JP5020988B2 - Shock absorber and railway vehicle - Google Patents

Description

  The present invention relates to an impact absorbing device and a railway vehicle that absorb impact energy when an automobile or a train collides with the front of a railway vehicle, and reduce damage to the automobile, the train, and the host vehicle, and impact on passengers and crew members. is there.

  In preparation for a collision with an automobile or a train during the operation of the train, a buffer member is provided in front of the vehicle to reduce damage to the automobile or the host vehicle. For example, the device disclosed in Patent Document 1 is designed to extend a shock-absorbing member in front of the leading vehicle in the event of an abnormality such as a collision accident, thereby receiving an impact in front of the vehicle and reducing damage to the automobile or the host vehicle. Can do.

JP 2008-120383 A

  However, since the driver's cab and important parts are arranged in the front part of the vehicle, it is not possible to secure a sufficient space for arranging the shock absorber and the like, and the volume of the buffer member to be arranged becomes small. This reduces the amount of energy that can be absorbed. Even in the device disclosed in Patent Document 1, the space for disposing the buffer member is small, and the impact cannot be sufficiently received.

  Accordingly, an object of the present invention is to provide an impact absorbing device capable of storing an impact absorbing member having a volume equal to or larger than that of a conventional one and sufficiently absorbing impact energy even when a space for arranging the impact absorbing member in the vehicle is small. It is to provide a railway vehicle using this.

  The impact absorbing device of the present invention is an impact absorbing device that absorbs impact energy of an obstacle colliding in front of a railway vehicle, and is a long first impact absorbing device that absorbs impact energy at the time of collision by plastic deformation. A member, a support member that rotatably supports one end in the longitudinal direction of the first shock absorbing member, and a first member that extends toward the front of the vehicle in front of the support member and stops the rotation of the first shock absorbing member. The first stopper is provided with a stopper, a second stopper extending in a direction that makes a predetermined angle around the position of the support member with respect to the extending direction of the first stopper, and the first shock absorbing member stopped by the second stopper. And a drive mechanism for rotating the first shock absorbing member around the one end supported by the support member until stopping.

  According to the present invention, by rotating the shock absorbing member housed in the vehicle, the first shock absorbing member is protruded forward of the vehicle so that the longitudinal direction of the first shock absorbing member coincides with the longitudinal direction of the vehicle. be able to. Here, the coincidence between the longitudinal direction of the first shock absorbing member and the longitudinal direction of the vehicle includes not only perfect coincidence but also substantially coincidence. As a result, even when the space in the longitudinal direction of the vehicle in the longitudinal direction of the first shock absorbing member cannot be secured in the longitudinal direction of the vehicle in the front of the cab in the vehicle, Can be stored in the vehicle, and an impact absorbing member having a volume equal to or larger than that of the conventional one can be used, and damage to obstacles and the host vehicle due to a collision can be reduced. Further, the rotation of the first shock absorbing member makes it possible to easily project the first shock absorbing member toward the front of the vehicle and store the protruding first shock absorbing member in the vehicle. In the present invention, the obstacle is a person, car, train, or the like that appears in front of the leading vehicle.

  In the present invention, the support member has a shaft that is the center of rotation of the first shock absorbing member, and a rotating link that is connected between the first shock absorbing member and the drive mechanism and rotates about the shaft. The rotation link is formed with an opening into which the shaft is inserted, the convex portion is formed on one of the peripheral surface of the shaft and the inner wall surface of the opening, and the concave portion is formed on the other, When the rotated first shock absorbing member is stopped by the first stopper, the convex portion and the concave portion face each other, and the diameter of the opening is larger than the sum of the diameter of the shaft and the height of the convex portion. According to this, after making the 1st impact-absorbing member protrude ahead of a vehicle, the rotation link can be fixed to the shaft by fitting the projection and the recess of the opening of the shaft and the rotation link with each other. As a result, the first impact absorbing member can be fixed in a state of projecting forward of the vehicle, and the impact energy can be reliably absorbed.

  In the impact absorbing device of the present invention, the drive mechanism has an operating member that rotates and translates the rotary link, and the convex portion and the concave portion can be fitted together by translating the rotary link. it can. According to this, by sliding the rotating link in the front-rear direction of the vehicle, it is possible to easily engage and release the shaft and the protruding portion and the recessed portion of the opening of the rotating link.

  In the impact absorbing device of the present invention, the second stopper extends in the vertical direction, and when the first impact absorbing member is stopped by the second stopper, the lower end of the first impact absorbing member is supported by the support member. Is done. According to this, when the first shock absorbing member stopped by the second stopper is rotated and protruded forward of the vehicle, the driving force and gravity of the driving mechanism are applied, so the first shock absorbing member rotates faster, The first shock absorbing member protrudes quickly toward the front of the vehicle. Further, since the gravity is applied, the driving force is small. As a result, a small cylinder or spring can be used as the cylinder or spring used as the drive mechanism, and the first shock absorber can be miniaturized.

  Moreover, the railway vehicle according to the present invention is a railway vehicle including the above-described impact absorbing device and a second impact absorbing member disposed at a front portion of the railway vehicle. The second impact absorbing member is a first impact absorbing member. It is preferable that the member is disposed between the first shock absorbing member and the second stopper when the member is stopped by the second stopper. According to this, when the first shock absorbing member does not completely protrude forward of the vehicle, that is, while the first shock absorbing member is rotating, the obstacle collides with the first shock absorbing member, and the first shock is absorbed. Even when the impact energy cannot be sufficiently absorbed by the absorbing member, the impact energy can be absorbed by the second impact absorbing member, and damage to the obstacle and the host vehicle can be reduced.

  The railway vehicle according to the present invention further includes the above-described shock absorbing device and a coupler provided so as to protrude forward of the vehicle, and the first shock absorbing member rotated by the driving mechanism is stopped by the first stopper. In this case, it is preferable that the tip of the first shock absorbing member protrudes forward from the tip of the coupler. According to this, since the obstacle and the impact absorbing member can collide with each other in front of the tip of the coupler, damage to the coupler can be reduced.

