HK1164810B - Vehicle equipment protection structure for railroad vehicle - Google Patents

Description

Vehicle equipment protection structure of railway vehicle

Technical Field

The present invention relates to a vehicle equipment protection structure for a railway vehicle that protects vehicle equipment such as underbody equipment provided under a vehicle body.

Background

A railway train is configured by connecting a plurality of railway vehicles, and each railway vehicle is configured by placing a vehicle body on a bogie. For example, as shown in fig. 15 and 16, couplers 3A and 3B are provided on an underframe (station side) 2 of the underbody so as to be coupled to other vehicles. As in patent documents 1 and 2, the connectors 3A and 3B have a structure that absorbs a collision load (impact energy) at the time of collision.

The coupler 3A shown in fig. 15 is provided at the head of the head car, and is configured to couple the head cars to each other. Connector 3A is an automatic fastener (e.g., Scharfenberg-type connector, Germany) having cylinder mechanism (シリンダ) 4A and shock absorbing tube 5A. A coupling mechanism 6A that can be coupled to another vehicle is attached to the front end portion of the cylinder mechanism 4A, and a shock absorbing pipe 5A is attached to the base end portion thereof. The cylinder mechanism 4A and the impact absorbing pipe 5A can absorb the impact load by two-stage compression (or deformation).

The coupler 3A configured as described above has a mounting flange 7A between the cylinder mechanism 4A and the shock absorbing pipe 5A, and the mounting flange 7A is fastened and mounted to a mounted flange 8A of the chassis 2 by a coupler mounting bolt 9A. The vehicle body bottom equipment 10A is provided on the rear side of the coupler 3A. The vehicle bottom equipment 10A includes, for example, electrical equipment, air piping, interconnection between electric wires, branching, terminals suitable for relay, terminal boxes serving as terminal protection boxes, and a carriage.

The coupler 3B shown in fig. 16 is provided at the rear of the head car and configured to couple the head car and the intermediate car. The coupler 3B has the same structure as the coupler 3A (for example, the cylinder mechanism 4B and the coupling mechanism 6B) except that it has an impact absorbing and cushioning member 5B. The impact absorption buffer member 5B is made of an elastic material such as rubber, and functions in the same manner as the impact absorption tube 5A used for the head car in a collision. The coupler 3B configured as described above has the mounting flange 7B, like the coupler 3A, and the mounting flange 7B is fixed to the mounted flange 8B by the coupler mounting bolt 9B, and is mounted to the chassis 2. Further, a vehicle bottom device 10B is also provided on the front side of the coupler 3B.

Although the railway vehicle absorbs the impact at the time of collision by the couplers 3A and 3B, there is a permissible limit to the energy that can be absorbed by the cylinder mechanisms 4A and 4B, the impact absorbing pipe 5A, and the impact absorbing and cushioning member 5B. When the couplers 3A and 3B are further loaded beyond the allowable limit, the coupler mounting bolts 9A and 9B are broken, and the couplers 3A and 3B are separated from the mounting flange portion 8, and the excessive reaction force on the vehicle body can be prevented by separating them.

Prior art documents:

patent document 1, Japanese patent laid-open No. 2000-313334;

patent document 2, Japanese patent laid-open No. 2003-137095.

Disclosure of Invention

The technical problem solved by the invention is as follows:

when the railway vehicle receives an impact in a collision, a structure is preferable in which the vehicle bodies are brought into contact with each other to deform the head portions of the vehicle bodies and the kinetic energy at the time of the collision is absorbed by the deformation of the vehicle bodies, as described in european standard EN15227:2008, impact resistance of the vehicle bodies.

However, since the head of the vehicle is deformed when the coupler mounting bolts 9A and 9B are broken and the couplers 3A and 3B are separated at the time of collision, it is assumed that the separated couplers 3A and 3B interfere with vehicle equipment such as the vehicle bottom devices 10A and 10B located behind the couplers 3A and 3B. If the interference occurs, the connectors 3A and 3B need to be removed from the vehicle equipment in the post-collision repair work, which requires time-consuming post-collision repair work. In addition, when a vehicle is equipped with a disturbance, the kinetic energy is not absorbed simply by deformation of the body head in the event of a crash, as was assumed in the design. In the case of forming the head portion of the high-speed railway vehicle having a streamlined shape, the coupler may be arranged at a position higher than the underframe. In this case, it is necessary to protect the cab-related equipment disposed behind the coupler, not the vehicle bottom equipment.

Therefore, an object of the present invention is to provide a vehicle equipment protection structure for a railway vehicle, which can prevent a coupler separated from an underframe from interfering with vehicle equipment at the time of a collision and can protect the vehicle equipment.

