200418664 玫、發明說明： 【發明所屬之技術領域】 本發明係有關新幹線等鐵路車輛之排障板支撐構造。 【先前技術】 於鐵路車輛中，為了不捲進執道上的障礙物（例如重量 大約100kg的障礙物）而將其排除到側方，一般於車輛前頭 部设置排障裝置。又由於此種排障裝置在不捲入障礙物而 將其排除時’要求將車體的損傷盡量降低至輕微的程度， 故須作成在碰撞時難以受到碰撞能量影響的構造。因此， ’一般是於車輛前部配置難以變形的物體，並透過緩衝裳 置連接於車體的構造。 習知有一種排障板支撐構造，例如圖7及圖8所示， 係於彎曲成朝行駛方向前方凸出之鋼製排障板（rail guard)101後方，沿該排障板1〇1大致間隔其板厚設置將複 數片板貫102a重疊而成的緩衝板！ 〇2。此支撑構造是以緩 衝板102吸收由排障板丨〇 1的變形所吸收不完的能量。該 緩衝板102透過緩衝板支撐裝置1〇3及安裝座1(M安裝於 車體底架105(參考圖7)。又，排障板i〇1的左右兩側部透 過安裝座106安裝於車體底架ι〇5。又，1〇7是排障板 的防落下件。 此種構造’為因應隨著車輛高速化而增加的碰撞能量 ，故必要的板厚增加。結果，排障板1〇1成為較車體底架 1 05為厚的鋼板。因此，在與障礙物碰撞的情形，排障板 ^U41^664 難以變形，而對車體施加大的撞擊荷重。 ^ 達成重里輕、提尚將障礙物排除到執道外的功 月匕m里減低對車體的撞擊荷重的排障裝置，例如有曰本 特=20G1-55141號之公報所揭露者。該排障裝置，係將具 有：曲成朝行駛方向前方凸出的鋼製排障板之兩邊以橫梁 、 於該排障板的軌道中心線上排障板與橫梁之間使用 中空狀鋁合金製型材而構成。 【發明内容】 排障裝置，其目的如前述在於排除鐵路上的障礙物， 故其排障板（前端插部）牢固地固^於車體底架的側梁。意 即，車體前頭部的強度變得極高。因此，車輛彼此實際碰 !時，碰撞時的撞擊過大，有時可能在車體前頭部破壞之 ,於則頭°卩排障裝置後側的駕駛室就先破壞。此種情 形可以說對乘務員不利，耐撞性差。於此，「❹性 指可確保乘務員的生存區(存活區一alzone)，減低對 乘務員的撞擊。 本發明係有鑑於此點而提出者，其目的在於提供财撞 擊性優異之鐵路車麵之排障板支擇構造。 本發明係用來將行駛中排除軌道上障礙物的排障板支 撐：車體底架者；其具有如下之構成：於該排障板前頭部 之^側配设朝車輛前後方向延伸之能量吸收構件，該能量 牛，後端部透過能量吸收構件支撐裝置安裝於該車 豆“、亥排障板左右側部之上緣部，係於能量吸收構件 200418664 支撐裝置之側方位置被車體底架所支撐。 於此，能量吸收構件，並未特別限制，可使用峰值荷 重低平均反作用力鬲的周知的能量吸收構件，例如筒 狀管材。 μ 如此，假定鐵路車輛彼此碰撞的情形，在設計階段中 預先考慮碰撞的各種因素決定車體前頭部潰縮區 e)的長度，在潰縮區，無需支撐排障板的強固構件，緩 和對排障板的約束，故可降低潰縮區破壞時的峰值荷重。 另方面，藉由在排障板前頭部的後側配設朝車輛前 後申：峰值荷重低、平均反作用力高的能量吸收構件， =撞能量之吸收可由能量吸收構件來補足。因此，相較於 單純僅設置排障板的情形，本發明較能提高碰撞能量的吸 收性能，緩和對乘務員的撞擊。又，由於原本排障裝置的 目的是，排除障礙物時所需吸收的能量的大部分均由該能 里吸收構件所負擔，故亦緩和障礙物排障時的撞擊。 因此田有必要耘度以上的大碰撞能量作用於行駛中 將軌道上障礙物排除至軌道外的排障板時，能藉能量吸收 構件來吸收而緩和對乘務員的撞擊。 較佳者a ’該排障板左右側部之上緣冑，係於駕駛室 之前方透過排障板支撐裝置安裝於車體底架。 如此，藉由使包含駕駛室的乘務員生存區（存活區）位 於該潰縮區後方，可避免在碰撞時壓毁(crush)駕駛室，確 保乘務員的生存區。亦即，由於利用能量吸收構件之碰撞 能量的吸收是在於遠離駕駛座之前方潰縮區所進行，故確 8 200418664 保乘務員的生存區（存活區）並 且緩和對乘務員的撞擊。 較仏者為，該排障板，係呈越往 傾斜夕彡业认乂- ⑷越在別方或側方 之嫌練\ 别頭部之上緣部附近安裝有大致長方體带 致鉛垂下方。 下緣—位於該塊體前面之大 藉此，由於在排障板前頭部 方體形的塊體，嗜排隍拓二-s 、，彖#附近女裝大致長 大…：： 部的下緣部位於塊體前面的 =: 故在車輛彼此碰撞時，排障板的上側部分( :=側部分同時碰撞。因此，可減低因排障板前傾角 輛前後方向產生。 ”早板的壓毀變形穩定地沿車 【實施方式】 發明之實施 以下根據圖式說明本發明之實施形態。 如圖^及圖2所示，行駛中排除軌道上障礙物的排障 板1 ’係整體彎曲成前方凸出之馬蹄狀，由前頭部1A、及 自其左右兩端延伸至後方的左右側部1B、1C所構成。排 障板1全體透過具有排障板吊掛件2及上部支撺構件3的 排障板支擇構件22而以吊掛狀態安裝於車體底架10，亦 即，排障板i的前頭部1A並不被直接支撐於車體底架10 。具體而言’於圖示的潰縮@ s之後方，該排障板i的左 右側邛1B、1C的上緣部透過複數個排障板吊掛件2固定 於上部支禮構件3。該上部支撐構件3安裝於車體底架1〇 200418664 。潰縮區s係於車體構造中設計成會藉由組成變形來吸收 碰撞能量的範圍。 於該排障板1前頭部1A的後側向後突出設置連結托 架4 °該連結托架4，係與配置於車體前後方向的作為能 里吸收構件的四方筒狀撞擊吸收用管件5的前端部相連結 。於排障板1後方並未如同習知者設置沿排障板重疊複數 片板黃的緩衝板。撞擊吸收用管件5，係沿車輛中心軸延 設，其前端附近的上面，向上側形成相對車輛的中心軸呈 左右對稱之缺口部5 a。形成有該缺口部5 a的撞擊吸收用 官件5的前端，係有引起能量吸收用蛇腹變形的觸發部的 功能。由於使用四方筒形撞擊吸收用管件5替代習知緩衝 板’故為有利於重量減輕的構造。 且5亥彳里擊吸收官件不必為一個，複數個亦無妨，於 此〖月开^/下，較佳者，係配置成相對於車輛中心軸呈左右對 稱。由於當有車輛中心軸方向的撞擊作用於排障板1前端 部時，荷重極平均地作用於各撞擊吸㈣管件（能量吸收構 件)。故各撞擊吸收用管件不會向左右倒下，而會藉由撞擊 吸收用管件的蛇腹變形來進行能量吸收。 又’該撞擊吸收用管件5的後端部與朝車體左右方向 延伸的下部支《件6連結，下部切構件 狀構件。該下部支撐構件6的卢右^ ^ 工右兩^ °卩，係分別與朝斜 垂直方向延伸的左右支撐構件 ^ ^ 千/L 7R的下端部連結。左 右支撐構件7L、7R的上端部，係 @ — '、、L區S的後方，鎖 I、固疋於車體底架10。又， 下σ卩支撐構件6後側，藉朝後 200418664 方及斜上方延伸的左右傾斜支撐構件8L、8R而連結於車 體底架10。如此，支撐撞擊吸收用管件5後端部的能量吸 收構件支撑裝置21由該支撐構件6、7L、7R、8L、8R所 構成。 如前述，於能量吸收構件支撐裝置21的側方位置，排 障板1的左右側部1B、1C的上緣部透過排障板支撐裝置 22(由排障板吊掛件2及上部支撐構件3構成）被支撐於車 體底架10。因此，排障板！的左右側部丨B、丨c上緣部透 過排障板支撐裝置22而安裝於車體底架10的位置是駕駛 室13位置的前方部位，駕駛室n位於潰縮區$之後方。 如此’在排障板丨後側配設撞擊吸收用管件5，將其 後端部連結於安裝在車體底架丨〇的能量吸收構件支撐裝 置21(支撐構件6、7L、7R、几、8R),藉此可使吸收碰撞 月匕里用的虼形行程足夠長。又，藉由於車體前頭部的潰縮 區s之後方以排障板支撐裝置21(支撐構件2、”支撐排障 板1，就不必於潰縮區s設置支撐剛性高的支撐裝置，亦 可緩和排障板1的約束。結果，可抑制碰撞時的峰值荷重 ’獲得良好的耐撞性。 特別是可使包含駕駛室13的乘務員生存區（存活區）位 於該潰縮區S後方，故可避免在撞擊時壓毁駕駛室13，確 保乘務員的生存區。亦即，由於撞擊吸收用管件5的碰揸 月匕里吸收是於遠離駕駛室13之前方的潰縮區s來進行， 故可確保乘務員的生存區（存活區）並緩和對乘務員的撞擊 又，如圖示，該排障板 . (彳主下部越往前方或側方 、斜的形狀。於排障板丨的前頭部的上緣部附近大致長方 :形之塊體’该排障板丨的前頭部的下緣部位於該塊體9 則面的大致錯垂下方。