  According to the shock absorbing device and the railway vehicle of the present invention, the first shock absorbing member accommodated in the vehicle is rotated so that the longitudinal direction of the first shock absorbing member coincides with the longitudinal direction of the vehicle. The absorbing member can be protruded forward of the vehicle. As a result, even if the space in the vehicle cannot be secured, the long first impact absorbing member can be accommodated in the vehicle by changing the direction, so that an impact absorbing member having a volume equal to or larger than that of the conventional one can be used. It is possible to reduce obstacles and vehicle damage due to collision.

(A) is a front view by embodiment of this invention, (b) is a top view by embodiment of this invention. It is a side view by embodiment of this invention. It is a side view by embodiment of this invention. It is a side view by embodiment of this invention. It is an enlarged view which shows a part of periphery of a rotation link, and has shown the process of rotating an impact-absorbing member in order. It is a side view of the railway vehicle by the modification of this invention. It is a side view of the railway vehicle by the modification of this invention. It is a side view of the railway vehicle by the modification of this invention. It is a side view of the railway vehicle by the modification of this invention. It is a side view of the railway vehicle by the modification of this invention. It is a side view of the railway vehicle by the modification of this invention. It is an enlarged view which shows a part of periphery of the rotation link and impact absorption member by embodiment of this invention. It is a top view by an embodiment of the invention.

  Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings.

  Here, an embodiment of a railway vehicle according to the present invention will be described. FIG. 1A is a front view according to an embodiment of the present invention (when the impact absorbing member is not expanded). FIG. 1B is a plan view (when the shock absorbing member is unfolded) according to the embodiment of the present invention. 2 to 4 are side views according to the embodiment of the present invention and show the periphery of the shock absorbing device shown in FIG. 2 to 4 sequentially show the operation of the shock absorbing device. FIGS. 5A to 5D are views showing a part of the periphery of the shaft, and sequentially showing the steps of rotating the shock absorbing member. 1 (a) and 1 (b) mainly show the arrangement of the impact absorbing device in the railway vehicle, and the description of members excluding the impact absorbing device is omitted.

  As shown in FIGS. 1 and 2, the railway vehicle 10 includes an impact absorbing device 100 provided in front of the railway vehicle 10, a drive button 1, a brake handle 2 for operating an emergency brake, a coupler 3, and a carriage. 4, a horn pedal 5, and two doors 6. Two shock absorbers 100 are arranged on the floor 8 of the cab, and are respectively installed on the right side and the left side when the railway vehicle 10 is viewed from the front. As shown in FIG. 2, the impact absorbing device 100 includes an impact absorbing member 11, an air cylinder 12 that drives the impact absorbing member 11, and a flat plate 13 that stops the impact absorbing member 11. The shock absorbing member 11, the air cylinder 12, and the flat plate 13 are disposed on the base 31. An impact absorbing member 14 is disposed between the impact absorbing member 11 and the flat plate 13.

[Shock absorbing member 11]
The shock absorbing member 11 (first shock absorbing member) has a lower end attached to the base 31 via the rotary link 21 and the bearing 33. The shock absorbing member 11 has a long hollow member and a flat plate joined to the front end and the rear end of the hollow member. The hollow member and the flat plate are made of an aluminum alloy. A partition is formed at the center of the hollow member, and the cross section has a Japanese character shape. By arranging the cross section so that it has a Japanese character shape, Euler buckling of the hollow member is less likely to occur. The three hollow members are arranged in parallel with being separated by a predetermined distance in the width direction of the railway vehicle 10.

  The flat plate is welded to each of the front and rear ends of the three hollow members. Since the front end and the rear end of the hollow member are connected by the flat plate, when the flat plate at the front end receives a load, the three hollow members are uniformly plastically deformed to absorb impact energy at the time of collision. In this embodiment, an aluminum alloy is used as the material of the shock absorbing member 11, but other light alloys or steel materials may be used. In addition, although not shown, the hollow member is formed with a concave portion or a convex portion in a direction perpendicular to the longitudinal direction. This concave portion or convex portion becomes the starting point of plastic deformation due to impact, and prevents the generated load from becoming excessive due to the notch effect. As shown in FIG.1 (b), the three rotation links 21 are attached to the flat plate welded to the rear end of the hollow member at predetermined intervals. In addition, a frame 60 that holds three hollow members is attached to the rear end of the hollow member. With this frame 60, the three hollow members can be rotated simultaneously.

  As shown in FIG. 2, the shock absorbing member 11 is disposed so that the longitudinal direction of the shock absorbing member 11 coincides with the height direction (vertical direction) of the railway vehicle 10 during normal operation. When an obstacle appears in front of the railway vehicle 10, the shock absorbing member 11 rotates around the lower end (FIG. 3), falls on the floor 8, and as shown in FIG. The end located above) protrudes forward. At this time, the longitudinal direction of the shock absorbing member 11 coincides with the longitudinal direction of the railway vehicle 10.

[Air cylinder 12]
The air cylinder 12 is attached to the base 31 by a mounting base 35 behind the rear end of the shock absorbing member 11 (the end that becomes the lower end during operation). The air cylinder 12 is attached in parallel to the base 31 and extends and contracts in the longitudinal direction of the railway vehicle 10. The air cylinder 12 has a cylinder 25 and a piston rod 26 that advances and retreats in the cylinder 25. The tip of the piston rod 26 is connected to one end of the slide link 22. The cylinder 25 has a forward air supply port (not shown), a reverse air supply port (not shown), and a discharge valve (not shown) that discharges air in the cylinder 25. The cylinder 25 is filled with compressed air supplied from an air tank (not shown). The forward air supply port is formed at the rear end of the cylinder 25 and is connected to an air tank (not shown) via a pipe (not shown). The air supply port for retraction is formed at the front end of the cylinder 25 and is connected to the air tank via a pipe (not shown). The discharge valve is located at the rear of the cylinder 25 and is opened when compressed air is supplied from the backward air supply port. When the release valve is opened, the compressed air in the cylinder 25 is released. The discharge valve is closed when compressed air is supplied from the forward air supply port.