The technical means for solving the technical problem are as follows:

the vehicle equipment protection structure of a railway vehicle according to the present invention includes an underframe, a mounted portion provided at an end portion of the underframe in a front-rear direction, a coupler attached to the mounted portion and configured to be capable of coupling to another railway vehicle, a coupler guide member provided on an inner side of the railway vehicle with respect to the mounted portion and having an inclined surface facing at least a part of the coupler, and equipment provided on the railway vehicle on an inner side of the railway vehicle with respect to the coupler guide member, wherein the coupler guide member guides the coupler upward or downward to avoid the equipment by the inclined surface when the coupler is separated from the mounted portion.

According to the present invention, even if the coupler moves toward the vehicle equipment side after the coupler is separated and detached from the underframe, the coupler can be guided along the inclined surface so as to be kept away from the vehicle equipment by bringing the coupler into contact with the coupler guide member. With this, it is possible to prevent the connector from interfering with the vehicle equipment after the collision, and to protect the vehicle equipment.

The invention has the following effects:

according to the present invention, it is possible to prevent the connector separated from the underframe and falling off from interfering with the vehicle equipment during a collision, and to protect the vehicle equipment.

Drawings

Fig. 1 is a plan view of a head portion (a state in which vehicle body constituent members other than an underframe are removed) of a head car provided with a vehicle equipment protection structure according to embodiment 1 of the present invention, as viewed from above;

fig. 2 is a plan view of a rear portion (a state in which vehicle body constituent members other than the underframe are removed) of the head car shown in fig. 1, as viewed from above;

FIG. 3 is a side view of the head car shown in FIG. 1, as viewed from the side;

fig. 4 is a perspective view of the head vehicle shown in fig. 3, viewed from obliquely below;

FIG. 5 is a perspective, cross-sectional view, partially in section, of the head of the headwear of FIG. 4;

FIG. 6 is a side view of the aft portion of the head car shown in FIG. 2, viewed from the side;

FIG. 7 is a perspective view of the rear portion of the head car shown in FIG. 6 viewed from obliquely below;

FIG. 8 is a perspective cross-sectional view, partially in section, of the aft portion of the lead vehicle shown in FIG. 7;

fig. 9 is a motion diagram showing the result of a simulation in which head cars are caused to collide with each other;

fig. 10 is a motion diagram showing the result of a simulation in which head cars are caused to collide with each other;

fig. 11 is a plan view of a head portion (a state in which vehicle body constituent members other than an underframe are removed) of a head car provided with the vehicle equipment protection structure according to embodiment 2 of the present invention, as viewed from above;

fig. 12 is a plan view of a head portion (a state in which vehicle body constituent members other than an under frame are removed) of a head car provided with a vehicle equipment protection structure according to another embodiment of the present invention 2 from above;

fig. 13 is a side view of the rear portion of a head car having a vehicle equipment protection structure according to another embodiment of the present invention, as viewed from the side;

fig. 14 is a side view of the head of a head vehicle having a vehicle equipment protecting structure according to another embodiment of the present invention, as viewed from the side;

FIG. 15 is a side view of the head of the prior art head car from the side;

fig. 16 is a side view of the rear portion of the existing head car viewed from the side.

Detailed Description

Vehicle equipment protection structures (hereinafter also simply referred to as "protection structures") 11, 11A, and 11B of a railway vehicle according to an embodiment of the present invention will be described below with reference to the drawings. The concept of direction in each embodiment is that the direction of travel of a railway vehicle (hereinafter also simply referred to as "vehicle") is forward, and corresponds to the concept of direction in the forward direction. The outer side of the vehicle in the longitudinal direction (front-rear direction) of the vehicle is referred to as "outer side" and the inner side (bogie side) of the vehicle is referred to as "inner side" from the end of the underframe 15. The protection structure 11 of the railway vehicle described below is an embodiment of the present invention. That is, the present invention is not limited to the following embodiments, and additions, deletions, and modifications may be made without departing from the spirit of the invention.

Embodiment 1:

the vehicle can be connected to another vehicle, and a plurality of vehicles are connected in series to constitute a railway train. The vehicles include a head car mainly located at the head and the tail of the railway train and an intermediate car located between the head and the tail of the railway train. In the railway vehicle, since the vehicle positioned at the end on the outbound route is positioned at the front in the route, the head car 12 is also applied as the vehicle positioned at the end. The head car 12 positioned at the end is arranged in the opposite direction to the front-rear direction of the head car 12 positioned at the front. The structure of the head car 12 installed at the front of the railway train among these cars will be described below with reference to fig. 1 to 8.

(vehicle)

As shown in fig. 1 and 2, the head car 12 includes 2 dollies 13F and 13R and a structure 14. The carriages 13F and 13R are configured to be capable of traveling on the rails, and are located in the front-rear direction away from the traveling direction. In these 2 dollies 13F and 13R, the structure 14 (see fig. 3 and 6) is mounted through an air spring (air ばね) not shown. The structure body 14 has a substantially hollow rectangular parallelepiped shape, that is, a box shape, in which a space for accommodating passengers or cargo is formed. The head portion 14a and the tail portion 14b of the structure 14 of the head car 12 are so-called deformation regions, and can absorb a collision load at the time of collision. Accordingly, the deformation of the deformation region of the head car 12 that has received an impact can suppress the deformation of the space for accommodating passengers or cargo at the time of a collision, and a survival region as large as possible can be secured.