1，該塊體9的前面大致呈在㈣ 面展開的平面，背面則呈對應於排障才反i的傾斜面。藉由 如此的構成’於車輛彼此碰撞時，排障板！的上側部分(塊 體9的刖面）與下側部分（排障板1的下緣部）將同時碰撞， 使由排M i的前傾角（與船垂面所成的角度）所產生的上 下方向的荷重減低，排障板丨的壓毁變形可沿車輛前後方 向產生。 並且，為了於行駛中排除軌道上的障礙物，有必要以 上的大碰撞能量作用於排障板1日夺，不僅排障板1壓毀而 吸收碰撞能量，亦藉由撞擊吸收用管# 5的蛇腹變形吸收 碰撞能量。因此，撞擊能量的吸收效果亦與習知構造（設有 沿排障板在排障板後側重疊複數片板簧而成的緩衝板的構 造）相當或比習知構造優異。 圖3之⑷至（d)顯示當使1〇〇kg之剛體球以時速 300km/h正面撞擊該排障板支撐構造的排障板而有撞擊荷 重作用時將其變化狀態模擬分析所得之結果。圖4顯示此 時排障板（排障裝置）的反作用力。圖3之（8)至（(1)是顯示撞 擊後歷經時間T分別為Osec、〇.〇12sec、〇.〇3sec、 0.086sec時的變形圖。 如圖3之（a)至（d)及圖4所示，當使i〇〇kg之剛性球以 時速300km/h正面撞擊該排障板支撐構造之排障板而有撞 12 200418664 擊荷重作用時，碰撞能量，係於潰縮區S， 馬撞擊德、丹 0.03sec的排障板的變形、及其後側撞擊 ^匕 ”又管件的松貧 變形所吸收而減低。且，於T=〇sec至 〇_〇3sec之間，進 行方向反作用力不超過80tonf，撞擊時的峰值— 何重不會太 冋〇 又，同樣地，圖5之（a)至（c)分別顯示··當使i〇〇kg之 剛體球以時速300km/h從正面以偏置（offsen § 万式（自車 體中心向右大致偏離750mm)碰撞採用該排障板支撐構造 的排障板時之變化狀態。圖5之（4至〇)顯示此情形;撞= 後的歷經時間T分別為〇sec、〇.015sec、〇 〇3sec時變形的 圖。 於此情形下，如圖5之⑷至⑷所示，當使1〇〇kg之剛 體球以時速300km/h、偏離正面之方式進行撞擊而有碰撞 荷重作用時，由於剛體球相對排障板的入射角小，故在碰 撞後歷經0.03sec之間，主要藉由排障板的變形，吸收緩 和撞擊並產生將剛體球排出執道外的反作用力。 再者，圖6之（a)至（e)進一步顯示：使剛壁〇b碰撞採 用剷述排障板支摟構造的車體而有碰撞荷重作用時將此情 形之變化狀態模擬分析的結果。於此情形下，圖6之（a)至 (e)是顯示變形行程量Ds分別為〇mm、250mm、500mm、 750mm、1000mm時的變形的圖。 於前述實施形態中，雖基於容易引起有利於能量吸收 的蛇腹變形、可減輕重量的觀點，使用四方筒形之撞擊吸 收用管件作為能量吸收構件，不過，於本發明中不限於此 13 ZUU^f 15004 亦可使用其他周知的能量吸收構件。 【圖式簡單說明】 (一）圖式部分 圖1係顯示本發明鐵路車輛之排障板支撐構造之側視 圖2係圖1之俯視圖。 圖3係⑷至（d)顯示當使1〇〇kg之剛體球以時速 3 〇 〇 k m / h正面碰撞採用本發明構造之排障板而有碰撞荷重 作用日τ，將其變化狀態模擬分析後所得結果的示意圖。 面撞擊本發明之排障板支撐構造時 時間變化的圖。 圖4,係顯示當使100kg之剛體球以時速300km/h正 進行方向反作用力隨 圖5，係⑷至（c)顯示當使100kg之剛體球以時速 300km/h〖面碰撞採用本發明構造之排障板而有碰撞荷重 作用k，將其Μ化狀態模擬分析所得結果的示意圖。 圖 係⑷至（e)顯示當使剛壁碰撞採用本發明構造之 車體而有碰撞荷重作用# 始分 乍用可’將其變化狀態模擬分析所得結 果的圖。 圖 7 ’係顯示習知乂斗々 白知鐵路車輛的排障板支撐構造之側視 圖8 ’係圖7的俯視圖。 (二）元件代表符號 排障板 14 200418664 ΙΑ 前頭部 IB 左側部 1C 右側部 2 排障板吊掛件 3 上部支撐構件 4 連結托架 5 撞擊吸收用管件 5a 缺口部 6 下部支撐構件 7L 左支撐構件 7R 右支撐構件 8L 左傾斜支撐構件 8R 右傾斜支撐構件 9 塊體 10 車體底架 13 駕駛室 21 能量吸收構件支撐裝置 22 排障板支撐裝置 S 潰縮區 15200418664 Description of the invention: [Technical field to which the invention belongs] The present invention relates to a support structure for a baffle plate of railway vehicles such as the Shinkansen. [Prior art] In railway vehicles, obstacles (for example, obstacles weighing about 100 kg) are removed to the side so as not to get caught in obstacles on the road, and an obstacle-removing device is generally provided at the front of the vehicle. In addition, since such an obstacle-removing device eliminates obstacles and removes them ', it is required to reduce the damage of the vehicle body to a slight extent, so a structure that is difficult to be affected by collision energy during a collision must be made. Therefore, ′ generally has a structure in which a hard-to-deform object is arranged at the front of the vehicle, and is connected to the vehicle body through a cushion. It is known that there is a support structure for a baffle plate. For example, as shown in FIG. 7 and FIG. 8, it is behind a steel rail guard 101 that is bent to protrude forward in the driving direction. A buffer plate formed by overlapping a plurality of plates 102a at approximately the same thickness is provided! 