  The air cylinder 12 operates in response to a signal from the drive button 1. When the driver presses the drive button 1 during normal operation, the release valve of the air cylinder 12 is opened by a signal from the drive button 1. Air in the cylinder 25 is discharged to the outside from the discharge valve, compressed air is supplied into the cylinder 25 from an air supply port formed at the front end of the cylinder 25, the piston rod 26 moves backward, and the air cylinder 12 contracts. When returning the shock absorbing member 11 into the railcar 10, the drive button 1 is pushed. The release valve of the air cylinder 12 is closed by a signal from the drive button 1, and compressed air is supplied into the cylinder 25 from the air supply port formed at the rear end of the cylinder 25, the piston rod 26 moves forward, and the air cylinder 12 extends.

[Mounting base 35]
The mounting base 35 is mounted on the base 31 behind the shock absorbing member 11. The mounting base 35 fixes the cylinder 25 to the base 31.

[Rotary link 21 and slide link 22]
The shock absorbing member 11 and the air cylinder 12 are connected via a rotation link 21 and a slide link 22. The rotary link 21 and the slide link 22 are connected by a pin 23. When the air cylinder 12 expands and contracts, the slide link 22 operates. Along with the operation of the slide link 22, the rotation link 21 rotates and the shock absorbing member 11 rotates. The rotating link 21 rotates around a shaft 32 extending from a bearing 33 disposed below the rear end of the shock absorbing member 11 (the end that becomes the lower end during operation).

[Rotating link 21]
As shown in FIG. 1B, three rotary links 21 are attached to the rear end (frame 60) of the shock absorbing member 11. Each rotary link 21 is located at the rear end of each of the three shock absorbing members 11. The three rotary links 21 are respectively attached to both ends and a center position in the longitudinal direction of the frame 60 (the rear end of the shock absorbing member 11). The rotation link 21 attached at the center position is connected to the slide link 22 by a pin 23. (The previous sentence is deleted because the contents of the subsequent sentence can be understood from the previous sentence.)

  As shown in FIGS. 5A to 5D, the rotary link 21 has a substantially circular opening 21a at the center. A concave portion 21b is formed on the inner wall surface of the opening 21a at a position closest to the shock absorbing member 11, and the concave shape of the concave portion 21b is formed in the radial direction of the circle of the opening 21a (toward the shock absorbing member 11 side). Has been. The diameter of the circle of the opening 21 a is larger than the sum of the diameter of the shaft 32 serving as the center of rotation of the rotary link 21 and the height of the convex portion 32 b formed on the shaft 32. When the shaft 32 is inserted into the opening 21a, a gap is formed between the inner wall surface of the opening 21a and the peripheral surface of the shaft 32. When the rotary link 21 rotates, the rotary link 21 rotates while a part of the inner wall surface of the opening 21 a is in contact with a part of the peripheral surface of the shaft 32.

[Slide link 22]
As shown in FIG. 5, one end of the slide link 22 is connected to one end of the rotary link 21 by a pin 23. As shown in FIG. 2, the other end of the slide link 22 attached to the center position of the frame 60 (the rear end of the shock absorbing member 11) is attached to the tip of the piston rod 26. The slide link 22 is activated by contraction of the air cylinder 12. When the air cylinder 12 is extended, as shown in FIGS. 2 and 5A, the slide link 22 is inclined with respect to the base 31, and the end of the slide link 22 on the pin 23 side is provided. Is approaching the base 31. As the air cylinder 12 contracts, the inclination of the slide link 22 becomes smaller with respect to the base 31 as shown in FIGS. 3, 4, 5 (b), and (c).

[Shaft 32, Bearing 33]
Three bearings 33 are fixed to the base 31. The three bearings 33 are fixed to be separated by a predetermined distance in the width direction of the railway vehicle 10. The bearing 33 located in the center of the three bearings 33 is provided in front of the mounting base 35. A shaft 32 is attached to each of the three bearings 33.

  The shaft 32 is a thin rod, is supported by the bearing 33, and extends in parallel with the width direction of the railway vehicle 10. A convex portion 32b is formed at the foremost position of the peripheral surface of the shaft 32 (in this embodiment, the position showing 9 o'clock in the cross section (circle) of the shaft 32 shown in the side view of FIG. 5). . The convex shape of the convex portion 32 b is formed in the radial direction of the shaft 32 and toward the front direction of the railway vehicle 10.

  The shaft 32 passes through the opening 21 a of the rotary link 21, and each of the shafts 32 fixed to the three bearings 33 passes through each of the openings 21 a of the three rotary links 21. The rotary link 21 and the shock absorbing member 11 rotate around a shaft 32 and are supported by a bearing 33.

[Base 31]
The base 31 is attached to the floor 8 and is disposed in the cab. A bearing 33, a flat plate 13 that stops the shock absorbing member 11, and a mounting base 35 are fixed to the base 31 in order from the front.

[Operation of Air Cylinder 12, Slide Link 22, and Rotating Link 21]
Here, operations of the air cylinder 12, the slide link 22, and the rotation link 21 will be described. During normal train operation, the slide link 22 is inclined with respect to the base 31 as shown in FIG. 2 and FIG. The recess 21b of the rotary link 21 is located at the uppermost position of the opening 21a (position indicating 12:00 of the circle of the opening 21a). When the piston rod 26 moves backward in the cylinder 25 and the air cylinder 12 contracts, the slide link 22 is pulled rearward of the railway vehicle 10, and the inclination of the slide link 22 with respect to the base 31 is reduced, and the slide by the pin 23 is performed. The connecting portion between the link 22 and the rotation link 21 moves upward, and the rotation link 21 rotates counterclockwise in the side view of FIG. 5A (FIG. 5B). The rotary link 21 rotates 90 degrees counterclockwise and stops. As shown in FIG. 5C, the concave portion 21b is separated from the convex portion 32b by the amount corresponding to the concave portion of the concave portion 21b and faces the convex portion 32b.

