WO2015155871A1

WO2015155871A1 - Cowcatcher and railroad vehicle provided with cowcatcher

Info

Publication number: WO2015155871A1
Application number: PCT/JP2014/060408
Authority: WO
Inventors: 宗太木村; 中村　英之; 俊治宮本; 忠正金保
Original assignee: 株式会社日立製作所
Priority date: 2014-04-10
Filing date: 2014-04-10
Publication date: 2015-10-15
Also published as: EP3130521A4; JP6200581B2; EP3130521B1; EP3130521A1; JPWO2015155871A1

Abstract

[Problem] To propose a cowcatcher capable of sufficiently absorbing a shock while having low weight and low cost, and a railroad vehicle provided with the cowcatcher. [Solution] A cowcatcher which is installed on the lower surface of the underframe of a railroad vehicle, wherein the cowcatcher is provided with a shock-absorbing mechanism that absorbs a shock applied to a cowcatcher portion. The shock-absorbing mechanism is provided with: a shock-absorbing portion that absorbs a shock; a pressing portion that presses the shock-absorbing portion; and a guiding portion that guides the pressing direction of the pressing portion. The shock-absorbing portion is installed between the pressing portion and the guiding portion. The pressing portion is provided with a flange that crushes the shock-absorbing portion, and a rod that is connected to the flange. The guiding portion is a cylinder body into which the rod is inserted, and restraint portions are provided on upper and lower inner walls of the cylinder body. The leading end of the rod, with the rod restrained from vertical displacement by the restraint portions, is guided in the axial direction of the cylinder body.

Description

Exhaust device and railcar equipped with the exhaust device

The present invention relates to an obstacle device and a railway vehicle including the obstacle device, and is particularly suitable for application to an obstacle device that eliminates an obstacle on a track and the railway vehicle that includes the obstacle device on the lower surface of the underframe. Is.

In general, the body of a railway vehicle has a frame that forms a floor surface, side structures that are installed perpendicularly to the frame at both ends in the width direction of the frame, and that form the side surface of the vehicle, and the length of the frame. It is composed of a wife structure installed perpendicularly to the frame at both ends in the direction, and a roof structure that is installed at the upper end of the side structure and the wife structure and forms the roof of the vehicle body.

On the lower surface of both ends in the longitudinal direction of the vehicle body (underframe), a carriage that travels along the track and a coupler that connects adjacent vehicles are installed. Vibration from the track is transmitted to the vehicle body (base frame) via the carriage, and tensile loads accompanying the traction force of the trains that have been knitted and compression loads during braking are transmitted to the vehicle body (frame frame) via the coupler. The The underframe has sufficient strength to withstand these vibrations and loads.

By the way, of the train cars that are organized, an exhaust device that eliminates obstacles on the track is installed on the lower surface of the leading vehicle on the driver's seat side. Japanese Patent Laid-Open No. 2004-228561 discloses an obstacle device including an impact absorbing member that absorbs an impact at the time of collision so that excessive acceleration does not occur in crew members and passengers of a railway vehicle when the obstacle device eliminates an obstacle. Has been.

JP 2009-23450 A

The evacuation device described in Patent Document 1 is connected to an evacuation member that collides with an obstacle, a distribution member that is connected to the evacuation member and distributes impact force in two directions, and both ends of the distribution member. And two energy absorbing members provided along the traveling direction of the vehicle (see Patent Document 1 and FIG. 3).

This obstacle device is provided with two energy absorbing members that crush and mitigate the impact when the obstacle is removed from the orbit, and thus cannot be reduced in weight and cost. If the energy absorbing members provided at two locations are integrated into one location to reduce weight and cost, the impact when removing obstacles, the mounting tolerance when mounting the exhaust device on the vehicle body, or the running of the railway vehicle In some cases, the energy absorbing member bends and buckles due to the influence of vertical vibration associated with the vibration, and the impact cannot be sufficiently absorbed.