〇2. In this support structure, the buffer plate 102 absorbs energy that cannot be absorbed by the deformation of the barrier plate 01. The buffer plate 102 is mounted on the vehicle body chassis 105 (refer to FIG. 7) through the buffer plate support device 103 and the mounting base 1. The left and right side portions of the barrier plate i〇1 are mounted on the mounting base 106. The underbody of the vehicle body ι05. Furthermore, 107 is an anti-falling part of the barrier plate. This structure is' necessary to increase the thickness of the plate due to the collision energy that increases as the vehicle becomes faster. As a result, troubleshooting The plate 101 becomes a thicker steel plate than the vehicle body chassis 105. Therefore, in the case of collision with an obstacle, the barrier plate ^ U41 ^ 664 is difficult to deform, and a large impact load is applied to the vehicle body. ^ Achieve weight Light and Tishang The obstacle removing device that removes obstacles from the road to reduce the impact load on the vehicle body, such as those disclosed in the Japanese Gazette No. 20G1-55141. The obstacle removing device, It is composed of a steel beam barrier that protrudes forward in the direction of travel with beams, and a hollow aluminum alloy profile is used between the barrier and the beam on the track centerline of the barrier. SUMMARY OF THE INVENTION The purpose of the obstacle removal device is to eliminate obstacles on the railway as described above. Its baffle plate (front end inserting part) is firmly fixed to the side beam of the chassis of the car body. This means that the strength of the front head of the car body becomes extremely high. Therefore, when the vehicles actually touch each other! If it is too large, it may sometimes be damaged in the front of the car. Then the driver ’s cab behind the obstacle elimination device will be destroyed first. This situation can be said to be unfavorable to the flight attendant and has poor crashworthiness. The present invention refers to a living zone (alive zone) that can ensure the flight attendant and reduce the impact on the flight attendant. The present invention was made in view of this point, and its purpose is to provide a barrier structure for a railroad car with excellent financial impact. The present invention is used to support a deflector board that removes obstacles on the track during driving: a chassis of a vehicle body; it has the following structure: a side of the front head of the deflector board is arranged to extend in the front-rear direction of the vehicle; The energy absorbing member, the energy cow, the rear end is installed on the car bean through the energy absorbing member support device, the upper edge of the left and right side of the baffle, is tied to the side of the energy absorption member 200418664 support device by the car Supported by the body chassis. Here, the energy absorbing member is not particularly limited, and a known energy absorbing member having a low peak reaction force and a low average reaction force, such as a tubular pipe, can be used. Μ In this way, it is assumed that the railway vehicles collide with each other in advance in the design stage. The various factors of the collision determine the length of the crushing area e) of the front head of the car body. In the crushing area, there is no need for a strong member to support the barrier plate, and the constraint on the barrier plate is eased, so the peak value of the crushing area can be reduced. Load. On the other hand, by arranging an energy absorbing member on the rear side of the front head of the barrier board toward the front and rear of the vehicle: a low peak load and a high average reaction force, the absorption of collision energy can be supplemented by the energy absorbing member. Therefore, compared with a case in which only a barrier plate