  When the air cylinder 12 is further contracted, the slide link 22 and the rotary link 21 are translated rearward of the railway vehicle 10, and the concave portion 21b and the convex portion 32b are fitted to each other (FIG. 5D).

  When the piston rod 26 advances in the cylinder 25 and the air cylinder 12 extends from the state in which the concave portion 21b and the convex portion 32b are fitted to each other as shown in FIG. 5D, the slide link 22 and the rotary link 21 are connected to the railroad. The vehicle moves in parallel to the front of the vehicle 10, and the concave portion 21b is separated from the convex portion 32b by the concave portion of the concave portion 21b, and the fitting between the concave portion 21b and the convex portion 32b is released (FIG. 5C).

  When the piston rod 26 further advances and the air cylinder 12 extends, the slide link 22 tilts with respect to the base 31 while moving forward, and the connecting portion between the slide link 22 and the rotary link 21 by the pin 23 is lowered. As a result, the rotary link 21 rotates to the right in the side view of FIG. 5C (FIG. 5B). The rotary link 21 rotates about 90 degrees to the right and stops (FIG. 5A).

[Flat plate 13]
The flat plate 13 is disposed between the bearing 33 and the air cylinder 12 (mounting base 35). The flat plate 13 extends in the vertical direction, is installed upright with respect to the floor 8 so that the height direction of the flat plate 13 coincides with the vertical direction, and is supported by the support bar 18 from the rear. The flat plate 13 has a flat plate shape (a rectangular parallelepiped shape) that is substantially the same size as the shock absorbing member 11, and is attached to the base 31 so that the flat plate surface faces the front-rear direction of the railway vehicle 10.

  The flat plate 13 stops the shock absorbing member 11 that is rotated clockwise around the shaft 32 from the state in which the shock absorbing member 11 shown in FIG. 4 is deployed (FIG. 2). In the present embodiment, a flat plate having a plane substantially the same size as the shock absorbing member 11 is used as the flat plate 13. However, the shock absorbing member may be a rod-shaped member or a flat plate smaller than the shock absorbing member 11. 11 rotation may be stopped. As the material of the flat plate 13, for example, a material having a high impact strength such as a steel material, a resin having a high toughness, a steel material, or wood can be used.

[Shock absorbing member 14]
The shock absorbing member 14 (second shock absorbing member) has a flat plate shape smaller than the shock absorbing member 11 and is attached to a flat plate surface on the front side of the flat plate 13. During normal operation, it is located between the impact absorbing member 11 and the flat plate 13 as shown in FIG. As shown in FIG. 3, if the obstacle collides with the shock absorbing member 11 when the shock absorbing member 11 is rotating (when the shock absorbing member 11 is not fully deployed in front of the railway vehicle 10), the shock is absorbed. The absorbing member 11 may be pushed up by an obstacle and the shock absorbing member 11 may not be able to absorb the shock sufficiently. However, if the shock absorbing member 14 is disposed behind the shock absorbing member 11, even if a collision occurs in such a case, the shock absorbing member 14 can absorb the impact energy. In the present embodiment, since the shock absorbing member 14 is disposed in front of the flat plate 13, the effect of a stopper that stops the rotation of the shock absorbing member 11 is also achieved.

  In the present embodiment, foamed aluminum is used for the impact absorbing member 14, and for example, Alporus (registered trademark) manufactured by Shinko Steel Wire Co., Ltd. can be used. Arporus is an aggregate of bubbles composed of a thin aluminum film in which alumina is uniformly dispersed, and is an aluminum material in which each bubble is three-dimensionally porous and multifaceted. The specific gravity is about 0.2 to 0.3, has a specific gravity of about one tenth of that of aluminum, and has features such as light weight, buffer effect, easy processability, and easy reusability. For this reason, it can be easily attached to the flat plate 13 with an adhesive or the like, and is easily attached to a high place. And it can be easily replaced when damaged. Furthermore, since cutting is easy, it can be easily processed into a suitable size.

  When an arpora is used for the shock absorbing member 14, the arpora is impacted and a part of the bubble film is buckled, and then the adjacent layers are successively buckled one after another until all the bubbles are destroyed. Cause large compression distortion. This strain absorbs the load caused by the impact and cushions the impact.

  Moreover, you may adhere | attach thin plates, such as aluminum, copper, and titanium, to the flat plate surface of the Alporus formed in flat plate shape. As a result, the flat plate 13 can be easily bonded to the flat plate surface.

  In the present embodiment, a flat plate-like member is used for the shock absorbing member 14, but a hollow member used for the shock absorbing member 11 may be used instead of the flat plate-like member. For the hollow member, for example, an aluminum alloy material, a light alloy, or a steel material is used. The hollow member can be used with a plurality of hollow members arranged in parallel with being spaced apart from each other or adjacent to each other. Further, the impact absorbing member 14 may be made of a plate-like elastic resin or rubber. The shock absorbing effect similar to that of the shock absorbing member 14 can also be obtained by using the hollow member, resin, and rubber.

[Drive button 1]
A driving button 1 and a brake handle 2 are disposed on a cab 50 in the cab. In response to a signal from the drive button 1, compressed air is supplied from an air tank (not shown) and a release valve (not shown) of the cylinder 25 is opened and closed, and the air cylinder 12 is activated.

[Activation of air cylinder 12 by operation of drive button 1]
Here, the operation of the air cylinder 12 caused by the operation of the drive button 1 will be described. During operation, when the driver visually recognizes an obstacle in front of the railway vehicle 10 and presses the drive button 1, a release valve (not shown) of the air cylinder 12 is opened by a signal from the drive button 1 and the compressed air in the cylinder 25 is opened. Is released from the discharge valve. Further, compressed air in an air tank (not shown) is supplied into the cylinder 25 from a retreating air supply port (not shown), the piston rod 26 is retracted, and the air cylinder 12 contracts.