The present invention has been made in consideration of the above points, and proposes an obstacle device capable of sufficiently absorbing an impact and a railcar equipped with the obstacle device while reducing weight and cost.

In order to solve such a problem, in the present invention, in the fault device installed on the lower surface of the railcar frame, the fault device includes an impact absorbing mechanism that absorbs an impact acting on the fault part, The impact absorbing mechanism includes an impact absorbing portion that absorbs an impact, a pressing portion that presses the impact absorbing portion, and a guide portion that guides a pressing direction of the pressing portion, and the impact absorbing portion includes a pressing portion and a guiding portion. The pressing part is provided with a flange that crushes the shock absorbing part and a rod that is connected to the flange, and the guide part is a cylindrical body into which the rod is inserted, and a suppression member is provided on the upper and lower inner walls of the cylindrical body. The tip of the rod is guided in the axial direction of the cylindrical body in a state where the vertical displacement of the rod is suppressed by the suppressing member.

In order to solve such a problem, in the present invention, in the railway vehicle provided with the obstacle device installed on the lower surface of the underframe, the obstacle device absorbs an impact acting on the obstacle portion. The shock absorbing mechanism includes a shock absorbing part that absorbs the shock, a pressing part that presses the shock absorbing part, and a guide part that guides a pressing direction of the pressing part. The shock absorbing part includes the pressing part and the guide. The pressing part is provided with a flange that collapses the shock absorbing part and a rod that is connected to the flange, and the guide part is a cylindrical body into which the rod is inserted, and is restrained on the upper and lower inner walls of the cylindrical body The rod is provided with a member, and the tip of the rod is guided in the axial direction of the cylindrical body in a state in which displacement of the rod in the vertical direction is suppressed by the suppressing member.

According to the present invention, it is possible to sufficiently absorb an impact while achieving weight reduction and cost reduction.

It is a side view of a railway vehicle provided with the obstacle device in the present embodiment. It is a side view of the impact absorption mechanism installed in the obstruction device. It is AA sectional drawing of an impact-absorbing mechanism. It is a side view of the press part of an impact absorption mechanism. It is BB sectional drawing of the guide part of an impact-absorbing mechanism. It is CC sectional drawing of the impact-absorbing part of an impact-absorbing mechanism. It is BB sectional drawing of the guide part of the impact-absorbing mechanism in other embodiment. It is a schematic diagram (side view) which shows a mode that the conventional obstruction apparatus buckled.

Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings.

FIG. 1 is a side view of a railway vehicle provided with an obstacle device according to the present embodiment.
The railway vehicle is connected to a carriage (not shown) that supports the railway vehicle and moves on the track 1 below both ends in the longitudinal direction of the frame 5 that forms the floor surface of the railway vehicle, and an adjacent railway vehicle. And a coupler (not shown).

The underframe 5 has a high rigidity capable of withstanding an excitation force from the wheel shaft 9 provided in the carriage or a tensile load or a compression load from the coupler during acceleration / deceleration of the railway vehicle. Below the underframe 5 on the driver's seat side of the leading vehicle, an obstacle device 30 that eliminates obstacles on the track 1 is installed.

The evacuation device 30 includes an evacuation portion 11 that collides with an obstacle on the track, and an impact absorption mechanism 20 that includes an impact absorption portion 13 that collapses (plastically deforms) and absorbs an impact when the obstacle is removed. Composed. The shock absorbing mechanism 20 is configured by connecting a guide portion 15, a shock absorbing portion 13 and a pressing portion 17 in series, and the shock absorbing portion 13 installed between the guiding portion 15 and the pressing portion 17 is crushed. Absorbs impact in the process of (plastic deformation).

The bracket 5a and the bracket 5b are installed on the lower surface of the frame 5 at a central portion in the width direction 80 (see FIG. 3) of the frame 5 with an interval in the longitudinal direction 81. The bracket 5a and the upper end portion of the central portion in the width direction 80 of the obstacle portion 11 are rotatably connected by a pin 7a.