Vehicle equipment such as vehicle bottom facilities 40F and 40R described below is provided below the structure 14, and the head car 12 includes a vehicle equipment protection structure 11 for protecting the vehicle equipment. The vehicle equipment protection structure 11 basically includes a base frame 15, connectors 21F and 21R, and guide members 27F and 28R, and the base frame 15 constitutes a bottom portion of the structure 14.

(Chassis)

As shown in fig. 1 and 2, the underframe 15 is formed into a substantially rectangular shape in plan view from side members 16, 16 at both left and right ends thereof, and cross members 17, 17 bridging the side members 16, 16 and extending in the vehicle width direction, and a pair of center members 18, 18 are provided on the cross members 17, 17 so as to be bridged thereon. The pair of center sills 18, 18 extend in parallel in the front-rear direction, are positioned at the middle portion of the underframe 15 in the vehicle width direction (i.e., the left-right direction), and are disposed on the left and right sides of the center line L1 of the head car 12.

A bridge 19 extending in the vehicle width direction is provided between the pair of center sills 18, 18. The bridge 19 is erected 1 on each of the front and rear sides. The front and rear ends of the pair of center sills 18, 18 project downward beyond the other portions, and the flange portions 20 are respectively bridged between the front and rear ends. The attached flange portion 20 is a U-shaped plate-like member as viewed from the front, and the central portion of the through hole 20a opens downward (see fig. 4, 5, 7, and 8). The penetration hole 20a opens between the pair of center sills 18, and its axis substantially coincides with the axis L1 in a plan view. The couplers 21F, 21R are inserted through the penetration holes 20a, and the couplers 21F, 21R inserted therethrough are mounted to the front and rear mounted flange portions 20 with a portion thereof positioned between the pair of center sills 18, 18.

First, the structure of the head-side coupler 21F provided on the head of the head car 12 will be described below. Next, the rear-side coupler 21R provided at the rear of the head car 12 will be described.

(head side connector)

As shown in fig. 1 and 3, the head-side connector 21F is attached to the front attached flange portion 20. The head side coupler 21F includes a coupling mechanism 22F, a cylinder mechanism 23F, and a shock absorption pipe (a hammer shock absorption パイプ) 24F. The coupling mechanism 22F provided at the tip end portion (front end portion) of the cylinder mechanism 23F is configured to be connectable to a coupling mechanism 22F of another vehicle so as to be coupled to another vehicle. The cylinder mechanism 23F is a so-called hydraulic cylinder or pneumatic cylinder, and absorbs a collision load (impact energy) while contracting when the collision load is applied. The shock absorbing pipe 24F is provided at the base end (rear end) of the cylinder mechanism 23F. The impact absorbing tube 24F as an impact absorbing member is formed in a structure capable of being compressed or deformed to absorb the collision load which the cylinder mechanism 23F cannot fully absorb by compression or deformation. The shock absorbing pipe 24F and the cylinder mechanism 23F are arranged in series in the front-rear direction, and a mounting flange portion 25F is provided between the cylinder mechanism 23F and the shock absorbing pipe 24F.

In the present embodiment, the impact absorbing tube is configured to be able to contract or deform when the cylinder mechanism fails to completely absorb the impact load, but the present invention is not limited to this. For example, the cylinder mechanism may be configured to receive the collision load and the collision absorbing pipe may be configured to absorb the collision load, as long as the cylinder mechanism can sufficiently receive the collision load.

The mounting flange portion 25F is formed in a rectangular shape in external view from the front, and is inserted between the pair of center sills 18, 18. The mounting flange portion 25F is disposed on the rear side (the carriage 13F side) of the mounted flange portion 20, and connector mounting bolts 26F are provided at four corners thereof. Then, the mounting flange portion 25F is fastened to the mounted flange portion 20 by the 4 coupler mounting bolts 26F, and mounted. The coupler mounting bolt 26F is, for example, a hexagon bolt or a reamer bolt. By this mounting, the coupling mechanism 22F protrudes from the head of the head car 12, and the impact absorbing tube 24F protrudes from the cross member 17 toward the trolley 13F. Further, between the mounting flange portion 25F and the carriage 13F, the underbody device 40F and the head-side guide member 27F are provided in this order from the carriage 13F side.