  When the driver presses the drive button 1 again, a release valve (not shown) of the air cylinder 12 is closed by a signal from the drive button 1, and the compressed air in the air tank (not shown) is forwarded to the air supply port for advancement. (Not shown) is supplied into the cylinder 25, the piston rod 26 advances, and the air cylinder 12 extends.

[Brake handle 2]
The brake handle 2 is pushed and operated by the driver when stopping the railway vehicle 10. Further, in the event of an emergency in which an obstacle such as a person, a car, or a train suddenly appears in front of the railway vehicle 10, the handle is pushed to the emergency brake position so that the emergency brake is activated. Here, an example of the operation of the brake by the brake handle 2 will be described. The cab of the railway vehicle 10 is provided with an unillustrated original air reservoir pipe connected to the original air reservoir, a brake pipe connected to the brake cylinder, and an exhaust pipe. When the driver pushes the brake handle 2 to the brake position, brake information is transmitted, the brake valve connecting the original air reservoir pipe and the brake pipe is opened, and air is released. As a result, the pressure in the brake pipe is reduced, but the compressed air flows into the brake cylinder from the auxiliary air reservoir in which the compressed air is stored in advance, and the brake cylinder pressure is generated and the brake is applied.

[Connector 3]
The coupler 3 is provided at the lower end of the floor of the railway vehicle 10 so that the distal end of the coupler 3 protrudes forward from the distal end of the railway vehicle 10. In addition, a shock absorber (not shown) may be provided behind the coupler 3 installed in the railway vehicle 10 so as to alleviate the impact between the vehicles when connected. The coupler 3 can be used for propulsion and towing by connecting vehicles to an emergency such as a connection of two trains or a failure. As shown in FIG. 4, when the shock absorbing member 11 is stopped by the floor 8, the tip of the shock absorbing member 11 protrudes forward from the tip of the coupler 3.

[Walking pedal 5]
The horn pedal 5 is installed under the cab 50 and is operated by being stepped on by a driver (not shown). The horn pedal 5 is stepped on when the train leaves the station or avoids danger. If you press the horn pedal 5, you will hear a horn sound.

[Door 6]
Two doors 6 are arranged in front of the impact absorbing device 100. The door 6 is attached to the front surface of the railway vehicle 10 via a hinge, and the two doors 6 form a double door type. As shown in FIG. 2, when the shock absorbing member 11 is stored in the railway vehicle 10, the two doors 6 are closed.

  The opening / closing operation of the two doors 6 is performed by the impact absorbing member 11 rotating and pushing the door 6. The impact absorbing member 11 rotates from the state accommodated in the railway vehicle 10 shown in FIG. 2 and pushes the two doors 6 forward from the inside of the railway vehicle 10, thereby opening the door 6 in a double-tone manner. When the shock absorbing member 11 rotates from the forwardly protruding state shown in FIG. 4 and returns into the railcar 10, the door 6 is not subjected to the pressing force of the shock absorbing member 11 and the two doors 6 are closed.

  The two doors 6 may be configured to open and close by a driving force of an air cylinder (not shown). Moreover, it is good also as a structure which the two doors 6 open and close by operation of the drive button 1. FIG. For example, the air cylinder 12 may be operated and the door 6 may be opened and closed by a signal from the drive button 1.

[Floor 8]
A base 31 is attached to the floor 8. The base 31 is provided at a position slightly rearward from the front end of the floor 8. The shock absorbing member 11 housed in the railway vehicle 10 rotates and falls on the floor 8, and the shock absorbing member 11 is stopped from rotating by the floor 8 extending forward from the base 31.

[Operation of Shock Absorbing Device 100 for Protruding Shock Absorbing Member 11]
Next, a series of operations of the shock absorbing device 100 when an obstacle appears in front of the railway vehicle 10 of the present embodiment will be described. During operation of the train, as shown in FIG. 2, the shock absorbing member 11 is housed in the railway vehicle 10. The shock absorbing member 11 is disposed so that the longitudinal direction of the shock absorbing member 11 coincides with the height direction of the railway vehicle 10. Moreover, the air cylinder 12 is extended. The slide link 22 is inclined with respect to the base 31, and the connecting portion between the slide link 22 and the rotary link 21 by the pin 23 is lowered.

  When an obstacle (not shown) appears in front of the railway vehicle 10, the driver in the cab visually recognizes the obstacle, operates the brake handle 2 to the emergency brake position, and presses the drive button 1. . In response to a signal from the brake handle 2, the emergency brake is activated, the train decelerates, and the piston rod 26 of the air cylinder 12 is retracted by the signal from the drive button 1, and the air cylinder 12 contracts. As a result, the slide link 22 is pulled rearward of the railway vehicle 10, and the rotary link 21 rotates counterclockwise in the side view of FIG. As the rotary link 21 rotates, the shock absorbing member 11 rotates counterclockwise around the shaft 32 (FIG. 3) and protrudes forward of the railway vehicle 10.

  The shock absorbing member 11 is stopped from rotating by the floor 8. Accordingly, the rotation of the rotary link 21 is also stopped, and the longitudinal direction of the shock absorbing member 11 coincides with the longitudinal direction of the railway vehicle 10 as shown in FIG. Further, as shown in FIG. 5C, the concave portion 21b and the convex portion 32b are separated from each other by the concave portion of the concave portion 21b.

  When the piston rod 26 is further retracted and the air cylinder 12 is contracted, the slide link 22 and the rotation link 21 are translated rearward of the railway vehicle 10, and the concave portion 21b and the convex portion 32b are fitted to each other. Thereby, the rotation link 21 is fixed to the shaft 32. In this state, even if an obstacle collides with the shock absorbing member 11 and pushes up the shock absorbing member 11, the shock absorbing member 11 does not rotate, and the shock absorbing member 11 is deformed and absorbs shock energy.