Further, the other end of the obstacle 11 and one end of the shock absorbing mechanism 20 are rotatably connected by a pin 7b, and the other end of the shock absorbing mechanism 20 and the bracket 5b are connected to the pin 7c. Is pivotably connected. That is, the shock absorbing mechanism 20 is installed on the lower surface of the frame 5 in a mode along the longitudinal direction 81 of the frame 5.

When an obstacle having a relatively small weight exists on the track 1, the obstacle 11 is excluded from the track 1 by the obstacle 11 and the shock absorbing mechanism 20 does not operate. When a relatively heavy obstacle is present on the track 1 and a large impact is applied to the railway vehicle, the impact absorbing mechanism 20 operates to absorb and mitigate the impact.

When the shock absorbing mechanism 20 absorbs the shock, the obstacle 11 rotates counterclockwise around the pin 7a, and the pin 7b side (guide 15) of the shock absorbing mechanism 20 is in the height direction 82. Lifted. The shock absorbing mechanism 20 rotates clockwise around the pin 7c, and the shock absorbing mechanism 20 is compressed in the axial direction, and the shock absorbing portion 13 is crushed.

FIG. 2 is a side view of the shock absorbing mechanism 20 installed in the obstruction apparatus shown in FIG.
3 is a cross-sectional view taken along the line AA of the shock absorbing mechanism 20 shown in FIG.

The shock absorbing mechanism 20 includes a shock absorbing portion 13 that crushes and absorbs a shock, a pressing portion 17 that presses and crushes the shock absorbing portion 13, and a rod 17c of the pressing portion 17 that is inserted into the shock absorbing mechanism 13 to advance to the inside. It is comprised from the guidance part 15 to guide.

The pressing portion 17 includes a bracket 17a connected to the bracket 5b on the lower surface of the underframe 5 by a pin 7c, a plate-like flange 17b that fixes the bracket 17a and presses the shock absorbing portion 13, and a central portion of the flange 17b. And a rod 17c installed in the.

The shock absorbing portion 13 includes a flange 13a and a flange 13c having an opening through which the rod 17c penetrates at the center thereof, and a crushing portion 13b connecting the both

flanges

13a and 13c.

The crushing portion 13b is a cylindrical body having a double skin structure (see FIG. 6) in which two facing face plates are connected by a rib. The flange 13a is fixed to the flange 17b with a bolt. An opening 13d is formed along the flange 13c on the side surface (face plate) of the crushing portion 13b in the vicinity of the flange 13c. Since the strength of the portion where the opening 13d is formed is locally small, the crushing portion 13b starts crushing from the opening 13d and collapses into a bellows shape.

The guide portion 15 is connected to a bracket 15a connected to the bracket 5a on the lower surface of the underframe 5 with a pin 7a, a flange 15b to which the bracket 15a is fixed, a guide tube 15c connected to the flange 15b, and a guide tube 15c. And a flange 15d.

The guide tube 15 c is a rectangular rectangular tube whose cross-sectional shape intersecting the longitudinal direction 81 has a long piece along the height direction 82. In the process in which the shock absorbing portion 13 is crushed and absorbs the shock, the guide tube 15c guides the progress of the rod 17c into the inside thereof. Accordingly, the flange 15d has an opening into which the rod 17c is inserted at the center thereof.

The shock absorbing mechanism 20 is in a state where the tip end portion of the rod 17c is inserted from the flange 15d side of the guide tube 15c toward the inside thereof by a dimension L1, and the flange 13c of the shock absorbing portion 13 and the flange of the guide portion 15 The guide cylinder 15c and the rod 17c are connected by the breaking pin 19 in a state where the gap g1 with respect to 15d is provided. At this time, the flange 17b, the flange 15d, the flange 13a, and the flange 13c constitute the shock absorbing mechanism 20 in a substantially parallel manner.