(vehicle equipment)

The vehicle bottom equipment 40F is an electric equipment, an air pipe, a terminal used for connecting, branching, and relaying electric wires, a terminal box serving as a terminal protection box, and the like, and is equipment provided under the underframe 15 and on the bogie 13F, and the bogies 13F and 13R. These vehicle equipment are located on the vehicle inner side, i.e., on the "inner side" (the side of the bogie 13F) with respect to the head side coupler 21F and a head side guide member 27F described below, and the head side guide member 27F is provided on the underframe 15 in order to protect the vehicle equipment from the head side coupler 21F.

(head side guide member)

As shown in fig. 4 and 5, the head-side guide member 27F as a coupler guide member is a box-shaped member extending in the vehicle width direction and is formed integrally with the bridge 19. The head-side guide member 27F has a front side plate 29F, a lower side plate 30F, a reinforcing plate 31F, and a pair of side plates 32F. The front side plate 29F as a guide plate is a plate-shaped member extending in the vehicle width direction and the vertical direction, and is provided integrally with the lower surface of the bridge 19 so as to face the base end portion (rear end portion) of the head-side coupler 21F. The front side plate 29F is bridged over the pair of center sills 18, and forms an inclined surface 28F on the entire front surface thereof. The rear end portion of the head-side coupler 21F faces the inclined surface 28F to avoid the vehicle equipment. In the present embodiment, the inclined surface 28F is inclined toward the carriage 13F as it goes downward. The lower end of the inclined surface 28F, that is, the lower end of the front side plate 29F is located below the lower ends of the pair of center sills 18, and a lower side plate 30F is integrally provided at the lower end.

The lower side plate 30F extends horizontally from the lower end of the front side plate 29F toward the bogie 13F, and a reinforcing plate 31F is provided at the rear end thereof. The reinforcing plate 31F is a flat plate-like member and extends upward from the lower plate 30F. The upper end of the reinforcement plate 31F extends to the lower surface of the bridge 19, and covers the entire rear surface of the front side plate 29F. Side plates 32F and 32F are provided on the left and right side surfaces of the front side plate 29F, respectively.

The side plates 32F, 32F are formed in shapes that can match the shapes of openings on both left and right sides surrounded by the pair of center sills 18, the front side plate 29F, the lower side plate 30F, and the reinforcing plate 31F, and are attached to the upper surfaces of the pair of center sills 18, 18 and the side surfaces of the front side plate 29F, the lower side plate 30F, and the reinforcing plate 31F to seal the openings. The head-side guide member 27F is configured as a box having a closed cross-sectional structure with a space behind the inclined surface 28F by the side plates 32F, 32F.

In this way, the head side guide member 27F is mounted on the pair of center sills 18, 18 with high rigidity via the bridge 19, and even if the head side connector 21F comes out of the chassis 15 at the time of collision and abuts against the head side guide member 27F, the amount of deformation of the chassis 15 can be suppressed. Further, the rigidity of the head side guide member 27F can be increased by the box-shaped head side guide member 27F having a closed cross-section structure. In order to further enhance the rigidity, a pair of reinforcing members 33F, 33F formed in a cross-sectional shape perpendicular to the vehicle width direction are arranged in parallel in the vehicle width direction so as to extend in the vertical direction in the internal space of the head side guide member 27F.

(Tail side connector)

As shown in fig. 2 and 6, the rear-side coupler 21R is attached to the rear-side attached flange portion 20. The tail-side coupler 21R includes a coupling mechanism 22R, a cylinder mechanism 23R, and an impact absorbing cushion pad 24R. The coupling mechanism 22R is configured to be coupled to a coupler (not shown, but having the same configuration as the rear-side coupler 21R) provided in the intermediate vehicle, and is provided at a tip end portion (rear end portion) of the cylinder mechanism 23R. The cylinder mechanism 23R is a so-called hydraulic cylinder or pneumatic cylinder, which can contract once receiving a collision load, absorbing the collision load (impact energy). A shock absorbing cushion 24R is provided at the base end (tip end) of the cylinder mechanism 23R. The shock absorbing cushion 24R as a shock absorbing member includes an elastic member such as rubber, and is configured to be elastically deformable. The impact absorbing cushion pad 24R is configured to absorb a collision load that the cylinder mechanism 23R cannot completely respond to by elastic deformation. The impact absorption cushion 24R and the cylinder mechanism 23R are arranged in series in the front-rear direction, and a mounting flange portion 25R is provided between the cylinder mechanism 23R and the impact absorption cushion 24R.

The mounting flange portion 25R has a rectangular outer shape when viewed from the rear, and is inserted between the pair of center sills 18, 18. The mounting flange portion 25R is provided on the front side (the bogie 13R side) of the mounted flange portion 20, and the coupler mounting bolts 26R are provided at the four corners thereof. Then, the mounting flange portion 25R is fastened to the mounted flange portion 20 by the 4 coupler mounting bolts 26R.

By this mounting, the coupling mechanism 22R projects from the rear of the head car 12, and the impact absorbing cushion 24R projects from the cross member 17 toward the bogie 13R. Further, since the impact absorption cushion 24R is used, the amount of projection from the cross member 17 to the bogie 13R side becomes smaller than the head side coupler 21F. Therefore, the tail side coupler 21R is shortened.