[Operation of Shock Absorbing Device 100 for Returning Shock Absorbing Member 11 into Railway Vehicle 10]
Next, the operation of the shock absorbing device 100 when returning the shock absorbing member 11 into the railway vehicle 10 will be described. When the driver in the cab pushes the drive button 1, the piston rod 26 of the air cylinder 12 moves forward in the cylinder 25 by the signal from the drive button 1, and the air cylinder 12 extends. As a result, the slide link 22 and the rotary link 21 are translated in front of the railcar 10, and the fitting of the concave portion 21b and the convex portion 32b is released (FIG. 5C).

  When the air cylinder 12 is further extended, the slide link 22 is inclined with respect to the base 31 while moving forward. Accordingly, in the side view of FIG. 2, the rotary link 21 and the shock absorbing member 11 rotate right about the shaft 32, and the shock absorbing member 11 returns into the railcar 10.

  The rotated shock absorbing member 11 collides with the shock absorbing member 14 and the flat plate 13 and stops rotating.

  As described above, according to the railway vehicle 10 and the impact absorbing device 100 of the present embodiment, the longitudinal direction of the impact absorbing member 11 is changed to the railway vehicle 10 by rotating the impact absorbing member 11 housed in the railway vehicle 10. The impact absorbing member 11 can be protruded forward of the railway vehicle 10 so as to coincide with the longitudinal direction of the rail vehicle 10. As a result, even when the space for the length of the shock absorbing member 11 in the longitudinal direction of the railcar 10 cannot be secured in the longitudinal direction of the railcar 10 in front of the cab in the railcar 10, the long shock absorbing member 11 is It can be stored in the railway vehicle 10 by changing its direction, and the shock absorbing member 11 having a volume equal to or larger than that of the conventional one can be used, and the damage of the obstacle and the own vehicle due to the collision can be reduced. Further, by rotating the shock absorbing member 11, the shock absorbing member 11 can be easily protruded forward of the railway vehicle 10, and the protruding shock absorbing member 11 can be easily accommodated in the railway vehicle 10. Can do.

  Further, after the impact absorbing member 11 is protruded forward of the vehicle, the rotary link 21 can be fixed to the shaft 32 by fitting the convex portion 32b of the shaft 32 and the concave portion 21b of the rotary link 21 to each other. As a result, the shock absorbing member 11 can be fixed in a state protruding in front of the railcar 10, so that even if an obstacle collides with the shock absorbing member 11, the shock absorbing member 11 does not rotate and returns to the railcar 10. Absent. The shock absorbing member 11 collides with an obstacle and deforms, and the shock absorbing member 11 can reliably absorb the shock energy.

  Further, the parallel movement of the rotary link 21 in the front-rear direction of the railway vehicle 10 makes it possible to easily engage and release the convex portion 32b and the concave portion 21b.

  Further, since the flat plate 13 extends upward in the height direction (vertical direction) of the railway vehicle 10, the shock absorbing member 11 has the longitudinal direction of the shock absorbing member 11 aligned with the vertical direction, and The lower end is supported by the shaft 32 and stored in the railway vehicle 10. From this state, the shock absorbing member 11 rotates around the lower end of the shock absorbing member 11 and protrudes forward of the railway vehicle 10. At the time of rotation, the driving force and gravity of the air cylinder 12 are applied to the impact absorbing member 11, so that the impact absorbing member 11 rotates faster, and the impact absorbing member 11 quickly protrudes forward. Further, since gravity is applied, the driving force of the air cylinder 12 can be reduced. Thereby, a small air cylinder 12 can be used, and the impact absorbing device 100 can be downsized.

  Further, since the shock absorbing member 14 is disposed behind the shock absorbing member 11, the shock absorbing member 11 is rotating as shown in FIG. 3 (the shock absorbing member 11 is not fully deployed). When the obstacle collides with the impact absorbing member 11 and the impact absorbing member 11 cannot sufficiently absorb the impact energy, the impact absorbing member 14 can absorb the impact energy and reduce the damage to the obstacle or the own vehicle. can do.

  In addition, since the tip of the shock absorbing member 11 when the rotation of the shock absorbing member 11 is stopped by the floor 8 is located in front of the tip of the coupler 3, it absorbs obstacles and shocks ahead of the tip of the coupler 3. The member 11 can be made to collide. Thereby, damage to the coupler 3 can be reduced.

<Modification>
Subsequently, a modified example of the shock absorber according to the above-described embodiment will be described. FIG. 6A to FIG. 6F are side views of the railway vehicle according to the present modification, and show the periphery of the impact absorbing device. 6A to 6F sequentially show the operation of the shock absorber. Note that the same components as those in the embodiment of the present invention are denoted by the same reference numerals and description thereof is omitted.

  As shown in FIGS. 6A to 6F, the shock absorbing device 200 in the present modification uses a spring 210 instead of the air cylinder 12 in the above-described embodiment, and is driven. Instead of the button 1, a driving handle 201 disposed on the cab 50 is used. The shock absorbing device 200 is wound around a wire winder 220 disposed at the upper end of the shock absorbing member 14, a wire 230 connecting the wire winder 220 and the drive handle 201, and a wire winder 220. A wire 240 is further provided. Further, a lid 250 is attached below the cab 50. Other than this, the description is omitted because it is almost the same as the first embodiment.

[Spring 210, Link 212]
A link 212 and a spring 210 are inserted into the hollow of the cylindrical body 211 in order from the front. The cylindrical body 211 is fixed to the base 31 by the mounting base 35. The cylinder 211 is disposed so that the longitudinal direction of the cylinder 211 is parallel to the base 31 (so as to coincide with the longitudinal direction of the railcar 10). The spring 210 contracts in the longitudinal direction of the cylindrical body 211 and biases the link 212 rearward. The front end of the link 212 is connected to the rear end of the slide link 22. The link 212 moves backward in the cylindrical body 211 by the biasing force of the spring 210. The link 212 moves forward by being pulled forward by the wire 240.