On the inner side (on the rod 17c side) of the upper and lower horizontal plates 15c2 (see FIG. 5) constituting the guide cylinder 15c, a buckling suppression portion 15e is installed in such a manner that the tip end portion of the rod 17c is sandwiched in the height direction 82. . The breaking pin 19 is inserted into a hole 17e (see FIG. 4) provided at the tip of the rod 17c and a hole (not shown) provided in the left and right vertical plates 15c1 (see FIG. 5) of the guide tube 15c. The shock absorbing mechanism 20 is assembled.

The breaking pin 19 is a cylindrical pin and has notches at both ends of the pin. The breaking pin 19 is not broken when a small obstacle on the track 1 is removed, and is broken when an unacceptable impact (acceleration) occurs in the railway vehicle when a large obstacle is removed. When the breaking pin 19 is broken, the shock absorbing mechanism 20 absorbs the shock.

When the breaking pin 19 is broken and the rod 17c is guided into the guide tube 15c, the buckling suppression portion 15e has an axial line in the longitudinal direction 81 of the rod 15c that is aligned with the center of the hole 15a1 of the bracket 15a and the hole of the flange 17a. The rod 17c is guided to advance into the guide tube 15c while maintaining a posture along a line connecting to the center of the 17a1 (hereinafter referred to as the axis of the shock absorbing mechanism 20).

FIG. 4 is a side view of the pressing portion 17 of the shock absorbing mechanism 20.
FIG. 5 is a cross-sectional view taken along the line BB of the guide portion of the shock absorbing mechanism 20 shown in FIG.

The pressing portion 17 includes a bracket 17a connected to the lower surface of the underframe 5 with pins 7c, a flange 17b connected in a manner intersecting the bracket 17a, and a rod 17c made of a round bar (column) connected to the flange 17b. Consists of

The rod 17c is provided with a hole 17e having an axis along the width direction 80 at the tip portion of the round bar, and both sides of the round bar in the range from the tip portion to L3 along the longitudinal direction 81 are cut with a mill. A side surface 17d is formed. That is, the cross-sectional shape of the rod 17c in the L2 range including the flange 17b is circular, and the cross-sectional shape of the rod 17c in the L3 range from the hole 17e side to the central portion of the rod 17c is It is a shape (vertical saddle shape) that connects the parts with a perpendicular line.

The hole 17e is a hole for inserting a breaking pin 19 that connects the guide portion 15 and the pressing portion 17 together. After processing an opening into which the round rod (range L2 in FIG. 4) of the rod 17c can be inserted into the center of the flange 17b, the rod 17c is inserted into the flange 17b and the bracket 17a is positioned, and these three are welded. The

individual parts

17a, 17b and 17c are integrated.

The guide tube 15c having a rectangular cross section having a long piece along the height direction 82 is manufactured into a rectangular tube by welding the opposing horizontal plate 15c2 and vertical plate 15c1 (see FIG. 5). A hole (not shown) into which the breaking pin 19 is inserted is processed in the central portion in the height direction of the vertical plate 15c1 (see FIG. 2).

A pair of buckling suppression portions 15e are installed inside the horizontal plate 15c2 so as to face each other. Inside the vertical plate 15c1, a pair of guides 15c3 projecting inward of the guide tube 15c along the height direction 82 is installed. The cross-sectional shape that intersects the longitudinal direction 81 of the buckling suppressing portion 15 e is a rectangular cross section having a long piece in the width direction 80. The horizontal surface of the buckling suppression portion 15e restrains the upper and lower circular arc surfaces of the rod 17c in the longitudinal direction 81 and guides them with low friction (line contact), and the impact absorbing mechanism 20 buckles (see FIG. 8). Suppress.

The guide 15c3 guides the movement of the side surface 17d processed into the rod 17c in the axial direction (longitudinal direction 81) with low friction, and the rod 17c (pressing portion 17) guides the guide tube 15c (around the longitudinal direction 81) around the axis (longitudinal direction 81). Rotation within the guide portion 15) is suppressed. Note that the guide 15c3 may be omitted, and the function of the guide 15c3 may be replaced by the vertical plate 15c1.