Further, between the mounting flange portion 25R and the bogie 13R, a vehicle bottom device 40R and a pair of tail side guide members 27R, 27R are provided in this order from the bogie 13R side. The vehicle bottom facility 40R is described with reference to the above description of the vehicle bottom facility 40F, and the description thereof is omitted here. Vehicle equipment such as the vehicle bottom equipment 40R and the bogie 13R is also disposed on the front side (the bogie 13R side) of the mounting flange portion 25R and the tail side guide member 27R described below. To protect these vehicle equipment, a pair of tail side guide members 27R are provided on the chassis 15. Specifically, the tail side guide members 27R are provided on inner side surfaces (surfaces facing each other) of rear end portions of the pair of center sills 18, respectively.

(Tail side guide member)

As shown in fig. 7 and 8, the pair of trailing side guide members 27R as the coupler guide members includes a guide plate 34R and 2 support members 35R and 36R, respectively. The guide plate 34R is a thin and rectangular (short -shaped) plate-like member extending obliquely rearward and upward, and is provided to protrude inward from the center sill 18. The guide plate 34R has an inclined surface 28R on the entire rear surface, and both right and left corners of the inclined surface 28R of the 2 guide plates 34R located above the mounting flange 25R are opposed to each other. The inclined surface 28R is inclined so as to avoid the vehicle equipment, and in the present embodiment, is inclined toward the carriage 13R side as going downward. Further, on the front surface of the guide plate 34R, 2 support members 35R and 36R are provided vertically separately for supporting it. The upper support member 35R has a U-shaped cross section on an imaginary plane perpendicular to the front-rear direction, and is attached with its opening facing the center sill 18 so as to close the opening. The lower support member 36R has an L-shaped cross section on an imaginary plane perpendicular to the front-rear direction, and is provided with an opening on the upper side in a state of being attached to the center sill 18.

By mounting the tail side guide members 27R to the pair of center sills 18, 18 having high rigidity in this manner, even if the tail side coupler 21R is detached from the chassis 15 and collides with the tail side guide members 27R at the time of collision, the amount of deformation of the chassis 15 can be suppressed. Since the tail side guide member 27R is formed of a plate-like member, it can be made lighter than the head side guide member 27F. Similarly to the head side guide member 27F, the tail side guide member 27R may be formed in a box shape having a closed cross-sectional structure.

The rear-side coupler 21R and the rear-side guide member 27R may be provided not only as the rear portion of the head car 12 but also as couplers and guide members provided at both front and rear end portions of the intermediate car. The structure of the coupler and the guide member provided at the front end portion of the intermediate vehicle is configured to be opposite to the front-rear direction of the rear-side coupler 21R and the rear-side guide member 27R.

(movement of the coupler or the like at the time of collision)

Next, a case where the stopped head car 12 (hereinafter, also referred to as "stopped vehicle 12S") and the traveling head car 12 (hereinafter, also referred to as "traveling vehicle 12R") are simulated to collide with each other in front will be described with reference to fig. 9 and 10. In this simulation, the traveling vehicle 12R travels toward the stopped vehicle 12S stopped on the same track line (see fig. 9 a), and a frontal collision occurs without taking any other measures. Since the coupling mechanisms 22F of the head-side couplers 21F protrude from the heads of the head cars 12S and 12R, the coupling mechanisms 22F collide with each other at the time of a frontal collision, and the head-side couplers 21F are compressed (see fig. 9 (b)). Therefore, the coupling mechanism 22F receives the impact load, and each cylinder mechanism 23F contracts to absorb the impact load.

The cylinder mechanism 23F can absorb a collision load equal to or less than a previously designed allowable load, but when the traveling speed at the time of collision is high and the impact load exceeds the allowable load of the cylinder mechanism 23F, the cylinder mechanism contracts completely and functions as 1 rigid material. After the cylinder mechanism 23F is completely contracted, the shock absorbing tube 24F is compressed and deformed to absorb the collision load (see fig. 9 c). In this way, the head-side coupling 21F absorbs the collision load by two-stage deformation of the cylinder mechanism 23F and the shock absorbing tube 24F.

However, when the impact absorbing tube 24F is also subjected to a collision load exceeding the pre-designed allowable load, the impact absorbing tube cannot absorb the collision load. Then, the collision load is received by the 4 coupler mounting bolts 26F that fasten the head-side coupler 21F to the mounted flange portion 20. However, the 4 connector mounting bolts 26F also receive a predetermined collision load, i.e., break. Therefore, when the head-side coupler 21F cannot absorb the collision load, the head-side coupler 21F of at least one of the stopped vehicle 12S and the traveling vehicle 12R is separated from the attached flange portion 20 and detached from the attached flange portion in a state where the head-side couplers 21F, 21F of the traveling vehicle 12R and the stopped vehicle 12S are coupled, by the coupler mounting bolt 26F of the head-side coupler 21F of the traveling vehicle 12R being rapidly broken in the present embodiment (see fig. 10 (a)).