[Wire winder 220]
The wire winder 220 is disposed in the vicinity of the center of the upper end of the shock absorbing member 14, and in this modification, a ratchet type wire winder is used. The ratchet type wire winder 220 includes a winding shaft (not shown) around which the wire 240 is wound, a ratchet gear (not shown), and a latch claw (not shown) that engages with the gear portion of the ratchet gear. And a handle (not shown) for rotating the winding shaft. A lever 221 is attached to the handle. When the lever 221 is operated and the handle is operated in the direction in which the wire 240 is wound, the winding shaft rotates and the wire 240 winds around the wire winding shaft. Further, when the wire 240 is locked (the latch claw is engaged with the gear portion of the ratchet gear), the lever 221 is operated, and the handle is operated in the direction of unwinding the wire 240, the latch claw is released from the gear portion. The wire 240 is loosened.

[Lid 250, opening 251]
The lid 250 closes an opening 251 formed below the cab 50. The opening 251 is formed at the same height as the height at which the wire winder 220 is disposed (the upper end of the impact absorbing member 14). When the lid 250 is opened, the driver seat and the place where the shock absorbing device 200 is installed communicate with each other through the opening 251. When winding the wire 240 around the winding shaft around the wire winder 220, the lid 250 is opened and the lever 221 is operated from the driver's seat.

[Wire 230]
The drive handle 201 and the wire winder 220 are connected by a wire 230. One end of the wire 230 is connected to the drive handle 201, and the other end is attached to the lever 221. The wire 230 extends from the drive handle 201 to the lever 221 by changing its direction with a roller.

[Wire 240]
One end of the wire 240 is attached to a connection position between the link 212 and the slide link 22, and is wound around a winding shaft of the wire winder 220. The wire 240 extends in the longitudinal direction of the railway vehicle 10 from the connection position between the link 212 and the slide link 22, changes its direction by a roller, and extends upward. The wire 240 passes through the inside of the shock absorbing member 14. It is wound around 220 winding shafts.

[Operation of Shock Absorber 200]
The operation of the shock absorbing device 200 when the shock absorbing device 200 of this modification is installed in the railway vehicle 10 will be described. During operation, as shown in FIG. 6A, the spring 210 is extended, and the link 212 projects forward from the inside of the cylindrical body 211.

  The driver visually recognizes the obstacle, operates the brake handle 2 to the emergency brake position, and pushes the drive handle 201 (FIG. 6B). As the railway vehicle 10 decelerates, the wire 230 is pulled toward the drive handle 201 and the lever 221 is pulled upward. As a result, the latch claw of the wire winder 220 is released from the gear portion of the ratchet gear, and the wire 240 is loosened. When the wire 240 is loosened, the spring 210 contracts and biases the link 212 backward. The link 212 moves backward in the cylinder 211, and the slide link 22 is pulled backward. Then, in the side view of FIG. 6B, the rotary link 21 and the impact absorbing member 11 rotate counterclockwise around the shaft 32 (FIG. 6C), and the impact absorbing member 11 expands. The rotation of the shock absorbing member 11 is stopped by the floor 8, and the spring 210 further contracts from the state where the shock absorbing member 11 falls to the floor 8, and the rotary link 21, the slide link 22 and the link 212 are translated backward. The concave portion 21b of the rotary link 21 and the convex portion 32b of the shaft 32 are fitted to each other, and the rotary link 21 is fixed to the shaft 32 (FIG. 6D).

  When returning the shock absorbing member 11 into the railway vehicle 10, the lid 250 installed below the cab 50 is opened and the lever 221 is operated from the driver's seat. The lever 221 is operated in a direction in which the wire 240 is wound around the winding shaft. By operating the lever 221, the wire 240 is wound around the wire winding shaft and pulled to the wire winder 220 side. The link 212 moves forward, the slide link 22 and the rotary link 21 also move forward, and the fitting between the concave portion 21b of the rotary link 21 and the convex portion 32b of the shaft 32 is released (FIG. 6E).

  The wire 240 is further pulled toward the wire winder 220, and the link 212 is further advanced. The slide link 22 is inclined with respect to the base 31. From the state of FIG. 6 (e), the rotary link 21 and the shock absorbing member 11 rotate to the right (FIG. 6 (f)), and the shock absorbing member 11 returns into the railway vehicle 10. The rotated shock absorbing member 11 collides with the shock absorbing member 14 and the flat plate 13 and stops rotating.

  As described above, the same effects as those of the first embodiment can also be obtained in the impact absorbing device 200 of the present modified example and the railcar 10 that employs the impact absorbing device 200 of the modified example. In addition, since the spring 210 is used instead of the air cylinder 12 in the first embodiment, it is possible to reduce obstacles and vehicle damage due to a collision with a simple configuration.

  The preferred embodiments of the present invention have been described above, but the present invention is not limited to the above-described embodiments, and various modifications can be made as long as they are described in the claims. For example, the method of operating the shock absorbers 100 and 200 in the above-described embodiment is an example, and the operation of the air cylinder 12 and the lever 221 may be operated in conjunction with the operation of the emergency brake. For example, in the shock absorbing device 100, when the brake handle 2 is operated, an emergency brake signal may be transmitted to the air cylinder 12. As a result, the air cylinder 12 contracts with the operation of the emergency brake, and the impact absorbing member 11 is deployed. In the impact absorbing device 200, the brake handle 2 and the lever 221 may be connected with a wire or the like, and the lever 221 may be operated when the brake handle 2 is operated. By these methods, an obstacle that appears suddenly can be dealt with instantly, and damage to the obstacle and the host vehicle can be further reduced.

  In the present embodiment, the floor 8 is used as a member for stopping the rotation of the shock absorbing member 11 when the shock absorbing member 11 housed in the railway vehicle 10 is rotated. 7A, a stopper 331 disposed in front of the bearing 33 may be used. The stopper 331 has a flat plate shape and is attached to the base 31. Further, the stopper 331 extends forward from the front end of the base 31. Further, as shown in FIG. 7B, the tip of the base 31 extends forward from the tip of the base 31 in the present embodiment, and a portion 31a extending forward causes the impact absorbing member 11 to move forward. The rotation may be stopped. These stoppers can prevent the floor 8 from being damaged. Also, when the stopper is deformed or damaged, it can be replaced. Note that the stopper 331 can be made of the same material as the flat plate 13 in the present embodiment.

