JPH06211133A - Shock absorber of vehicle - Google Patents

Abstract

(57) [Abstract] [Purpose] Absorption and buffering of collision energy, simple structure,
Sufficiently accomplished by a small, lightweight, low cost device. A pipe member 7 protruding from the fixed surface 9 to the impact receiving side is arranged and held adjacent to a fixed surface 9 facing the impact receiving side of the vehicle 1.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a shock absorber for a vehicle, and more specifically, it is provided mainly on the front of the head of a high-speed vehicle such as a railroad vehicle and cushions when it collides with an obstacle to ensure passenger safety. The present invention relates to a shock absorber that protects a vehicle.

[0002]

2. Description of the Related Art Railway vehicles are 0 series, 100 series or 2 series.
High-speed vehicles that surpass the 00 series Shinkansen have been realized, and research and experiments are underway on next-generation high-speed vehicles that have achieved even higher speeds.

At the front of a high-speed vehicle, an aerodynamic cover is required, and small obstacles such as small blocks of birds and stones are rejected and rejected at the same time, while falling rocks, automobiles, etc. It is desired to provide cushioning and obstacle elimination even when the vehicle collides with a large obstacle, to improve the safety of passengers and to minimize damage to the vehicle body.

Or, the obstacles that are thrown away are the conventional 0 series and 1
It is necessary to limit the scattering range to that of the Shinkansen of the 00 series or 200 series. This is to prevent other vehicles from being affected.

In this case, it is also necessary to concentrate the buffering range, that is, the damage range for buffering as small as possible so that the repairing range is small and the repairing time and cost can be reduced. .

Conventionally, in order to do this, a thick plate leaf spring made of steel or aluminum is provided at the impact receiving portion of the forehead.

On the other hand, in a low-speed vehicle, that is, a railroad with a railroad crossing, there is a risk of collision with a road vehicle, for example, a dump truck. However, it is general that only a protective measure such as providing a skirt at the bottom of the vehicle body or making the outer plate a thick plate is adopted, and only a few medium-speed vehicles are equipped with a shock absorber with hydraulic dampers. Only.

[0008]

However, the collision energy of a conventional railroad vehicle is 100 because a collision object is large.
It may exceed m-ton.

On the other hand, the collision energy in the case of the next-generation system of a further high-speed vehicle exceeding the 0-series and 200-series Shinkansen has a collision energy of more than 10 m-to that of the conventional Shinkansen even though the target obstacle is small.
Since it is much larger than n, the weight and bulk of the conventional type are further proportionally increased.

Therefore, weight reduction for speeding up the vehicle,
It impairs miniaturization and poses a cost problem.

On the other hand, Japanese Utility Model Publication No. 3-39632 proposes a shock absorber utilizing the buckling resistance of a honeycomb block made of aluminum in addition to the conventional example.

In this structure, the honeycomb block is provided between the mounting plate and the impact plate such that the axis of the honeycomb block faces the impact direction at a predetermined angle.

According to this, the required cushioning performance can be exhibited without reducing the weight, which is advantageous for reducing the weight and speed of the vehicle.

However, since the honeycomb block made of aluminum is expensive, the cost will increase if it is used.

The plate thickness of the aluminum plate material forming the honeycomb block is usually about 0.03 to 0.1 mm. If it exceeds 0.1 mm, manufacturing becomes difficult. In addition, the axial dimension is also limited in manufacturing.

For this reason, there is a large limit to the buffering capacity of one block, and it is necessary to stack several blocks and use them.

Therefore, if this is applied to the cushioning of a high-speed vehicle, it will be bulky and the size of the vehicle will be increased, and the cost will be further increased. And this affects every repair.

For this reason, the shock absorber using the honeycomb block is not suitable for practical use and has not been actually used.

An object of the present invention is to provide a shock absorber for a vehicle which can solve these problems.

[0020]

SUMMARY OF THE INVENTION In order to achieve the above-mentioned object, the present invention adjoins a fixed member facing the receiving side of a vehicle with a pipe member protruding from the fixed surface to the receiving side. The first feature is that they are arranged and held.

In order to achieve the above-mentioned object, the present invention also arranges and holds, on almost the entire frontal wall surface of a vehicle, pipe members projecting from the frontal wall surface toward the impact side adjacently. This is the second feature.

In these cases, the pipe member is preferably a cylindrical body and made of resin, and the end portion of the pipe member may be chamfered or obliquely cut.

Further, the pipe members may be provided in a double or multiple combination in the inside and outside.

[0024]

In the above configuration of the first feature of the present invention, when the forehead of the vehicle collides with an obstacle, the obstacle is arranged and held on the fixed surface of the forehead of the vehicle facing the impact side. The pipe member collides with the tip end of each pipe member from almost the axial direction of each pipe member, and each pipe member is buckled and deformed by the collision energy at this time. By the predetermined buckling resistance and cushioning stroke according to the thickness, thickness and length, it is possible to sufficiently absorb and cushion the collision energy and prevent damage to the vehicle. Since kinetic energy on the vehicle side is given to the obstacle, it is possible to reject the obstacle by flicking it into a predetermined distance range based on the buffer.

In the above configuration of the second feature of the present invention, the first feature
The same cushioning action as in the case of the above feature can be exerted on almost the entire front head of the vehicle.

If the tubular member is a thin-walled cylindrical body, it will be buckled and deformed regularly and in a predetermined unit length dimension over the entire cushioning stroke. It can be achieved smoothly without change.

Even if the pipe member is made of resin, it can exhibit sufficient buckling resistance to absorb and buffer the collision energy, and its specific gravity is significantly smaller than that of metal material, and the overall weight can be reduced. Can be planned.