Thereafter, as the traveling vehicle 12R further moves toward the stopped vehicle 12S, the detached head-side coupler 21F moves backward toward the bogie 13F of the traveling vehicle 12R, and the base end of the head-side coupler 21F quickly comes into contact with the inclined surface 28F of the head-side guide member 27F. With this, the base end portion of the head-side coupler 21F is guided along the inclined surface 28F in a direction to avoid the vehicle equipment, i.e., downward. Meanwhile, since the base end portion of the head-side coupler 21F is supported by the head-side guide member 27F, the 4 coupler attachment bolts 26F on the head-side coupler 21F that stops the vehicle 12S receive a large reaction force, and the coupler attachment bolts 26F that stop the head-side coupler 21F of the vehicle 12S are also broken. After the breakage, the head-side coupler 21F is retracted toward the carriage 13F side, and is brought into contact with the inclined surface 28F (see fig. 10 (b)) or guided downward along the inclined surface 28F, as in the case of the traveling vehicle 12R. With this, after the 2 head-side couplers 21F are separated from the coupler mounting bolts 26F, the head-side couplers 21F can be dropped substantially vertically by the inclined surfaces 28F (see fig. 10 c), and the 2 head-side couplers 21F can be prevented from interfering with vehicle equipment such as the vehicle bottom equipment 40F.

When the 2 head-side couplers 21F drop substantially vertically, the head 14a of the structure 14 of the running vehicle 12R and the stopped vehicle 12S collide with each other, and the head 14a deforms due to the collision (see fig. 10 (d)). By deforming the head 14a in this manner, the collision load (impact energy) can be absorbed, and the survival region can be secured. By dropping the 2 head-side couplers 21F substantially vertically in this way, the head 14a can be quickly turned to deform to absorb the impact energy, and a sufficient survival area can be ensured. Further, since 2 head-side couplers 21F are dropped substantially vertically, the repair work after the collision is easy to be performed, and the repair work time can be shortened.

Although the head-side couplers 21F of the traveling vehicle 12R and the stopped vehicle 12S are coupled to each other as shown in fig. 10, the present invention is not limited to this. For example, the head-side coupler 21F of the traveling vehicle 12R and the stopped vehicle 12S may be configured to be dropped substantially vertically independently from each other.

Next, the movement of each coupler of the head vehicle and the intermediate vehicle when receiving a collision load will be described. As described above, when the head cars 12 collide with each other, the railway train is configured to be able to transmit the load to the following vehicles through the structure 14 of the head car 12 so that the collision load can be absorbed quickly by the head car 12, or even by the entire train. Therefore, the collision load is also transmitted to the rear-side coupler 21R of the head vehicle 12 and the coupler (not shown) of the intermediate vehicle coupled thereto. The rear-side coupler 21R and the coupler that receive the collision load absorb the collision load by two-stage deformation of the cylinder mechanism 23R and the impact absorption cushion 24R, as with the head-side coupler 21F. Even if the absorption cannot be completed, the connector mounting bolt 26R is broken, and at least one of the tail-side connector 21R and the connector falls off from the chassis 15.

For example, when the tail-side coupler 21R is once detached, it moves toward the carriage 13R, and the base end of the tail-side coupler 21R comes into contact with the inclined surface 28R of the tail-side guide member 27R. After the contact, the tail-side coupler 21R is guided in a direction avoiding the underbody device 40R along the inclined surface 28R, and is guided downward in the present embodiment. During this time, since the base end portion of the tail-side coupler 21R is supported by the tail-side guide member 27R, a large reaction force acts on the coupler side, and the coupler mounting bolt (not shown) of the coupler is broken. Therefore, the coupler also drops and moves toward the guide member (not shown), and then touches the inclined surface of the guide member and is guided downward. With this, the rear-side coupler 21R and the coupler can be made to fall off substantially vertically downward, and the rear-side coupler 21R and the coupler can be prevented from interfering with vehicle equipment such as the vehicle bottom equipment 40R.

When the rear side coupler 21R and the coupler fall substantially vertically, the rear portion 14b of the head vehicle 12 collides with the head of the intermediate vehicle, and the respective portions are deformed by the collision. By this deformation, the collision load (impact energy) is absorbed, and the survival area can be ensured to be free from trouble. By dropping the rear-side coupler 21R and the coupler substantially vertically in this way, the vehicle can be quickly steered to deform the rear portion 14b of the head vehicle 12 and the head portion of the intermediate vehicle to absorb the impact energy, and a sufficient survival area can be ensured.