6 is a CC cross-sectional view of the shock absorbing portion 13 of the shock absorbing mechanism 20 shown in FIG.
The impact absorbing portion 13 includes a flange 13a and a flange 13c, and a crushing portion 13b that connects the

flanges

13a and 13c. An opening through which the rod 17c passes is provided at the center of the

rectangular flanges

13a and 13c.

The crushing portion 13b is an aluminum alloy hollow extruded section composed of two face plates 13b1 and 13b2 facing each other and ribs 13b3 connecting these face plates 13b1 and 13b2, and a cross-sectional shape intersecting the extrusion direction. Is an octagonal cylinder. The flange 13a is welded to one end portion in the extrusion direction of the crushing portion 13b, and the flange 13c is welded to the other end portion, whereby the shock absorbing portion 13 is configured.

The flange 13a, the crushing part 13b, and the flange 13c are passed through the rod 17c, and the flange 13a and the flange 17b are fastened with bolts. A rod-shaped cross section rod 17c passes through the collapsed portion 13b on the flange 13c side, and a round cross-section rod 17c passes through the collapsed portion 13b on the flange 13a side. The extrusion direction of the crushing portion 13b is incorporated in the shock absorbing mechanism 20 in a manner along the longitudinal direction 81 of the rod 17c.

The state where the shock absorbing mechanism 20 operates to absorb the shock when the obstacle device 30 eliminates an obstacle having a relatively large weight will be described. When the obstacle 11 provided on the underside of the undercarriage 5 on the driver's seat at the front of the railway vehicle collides with an obstacle on the track 1, the obstacle 11 rotates counterclockwise around the pin 7a. To do.

At this time, the pin 7b connecting the obstacle 11 and the shock absorbing mechanism 20 moves upward. At substantially the same time, the shock absorbing mechanism 20 rotates clockwise around the pin 7 c, and a compressive load that compresses in the longitudinal direction 81 acts on the shock absorbing mechanism 20.

The compressive load generated in the impact absorbing mechanism 20 is specifically a shear load generated between a portion of the breaking pin 19 supported by the vertical plate 15c1 and a portion pressed by the rod 17c. When this shear load exceeds the allowable load of the breaking pin 19, the breaking pin 19 is broken, and the guide portion 15 connected to the obstacle portion 11 advances in the direction of the shock absorbing portion 13, and the flange of the guide portion 15. 15 d collides with the flange 13 c of the shock absorber 13.

Compressive load that compresses the longitudinal direction 81 also acts on the guide tube 15c of the guide portion 15 until just before the break pin 19 breaks. Since the gap g1 is provided between the flange 15d and the flange 13c, a member that supports the shock absorbing mechanism 20 in the longitudinal direction 81 until the breaking pin 19 breaks and the flange 15d collides with the flange 13c. not exist.

For this reason, when the compressive load of the guide cylinder 15c is released, the guide 15c3 of the guide portion 15 is guided and advanced by the side surface 17d of the rod 17c, and the flange 15d collides violently with the flange 13c.

The crushing portion 13b in the vicinity of the flange 13 is provided with the opening portion 13d in order to locally reduce the strength of the portion. Therefore, the portion having the opening portion 13d due to high stress resulting from the collision of the flange 15d. The crushing part 13b starts crushing. Since the opening 13d serves as a trigger for the collapse of the crushing portion 13b, the crushing portion 13b starts to crush and absorbs the impact without generating a large compressive load (peak load) that is likely to cause an impact on the passenger or the crew at the start of crushing. To do.

Since the crushing portion 13b starts crushing from the side connected to the flange 13c, the crushing face plates 13b1, 13b2 and the ribs 13b3 accumulate in a bellows shape. In the crushing portion 13b connected to the flange 13a, a round cross-section rod 17c penetrates and the side surface of the rod 17c is disposed near the face plate 13b2 (see FIG. 6).