is provided, the present invention can improve the absorption performance of collision energy and alleviate the impact on the crew. In addition, since the purpose of the original obstacle-removing device is that most of the energy to be absorbed when removing obstacles is borne by the energy absorbing member, the impact of obstacles when removing obstacles is also eased. Therefore, it is necessary for Tian to apply a large collision energy above the driving force to the obstacles on the track to the obstacle elimination board outside the track, which can be absorbed by the energy absorbing member to mitigate the impact on the crew. Preferably, a ', the upper edges of the left and right sides of the baffle plate are attached to the front of the cab through the baffle plate support device and installed on the chassis of the vehicle body. In this way, by locating the flight attendant's living area (survival area) behind the collapsed area, it is possible to avoid crushing the cab during a collision and ensure the flight attendant's living area. That is, because the collision energy absorption using the energy absorbing member is performed away from the collapse area in front of the driver's seat, it ensures the flight attendant's survival zone (survival zone) and mitigates the impact on the flight attendant. The more difficult it is, the baffle is inclined more and more in the evening, and it is recognized that it is more and more difficult to practice-⑷ 越 is installed on the other side or side of the head . Lower edge—Large in front of the block. Due to the square-shaped block on the front of the baffle plate, the women's clothing near the platoon Takuji-s ,, and ## has grown up ... :: The lower edge of the part The == located in front of the block, so when the vehicles collide with each other, the upper side of the barrier (== the side collisions at the same time. Therefore, it can reduce the front-to-back direction of the vehicle due to the forward tilt of the barrier. ”The crush deformation of the early board is stable Ground vehicle [Embodiment] Implementation of the invention The following describes the embodiment of the present invention with reference to the drawings. As shown in FIG. 2 and FIG. The horseshoe shape is composed of a front head 1A and left and right side portions 1B and 1C extending from the left and right ends to the rear. The barrier plate 1 is entirely passed through a row having a barrier plate hanger 2 and an upper support member 3. The baffle supports the member 22 and is mounted on the vehicle body chassis 10 in a suspended state, that is, the front head 1A of the baffle plate i is not directly supported on the vehicle body chassis 10. Specifically, 'as shown in the figure' Behind the collapse of @s, the upper edges of the left and right sides 该 1B, 1C of the baffle plate i pass through Several baffle hangers 2 are fixed to the upper support member 3. The upper support member 3 is installed on the vehicle body chassis 10200418664. The collapse zone s is designed in the vehicle body structure to be absorbed by the deformation of the composition The range of collision energy. A connection bracket 4 is protruded rearwardly from the rear side of the front head 1A of the baffle plate 1. The connection bracket 4 is connected to a rectangular tube shape as an energy absorbing member disposed in the front-rear direction of the vehicle body. The front end portion of