Further, even between intermediate vehicles, as described above, the collision load (impact energy) can be absorbed by the coupler, and the coupler can be dropped substantially vertically by the guide member. With this, vehicle equipment such as underbody equipment provided under the lathe of the intermediate vehicle can be protected.

Embodiment 2:

the vehicle equipment protection structure 11A according to embodiment 2 of the present invention is similar in configuration to the vehicle equipment protection structure 11 according to embodiment 1. The following describes the structure of the vehicle equipment protection structure 11A according to embodiment 2, but only the differences from the structure of the vehicle equipment protection structure 11 according to embodiment 1 will be described, and descriptions of the same structure will be omitted.

In the vehicle equipment protection structure 11A according to embodiment 2, as shown in fig. 11, the inclined surface 128F of the head side guide member 127F has a recess 128 a. The concave portion 128a is recessed toward the bogie 13F at the center portion in the vehicle width direction and inclined toward the center portion at both sides in the vehicle width direction in a plan view, and specifically, the concave portion is curved. By bending this, the head-side guide member 127F has a function of guiding the head-side coupler 21F separated from the under frame 15 and brought into contact with the inclined surface 128F to the center in the vehicle width direction and focusing the coupler toward the center. With this, the head-side coupler 21F that has come off can be prevented from moving in the vehicle width direction, and the head-side coupler 21F that has come off the inclined surface 128F can be caused to fall in the vicinity of approximately directly below the center in the vehicle width direction.

Otherwise, the vehicle equipment protection structure 11A according to embodiment 2 has the same operational advantages as the vehicle equipment protection structure 11 according to embodiment 1.

Although the recess 128a of the inclined surface 128F of the head side guide member 127F according to embodiment 2 is curved, the recess 228a of the inclined surface 228F of the head side guide member 227F may be formed to be inclined (テーパ -shaped) as in the vehicle equipment protection structure 11B shown in fig. 12. That is, the inclined surface 228F is inclined from both left and right ends in the vehicle width direction toward the vehicle 13F side toward the center in the vehicle width direction. In the case of such a shape, the inclined surface 228F has a function of being concentrated toward the center, and has the same operational effect as the inclined surface 128F.

Other embodiments are as follows:

in the vehicle equipment protecting structure 11, the head side guide member 27F is provided at the head of the head vehicle 12, and the tail side guide member 27R is provided at the tail, but the same guide members 27F and 27R may be provided at both the head and tail. That is, as shown in fig. 13, the tail side guide member 27R may be provided at the head, or as shown in fig. 14, the head side guide member 27F may be provided at the tail.

The vehicle equipment protection structure may be used for a high-speed railway vehicle in which the head shape of the head car is streamlined. When used in a high-speed railway vehicle, the coupler is disposed at a position higher than the underframe, for example, and there is a space above the coupler. Such a high-speed railway vehicle can protect equipment in the cab. In this case, the inclined surfaces 28F, 128F, 228F, and 28R inclined downward toward the carriages 13F and 13R are inclined in the opposite direction. That is, the inclined surfaces 28F, 128F, 228F, 28R are inclined upward toward the carriages 13F, 13R. With this, it is possible to prevent the connector from falling off the line while protecting the vehicle equipment (cab-related equipment) behind the connector. The inclined surface may be inclined not only downward or upward but also obliquely upward, obliquely downward, or leftward and rightward, as long as it can guide the vehicle away from the vehicle equipment.

In embodiments 1 to 3, the couplers 21F and 21R in which the hydraulic cylinder or the pneumatic cylinder and the impact absorbing tube or the impact absorbing cushion pad are arranged in series are used, but the couplers 21F and 21R having such a configuration are not limited to use. For example, as described in Japanese patent laid-open No. 2000-313334, a coupler having a buffer device provided behind the coupling mechanism may be used, or a coupler having a bellows structure (a bellows structure) may be used. The connectors 21F and 21R do not necessarily have to have an impact absorbing mechanism, and the connectors 22F and 22R may be attached to the rod-like member.

In addition, in embodiments 1 to 3, the guide members 27F and 27R are provided directly or indirectly on the pair of center sills 18 and 18 by the bridge 19, but the positions of attaching the guide members 27F and 27R are not limited to the pair of center sills 18 and 18, and may be attached to another member constituting the underframe 15, for example, the cross member 17 or the like.

Although the mounting flange 25F is fastened and mounted to the mounted flange 20 using the coupler mounting bolt 26F in the embodiments 1 to 3, it may be fastened and mounted by a rivet or may be mounted by welding. The mounting method of the couplers 21F and 21R is not limited to the mounting flange method such as the mounting flange portions 25F and 25R, and a driven plate method (companion plate method), anchor fixing method, or the like may be employed.

The couplers 21F and 21R may be coupled to the chassis 15 by coupling members (not shown) such as pipes and locks.