For this reason, the collapsing and accumulated face plates 13b1, 13b2 and ribs 13b3 are suppressed from collapsing toward the axis by the rod 17c having a round cross section, and the collapsing of the rod 17c in the radial direction (the direction away from the axis) is promoted. . Since there is nothing that inhibits the collapse of the crushing portion 13b in the radial direction of the rod 17c, the axisymmetric crushing of the crushing portion 13b is promoted to sufficiently absorb the impact.

When the crushing portion 13b continues to crush immediately after the breaking pin 19 breaks and the guide portion 15 advances toward the pressing portion 17, the tip end portion of the rod 17c is restrained in the vertical direction by the buckling suppression portion 17e. Therefore, it does not move up and down. For this reason, since the axis of the rod 17c and the axis of the guide portion 15 are maintained along the axis of the shock absorbing mechanism 20, the entire shock absorbing mechanism 20 is buckled (see FIG. 8). It does not occur.

Since no buckling occurs, the flange 15d and the flange 13a and the flange 13c and the flange 17b maintain a substantially parallel positional relationship. Therefore, the crushing part 13b can be crushed by pressing the whole crushing part 13b in a balanced manner. For this reason, since the shock absorbing mechanism 20 can sufficiently absorb the shock, an obstacle device that can alleviate an excessive impact on passengers and crew members, and a highly safe railway vehicle including the obstacle device. Can be provided.

Further, the guide 15c3 guides the movement in the axial direction (longitudinal direction 81) of the side surface 17d processed into the rod 17c with low friction, and the rod 17c (pressing portion 17) and the guide tube 15c (guide portion 15) are longitudinal. Since relative rotation around the axis of 81 can also be suppressed, it is possible to absorb the shock by collapsing with good balance without causing twisting of the collapsed portion 13b.

Further, when the shock absorbing mechanism 20 is manufactured, by providing the guide 15c3 and the side surface 17d, the breaking pin 19 can be easily inserted into the holes provided in the vertical plate 15c1 and the rod 17c in a short time. The absorption mechanism 20 can be manufactured with a small man-hour.

Even if there is a dimensional tolerance or mounting error of each part constituting the obstacle device 30 (see FIG. 1), or even when vertical vibration due to running of the railway vehicle acts, the above-described configuration absorbs shock. A bending moment does not act on the mechanism 20, and the compressive force in the axial direction is dominantly applied, so that the impact can be sufficiently absorbed.

By providing the above-described configuration, it is not necessary to strictly manage the dimensional tolerances and attachment errors of each component, so the manufacturing man-hours for manufacturing the failure device 30 or the failure device 30 are attached to the lower surface of the frame 5. It is possible to provide a low-cost obstruction device 30 by reducing the number of attachment work steps.

FIG. 7 is a BB cross-sectional view of the guide portion 151a according to another embodiment.
The buckling suppression portion 151e differs from the guide portion 15a (FIG. 5) described above in that the shape facing the rod 17c is a concave shape along the curved surface of the rod 17c. When the obstacle part 11 eliminates an obstacle on the track 1 at the end in the width direction 80, a bending moment may occur in the shock absorbing mechanism 20 in the plane in the width direction 80 and the longitudinal direction 81.

Basically, this bending moment is suppressed by the rigidity of the pins 7a to 7c. However, the configuration shown in FIG. 7 can further suppress the above moment at the tip of the buckling suppression portion 151e and the rod 17c. it can. Since the in-plane buckling of the shock absorbing mechanism 20 can be suppressed, the crushing portion 13b can more reliably collapse into a bellows shape and sufficiently absorb the shock. Therefore, it is possible to provide a safety device that can alleviate excessive impact on passengers and crew members, and a highly safe railway vehicle that includes this safety device.