the impact absorbing pipe 5 is connected. A bumper plate in which a plurality of yellow plates are overlapped along the barrier plate is not provided behind the barrier plate 1. The impact absorbing pipe 5 is extended along the center axis of the vehicle. On the upper surface near the front end, a notched portion 5 a which is symmetrical with respect to the center axis of the vehicle is formed on the upper side. The front end of the impact absorbing official member 5 with the notched portion 5 a is formed to deform the abdomen for energy absorption. The function of the triggering part. Since the square cushion-shaped impact absorbing pipe 5 is used instead of the conventional buffer plate, the structure is conducive to weight reduction. Moreover, there is no need to have one and five absorbing shock absorbing parts, and it is not necessary to use a plurality of them. 〖Monthly Open ^ / Better, it is better to be arranged symmetrically with respect to the vehicle's central axis. Because when a collision in the direction of the vehicle's central axis acts on the front end of the barrier plate 1, the load is extremely evenly applied to each impact suction pipe ( (Energy absorbing member). Therefore, the impact absorbing pipes do not fall to the left and right, but the energy absorption is performed by the deformation of the bellows of the absorbing pipe. Also, the rear end portion of the impact absorbing pipe 5 and the body The lower support extending in the left-to-right direction is connected to the member 6 and the lower part is a member-like member. The right support ^ ^ and the right two ^ ° 卩 of the lower support member 6 are left and right support members that extend perpendicular to the oblique direction ^ ^ thousand / The lower end portion of L 7R is connected. The upper end portions of the left and right support members 7L and 7R are connected to the rear of the L area S and are locked to the vehicle body chassis 10. Further, the rear side of the lower sigma support member 6 is connected to the vehicle body chassis 10 by left and right inclined support members 8L, 8R extending rearward and obliquely upward, and on the side of the 200418664 side. As described above, the energy absorbing member supporting device 21 for supporting the rear end portion of the impact absorbing pipe 5 is composed of the supporting members 6, 7L, 7R, 8L, and 8R. As described above, at the lateral position of the energy absorbing member support device 21, the upper edge portions of the left and right side portions 1B and 1C of the barrier plate 1 pass through the barrier support device 22 (by the barrier suspender 2 and the upper support member 3). Configuration) is supported by the vehicle body chassis 10. So troubleshooter! The upper and lower side portions of the left and right sides 丨 B, 丨 c are mounted on the chassis 10 through the barrier support device 22 in a position forward of the cab 13 and the cab n is located behind the collapse area $. In this way, the impact absorbing pipe 5 is arranged on the rear side of the barrier board, and the rear end portion is connected to the energy absorbing member support device 21 (support members 6, 7L, 7R, several, 8R), so as to make the stroke of the maggot used to absorb the collision moon dagger long enough. In addition, since the baffle plate supporting device 21 (supporting member 2, "supports the baffle plate 1" behind the crushed area s of the front