As described above, in the vehicle equipment protection structure according to embodiment 1 and the other embodiments, the inclined surface is inclined inward of the railway vehicle as it goes upward or downward, and therefore, the coupler separated from the vehicle at the time of collision can be guided to fall away from the vehicle equipment. With this configuration, the vehicle equipment under the lathe or in the cab can be protected from the damage such as the collision of the coupler separated by the collision. Further, since the connector can be prevented from falling onto the line, the time required for the repair work at the time of collision can be shortened.

Further, since the inclined surface of the coupler guide member is disposed so as to face the coupler end portion, the coupler separated from the vehicle can be guided in a direction avoiding the vehicle equipment and dropped.

The inclined surface has a recess in the center portion in the width direction of the vehicle in a plan view, and is a recess inclined from both side portions in the width direction toward the center portion. With this configuration, the guide member can prevent the separated coupler from moving in the vehicle width direction, and can guide the coupler contacting the inclined surface toward the center in the vehicle width direction and separate from the inclined surface.

The underframe has a pair of center sills extending in parallel with the vehicle front-rear direction, and a bridge that is bridged over the pair of center sills, and the coupler guide member is provided on the bridge. The coupler is disposed between the pair of center sills and has a mounting portion to be mounted to the chassis, and the coupler guide member includes guide plates provided on the opposing surfaces of the pair of center sills, respectively, the guide plates including the inclined surfaces disposed to oppose the mounting portion. With this configuration, by attaching the guide member to the center sill having high rigidity, even if the coupler is separated from the vehicle during a collision and hits against the guide member, the amount of deformation of the underframe can be suppressed.

The coupler has a cylinder and an impact absorbing member disposed in series with the cylinder, and the cylinder contracts when receiving a collision load, and the impact absorbing member absorbs impact energy after the cylinder contracts. With this configuration, the collision load can be reliably absorbed, the deformation amount of the vehicle body and the underframe can be sufficiently suppressed, and the vehicle device can be protected from the impact or the like of the coupler separated from the vehicle due to the collision.

Description of the symbols

11. 11A, 11B vehicle equipment protection structure;

13F, 13R trolley;

15 a chassis;

18 a center sill;

19 joists (cross し material);

20a flange part to be mounted;

21F head side connector;

21R tail side connector;

22F, 22R connection means;

23F, 23R cylinder mechanisms;

a 24F shock absorbing tube;

a 24R impact absorbing cushion;

25F, 25R mounting flange parts;

26F, 26R connector mounting bolts;

27F a head side guide member;

27R tail side guide member;

28F, 28R inclined surfaces;

40F and 40R vehicle bottom equipment;

127F head side guide member;

a 128F inclined surface;

128a recess;

227F head side guide member;

228F inclined surface;

228a, and a recess.

Claims (7)

1. A vehicle equipment protection structure of a railway vehicle comprises an underframe, a mounted part arranged at the end part of the underframe in the front-back direction, and a connector which is mounted on the mounted part and can be connected with other railway vehicles; characterized in that, the protection architecture also possesses:

a coupler guide member provided on the inside of the railway vehicle with respect to the mounted portion and having an inclined surface facing at least a part of the coupler, and

a railway vehicle device provided inside the railway vehicle with respect to the coupler guide member,

the connector guide member guides the connector upward or downward by the inclined surface so as to avoid the equipment when the connector is detached from the attached portion.

2. The vehicle equipment protection structure of a railway vehicle according to claim 1,

the inclined surface is inclined toward the inside of the railway vehicle as it goes upward or downward.

3. The vehicle equipment protection structure of a railway vehicle according to claim 1,

the coupler guide member has a guide plate including an inclined surface inclined toward the inside of the railway vehicle as it goes upward or downward,

the inclined surface of the guide plate is disposed to face an end of the coupler.

4. The vehicle equipment protection structure of a railway vehicle according to claim 3,

the inclined surface of the guide plate has a recess in a central portion in a width direction of the railway vehicle in a plan view, and is a recess inclined from both side portions in the width direction toward the central portion.

5. The vehicle equipment protection structure of a railway vehicle according to claim 1,

the underframe has a pair of center sills extending in parallel in the vehicle front-rear direction and an overlap beam overlapping the pair of center sills,

the connector guide member is provided to the bridge.

6. The vehicle equipment protection structure of a railway vehicle according to claim 2,

the under frame has a pair of center sills extending in parallel in the vehicle front-rear direction,

the connector is disposed between the pair of center sills and further has a mounting portion mounted to a mounted portion of the underframe,

the coupler guide member has guide plates provided on opposite surfaces of the pair of center sills,

the guide plate has the inclined surface disposed opposite to the mounting portion.

7. The vehicle equipment protection structure of a railway vehicle according to claim 1,

the coupler has a cylinder and an impact absorbing member arranged in series with the cylinder,

the cylinder contracts when subjected to a crash load,

the impact absorbing member absorbs impact energy after the cylinder is contracted.