  In the above-described embodiment, the impact absorbing devices 100 and 200 may be arranged upside down. For example, the base 31 may be attached to the lower surface of the floor 8 and the impact absorbing devices 100 and 200 may be installed under the floor 8. When deploying the shock absorbing member 11, the shock absorbing member 11 is rotated around the upper end of the shock absorbing member 11 so that the shock absorbing member 11 protrudes forward of the railway vehicle 10.

  Further, in the present embodiment, during operation of the train, the shock absorbing member 11 is accommodated in the railcar 10 with the longitudinal direction of the shock absorbing member 11 aligned with the height direction of the railcar 10, but FIG. As shown in (a), the shock absorbing member 11 may be housed in the railcar 10 with the longitudinal direction of the shock absorbing member 11 being aligned with the width direction of the railcar 10. In the form shown in FIGS. 8A and 8B, the shock absorbing member 100 of the present embodiment is placed on the floor 8 while being tilted sideways. When the impact absorbing member 11 is deployed, the impact absorbing member 11 is rotated around the right end or the left end of the impact absorbing member 11 (FIG. 8B). Moreover, in the base 31 of this form, the part extended ahead from the bearing 33 is extended ahead rather than the base 31 in this Embodiment. The rotation of the shock absorbing member 11 is stopped by the portion extending forward from the bearing 33 of the base 31. Instead of the base 31 shown in FIG. 8, a base 31 similar to the base 31 in the first embodiment and a stopper 331 shown in FIG. 7A may be used.

  In the above-described embodiment, the recess 21b is formed in the opening 21a and the convex portion 32b is formed in the shaft 32. However, the convex portion is formed in the opening 21a and the concave portion is formed in the shaft 32. Also good.

  In the first embodiment, the emergency brake may be activated in response to a signal from the drive button 1. In the above-described modified example, the emergency brake may be activated in response to a signal from the drive handle 201. As a result, the emergency brake is activated and the speed of the train is reduced as the air cylinder 12 is actuated (contracted) or the spring 210 is contracted. Therefore, damage to obstacles and the host vehicle can be reduced by a simple operation.

  In addition, two shock absorbers 100 and 200 according to the above-described embodiment are installed on the left and right sides of the front portion of the railway vehicle 10, but are further installed in the center, and a total of three shock absorbers 100 and 200 are provided. May be installed. Moreover, you may install only one in the center.

  Moreover, in the above-mentioned embodiment, although the shock absorbing member 14 is installed, it is good also as a structure which does not install. In this case, the shock absorbing member 11 is disposed adjacent to the flat plate 13 during operation of the train.

  In the above-described embodiment, the flat plate 13 extends in the vertical direction, that is, in a direction rotated about 90 degrees around the axis 32 with respect to the extending direction of the floor 8. The existing direction is not limited to this direction. For example, the rotation angle with respect to the extending direction of the floor 8 may be smaller than 90 degrees, and the flat plate 13 may be inclined forward about the lower end (axis 32) with respect to the vertical direction.

  In the above-described embodiment, a double-acting cylinder in which the piston rod 26 is advanced and retracted by the force of air pressure is used as the air cylinder 12. A cylinder that operates by air pressure may be used. In this case, an air cylinder in which a spring is provided inside the cylinder 25 and the piston rod 26 is inserted into the hollow of the spring can be used.

DESCRIPTION OF SYMBOLS 1 Drive button 2 Brake handle 3 Connector 8 Floor 10 Railway vehicle 11, 14 Shock absorbing member 12 Air cylinder 13 Flat plate 21 Rotating link 21a Opening 22 Slide link 32 Shaft 32b Protrusion 201 Drive handle 210 Spring 212 Link 220 Wire winder 230, 240 Wire 100, 200 Shock absorber

Claims (6)

In an impact absorbing device that absorbs the impact energy of an obstacle that collides with the front of a railway vehicle,
A long first impact absorbing member that absorbs impact energy at the time of collision by plastic deformation;
A support member that rotatably supports one end of the first shock absorbing member in the longitudinal direction;
A first stopper that extends toward the front of the vehicle in front of the support member and stops the rotation of the first shock absorbing member;
A second stopper extending in a direction that forms a predetermined angle around the position of the support member with respect to the extending direction of the first stopper;
A drive mechanism for rotating the first shock absorbing member about the one end supported by the support member until the first shock absorbing member stopped by the second stopper stops by the first stopper; A shock absorber characterized by that. The support member is
An axis serving as a center of rotation of the first shock absorbing member;
A rotation link connected between the first shock absorbing member and the drive mechanism and rotating about the axis;
The rotating link is formed with an opening into which the shaft is inserted,
A convex portion is formed on one of the peripheral surface of the shaft and the inner wall surface of the opening, and a concave portion is formed on the other,
When the rotated first shock absorbing member is stopped by the first stopper, the convex portion and the concave portion face each other,
2. The impact absorbing device according to claim 1, wherein the diameter of the opening is larger than the sum of the diameter of the shaft and the height of the convex portion. The drive mechanism is
An actuating member for rotating and translating the rotating link;
The impact absorbing device according to claim 2, wherein the convex portion and the concave portion are fitted to each other by translating the rotary link. The second stopper extends in a vertical direction;
The lower end of the first shock absorbing member is supported by the support member when the first shock absorbing member is stopped by the second stopper. Shock absorber. A railway vehicle comprising: the impact absorbing device according to any one of claims 1 to 4; and a second impact absorbing member disposed at a front portion of the railway vehicle.
The second shock absorbing member is disposed between the first shock absorbing member and the second stopper when the first shock absorbing member is stopped by the second stopper. vehicle. The impact absorbing device according to any one of claims 1 to 4, and a coupler provided so as to protrude forward of the vehicle,
A railway vehicle characterized in that a tip of the first shock absorbing member projects forward from a tip of the coupler when the first shock absorbing member rotated by the drive mechanism is stopped by the first stopper. .

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