head of the vehicle body, it is not necessary to provide a support device with high support rigidity in the crushed area s. It is also possible to alleviate the restraint of the barrier 1. As a result, the peak load at the time of the collision can be suppressed to obtain good crashworthiness. In particular, the crew living area (survival area) including the cab 13 can be located behind the collapse area S Therefore, it is possible to avoid crushing the driver's cab 13 in the event of an impact, and ensure a crewmember's living area. That is, because the impact absorption of the impact absorbing pipe 5 is performed away from the collapse region s in front of the driver's cab 13. Therefore, it can ensure the flight attendant's survival zone (survival zone) and mitigate the impact on the flight attendant. As shown in the figure, the barrier board. (彳 The lower part of the main body is more forward or sideways, inclined shape. On the barrier board 丨The front edge of the front edge of the head is approximately rectangular: the shape of the block 'the lower edge of the front head of the baffle plate 丨 is located below the surface of the block 9 which is roughly staggered. 1, the block 9 The front face is roughly flat on the ㈣ plane, and the back face is corresponding to the troubleshooting. With such a structure, when the vehicles collide with each other, the upper portion (the sloping surface of the block 9) and the lower portion (the lower edge portion of the barrier plate 1) will collide at the same time, so that The load in the up-down direction caused by the forward inclination angle of the row Mi (the angle formed with the ship's vertical surface) is reduced, and the crushing deformation of the baffle plate 丨 can be generated in the front-rear direction of the vehicle. In addition, in order to exclude the track from running, It is necessary that the above-mentioned large collision energy acts on the barrier plate 1 to not only absorb the collision energy by crushing the barrier plate 1 but also absorb the collision energy by the bellows deformation of the impact absorption tube # 5. Therefore, The impact energy absorption effect is also equivalent to or better than the conventional structure (a structure provided with a buffer plate in which a plurality of leaf springs are superposed on the rear side of the barrier plate). d) shows the result obtained by simulating and analyzing the change state of a rigid body ball of 100 kg / h at a speed of 300 km / h, and the impact load is applied. Figure 4 shows this time Reactions of the Troubleshooter (Troubleshooting Device) (8) to ((1) in Fig. 3 are deformation diagrams showing the elapsed time T after the impact is Osec, 0.0012sec, 0.03sec, 0.086sec, respectively. As shown in Fig. 3 (a) to ( d) As shown in Figure 4, when a 100-kg rigid ball was hitting the barrier of the barrier support structure at a speed of 300 km / h, there was a collision. 