In order to obtain an even smoother shock absorbing operation of the shock absorbing mechanism 20, a low friction material may be attached between the buckling

suppression portion

15e or 151e and the upper and lower surfaces of the rod 17c. Further, a low friction material may be stuck between the side surface 17d of the rod 17c and the guide 15c3. As the low friction material, a material having a small friction coefficient such as a Teflon (registered trademark) plate can be used.

DESCRIPTION OF SYMBOLS 1 Track 5 Underframe 7 Pin 9 Wheel axle 11 Ejection part 15 Guide part 13 Shock absorption part 17 Press part 19 Breaking pin 20 Shock absorption mechanism 15 Guide part 15a Bracket 15b Flange 15c Guide cylinder 15c1 Vertical plate 15c2 Horizontal plate 15c3 Guide 15d Flange 15e Buckling suppression portion 13 Shock absorbing portion 13a Flange

13b Crushing portion 13c Flange

13d Opening portion 17 Pressing portion 17a Bracket 17b Flange 17c Rod 17d Side surface 17e Opening portion

Claims

In the exhaust device installed on the underside of the railcar frame,
The evacuation device is
Equipped with an impact absorption mechanism that absorbs impact acting on the drainage part,
The shock absorbing mechanism is
An impact absorbing portion that absorbs an impact, a pressing portion that presses the impact absorbing portion, and a guide portion that guides the pressing direction of the pressing portion,
The shock absorbing part is
It is installed between the pressing part and the guide part,
The pressing portion is
A flange for crushing the shock absorbing portion and a rod connected to the flange;
The guide part is
A cylinder into which the rod is inserted, and includes a suppression member on the upper and lower inner walls of the cylinder,
The distal end portion of the rod is guided in the axial direction of the cylindrical body in a state in which displacement of the rod in the vertical direction is suppressed by the suppression member.
The cylinder is a rectangular cylinder having a rectangular cross section,
The obstruction apparatus according to claim 1, wherein the suppressing member is installed on a pair of upper and lower horizontal plates of the square tube.
The part connected to the flange of the rod is a cylinder,
The tip of the rod has a flat surface obtained by cutting both side surfaces of the cylinder,
The obstruction apparatus according to claim 2, wherein a pair of left and right vertical plates of the square tube are installed at positions facing the plane.
The obstruction device according to claim 3, wherein the tip of the rod is guided in the axial direction of the cylindrical body in a state in which displacement of the rod in the rotation direction is suppressed by the vertical plate.
The vertical plate includes a guide that protrudes from the vertical plate toward the rod and is installed along the vertical direction of the vertical plate;
The obstruction device according to claim 3, wherein the distal end portion of the rod is guided in the axial direction of the cylindrical body in a state where displacement of the rod in the rotation direction is suppressed by the guide.
The obstruction apparatus according to claim 5, wherein a member having a smaller friction coefficient than a planar member of the rod is attached to the guide.
The obstruction apparatus according to claim 1, wherein a shape of a portion of the suppressing member facing the rod is a concave surface along a curved surface of the rod.
The obstruction apparatus according to claim 7, wherein a member having a friction coefficient smaller than that of the curved member of the rod is attached to the concave surface.
In a railway vehicle equipped with an obstacle device installed on the underside of the underframe,
The evacuation device is
Equipped with an impact absorption mechanism that absorbs impact acting on the drainage part,
The shock absorbing mechanism is
An impact absorbing portion that absorbs an impact, a pressing portion that presses the impact absorbing portion, and a guide portion that guides the pressing direction of the pressing portion,
The shock absorbing part is
It is installed between the pressing part and the guide part,
The pressing portion is
A flange for crushing the shock absorbing portion and a rod connected to the flange;
The guide part is
A cylinder into which the rod is inserted, and includes a suppression member on the upper and lower inner walls of the cylinder,
The rail vehicle according to claim 1, wherein a tip end portion of the rod is guided in an axial direction of the cylindrical body in a state where displacement of the rod in the vertical direction is suppressed by the suppressing member.