴とする鉄道車両の排障器。
In the railcar evacuation device according to claim 2,
A barrier ejector for a railway vehicle, wherein the stopper structure stops the movement of the barrier plate at a position where a normal line to an upper and lower intermediate portion of the barrier plate is the first normal line.
請求項2又は請求項3に記載された鉄道車両の排障器において、
前記排障板と前記ストッパ構造との間には、当該ストッパ構造より強度的に弱い圧潰部材が介在されていることを特徴とする鉄道車両の排障器。
In the railcar exhaust device according to claim 2 or 3,
A barrier remover for a railway vehicle, wherein a crushing member having a strength weaker than the stopper structure is interposed between the barrier plate and the stopper structure.
請求項2乃至請求項のいずれか1項に記載された鉄道車両の排障器において、
前記排障板の左右中央部には、前記鉄道車両の先頭部に装着された車両連結装置から所定隙間で離間した略U字状の切欠き部が形成されていることを特徴とする鉄道車両の排障器。
In the railcar ejector for a railway vehicle according to any one of claims 2 to 4 ,
A railway vehicle characterized in that a substantially U-shaped notch is formed in the left and right center portions of the barrier plate and is spaced apart by a predetermined gap from a vehicle coupling device mounted on the front end of the railway vehicle. Obstruction device.
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JP2003095094A (en) 2002-09-11 2003-04-03 Hitachi Ltd Rail rolling stock
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JP2015155871A (en) 2014-02-21 2015-08-27 メディカテック株式会社 Device for measuring powder property
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JP2003095094A (en) 2002-09-11 2003-04-03 Hitachi Ltd Rail rolling stock
JP2012106684A (en) 2010-11-19 2012-06-07 Kawasaki Heavy Ind Ltd Obstacle removal device for railway rolling stock
JP2015155871A (en) 2014-02-21 2015-08-27 メディカテック株式会社 Device for measuring powder property
CN107914728A (en) 2017-11-14 2018-04-17 中车长春轨道客车股份有限公司 The front end energy absorption device of railcar

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