12 200418664 The impact energy was tied to the crash. The shrinkage zone S, the deformation of the baffle plate that Ma hit German and Dan 0.03sec, and the impact of the rear side ^ dagger "were absorbed and reduced by the loose deformation of the pipe. And, between T = 0 sec to 〇_〇3 sec. In the meanwhile, the directional reaction force does not exceed 80tonf, and the peak value at the time of the impact-it will not be too heavy. Similarly, (a) to (c) of Figure 5 respectively show that when a rigid body ball of 100 kg is used At the speed of 300km / h from the front at an offset (offsen § 10,000-style (approximately 750mm from the center of the vehicle body to the right)) collision state when the barrier using the barrier support structure is changed. Fig. 5 (4 to 0) shows this situation; the deformation time when the elapsed time T after collision = 0 sec, 0.015 sec, and 〇 03 sec, respectively. In this case, as shown in Figures ⑷ to 5 of Figure 5, when a rigid body ball of 100 kg is impacted at a speed of 300 km / h and deviating from the front, and there is a collision load, the rigid body ball is relatively opposed to the baffle plate. The angle of incidence is small, so after a collision of 0.03sec, the deformation of the baffle plate mainly absorbs and mitigates the impact and generates a reaction force that pushes the rigid body ball out of the way. Furthermore, (a) to (e) of FIG. 6 further show the results of a simulation analysis of a change state of the situation when a rigid wall OB collided with a vehicle body adopting a scaffolding plate support structure and a collision load was applied. . In this case, (a) to (e) of FIG. 6 are diagrams showing the deformations when the deformation stroke amounts Ds are 0 mm, 250 mm, 500 mm, 750 mm, and 1000 mm, respectively. In the foregoing embodiment, although a rectangular tube-shaped impact absorption pipe is used as the energy absorption member from the viewpoint of easily causing deformation of the bellows which is favorable for energy absorption and reducing weight, the invention is not limited to this 13 ZUU ^ f 15004 Other well-known energy absorbing members can also be used. [Brief description of the drawings] (I) Schematic part Fig. 1 is a side view showing a baffle support structure of a railway vehicle of the present invention. Fig. 2 is a plan view of Fig. 1. Figures 3 to (d) show that when a rigid body ball of 100 kg is brought into frontal collision at a speed of 300 km / h, the barrier plate constructed by the present invention is used to have a collision load acting day τ, and its change state is simulated and analyzed. Schematic representation of the results obtained afterwards. A graph showing the change in time when the surface impacts the barrier support structure of the present invention. Figure 4 shows that when a 100kg rigid body ball is traveling at a speed of 300km / h, the reaction force is in the forward direction. As shown in Figure 5, systems (c) to (c) show that a 100kg rigid body ball is being used at a speed of 300km / h. It is a schematic diagram of the results obtained by simulating and analyzing the barrier state of the barrier plate and the impact load k. Figures ⑷ to (e) are diagrams showing the results of the impact load when a rigid wall collides with a vehicle body constructed in accordance with the present invention. FIG. 7 ′ is a side view showing the support structure of a barrier board of a conventional railway vehicle of FIG. 7 and FIG. 8 ′ is a plan view of FIG. 7. (II) Symbols for component deflectors 14 200418664 ΙΑ Front head IB Left side 1C Right side 2 Barrier hanger 3 Upper support member 4 Link bracket 5 Impact absorbing pipe 5a Notch 6 Lower support member 7L Left support Member 7R Right support member 8L Left tilt support member 8R Right tilt support member 9 Block 10 Car body chassis 13 Cab 21 Energy absorbing member support device 22 Barrier support device S Crush zone 15