If the end of the pipe member is chamfered or cut obliquely, the buckling resistance in the end region where the initial buckling occurs is reduced, and the cushioning performance at the initial stage of collision can be improved.

When the pipe members are combined in the inner and outer double or multiple layers, a predetermined buckling resistance force can be obtained within a limited space depending on the number of combinations of the pipe members.

[0030]

EXAMPLE A first example of the present invention shown in FIGS. 1 to 5 will be described below.

This embodiment shows the case of a shock absorber applied to a high-speed vehicle exceeding the 200 series Shinkansen.

As shown in FIG. 1, an obstacle plate 3 is attached to a lowermost front surface 10 of a forehead 2 of a vehicle 1 via a bracket 4, and small obstacles are simply repelled by the obstacle plate 3 and discharged. It makes it possible for the vehicle to drive safely.

A shock absorber A is provided at the back of the obstruction plate 3. The shock absorber A is, as shown in FIGS.
The lower surface 10 and the fixing surface 9 that extends downward from the back side of the lower surface 10 and faces the impact receiving side.
It has a holding case 6 attached by 5.

The holding case 6 is opened on the impact receiving side, and a large number of tube members 7 whose tip faces the impact receiving side are arranged adjacent to each other according to the shape of the obstruction plate 3 along the outer shape of the frontal region 2 and held. It is housed and held in the case 6.

In the case of this embodiment, the pipe member 7 is a thin-walled cylindrical body made of resin as shown in FIGS. 3 and 4, and is arranged so as to be in contact with each other as shown in FIG. It is housed in and retained by. As the resin material of the tube member 7, it is suitable to use hard vinyl chloride.

When the pipe member 7 collides with an obstacle that is not sufficiently obstructed by the obstruction plate 3, the tube member 7 is buckled and deformed due to the fact that its axis is substantially oriented with respect to the collision direction b. The buckling drag absorbs and buffers collision energy. Therefore, it is necessary not to hinder the buckling deformation of the pipe member 7.

On condition that this buckling deformation is not hindered,
A holding structure using the holding case 6 of the pipe member 7 is free, and the holding case 6 may not be used depending on the case. When the pipe members 7 are arranged in a single layer and adjacently as in the present embodiment, the peripheral wall and the impact receiving surface of the holding case 6 are made of thin plates, and it is not necessary to fix both ends.

The buckling deformation of the pipe member 7 due to the collision with the obstacle is such that the pipe member 7 has a thin range, that is, the outer radius of the pipe is R,
When the wall thickness is set to t, if R / t is set in the range of about 10 to 100, particularly near 100, a predetermined unit dimension S is set as shown in FIG. Occurs.

The buckling deformation of each unit dimension S occurs on both sides of the uniaxial so that the cylindrical shape has a rectangular flat shape in which one axis in the diametrical direction is a diagonal line. The buckling deformation of each unit dimension S that occurs sequentially occurs in the direction in which the one axis rotates by 90 degrees.

FIG. 6 shows the buckling test result of a VE pipe having a JIS standard nominal diameter of 70 mm and a length of 430 mm, and FIG. 7 shows the buckling test result of a VE pipe having a nominal diameter of 54 mm and a length of 250 mm. There is.

It can be seen from FIGS. 6 and 7 that the above-mentioned buckling occurs regularly and regularly for each unit size.

In short, each tube member 7 is within the long column buckling limit,
And if it is a predetermined thin-walled circular tube, the wall thickness and thickness set without any restrictions on itself, the predetermined buckling resistance and the buffer stroke according to the length, sufficient collision energy,
In addition, by devising such as chamfering and diagonal cutting of the end part, it can smoothly absorb and buffer without sudden changes, it can protect passengers and prevent damage to the vehicle, and it will prevent obstacles during the collision. Since the kinetic energy on the vehicle side is given to the object, the obstacle can be repelled within the predetermined distance range based on the buffer to eliminate the obstacle. Further, since the pipe member 7 is made of resin, the weight of the shock absorber A as a whole can be reduced, which is advantageous for speeding up the vehicle. Further, the structure is simplified, the weight is reduced and the cost is reduced.

In particular, in order to absorb and buffer a predetermined collision energy, the tube diameter and wall thickness of the tube member can be freely selected to suppress the buffer stroke within a desired range, and the bulk of the buffer device A can also be bulked to the extent necessary. Can be made smaller. This also leads to cost reduction.

In this embodiment, the obstruction plate 3 and the shock absorber A are attached to the lower surface of the frontal head 2 by bolts 22 using the long holes 4a of the bracket 4. When the obstacle plate 3 and the shock absorber A collide with an obstacle, the vehicle is prevented from derailing by retreating and dropping while causing a shock stroke. Therefore, even if the vehicle speed is further increased, the obstacle exclusion range can be reduced to the conventional level, and safety for others can be secured.

The size of the rectangular buckling deformation of the pipe member 7 is such that it is circumscribed with the pipe member 7, and even if the pipe members 7 are arranged so as to contact each other next to each other, The member 7 forms a quadrangle so that the adjacent sides are in contact with each other without interfering with each other at the buckling deformation portion, and the pipe member 7 around the impact receiving region is laterally deformed so that the pipe member is within the impact receiving region. 7
The buckling of is not hindered.

In the case of this embodiment, the arranged tube members 7 are elastically surrounded from the periphery by the holding case 6 and are in contact with each other. Therefore, there is no freedom to bend due to the load at the time of collision, and the cushioning is performed by bending. It is possible to prevent the buckling due to being hindered.

In the event that the adverse effect of bending occurs,
The pipe members 7 may be arranged at intervals that do not interfere with each other even by the buckling deformation. However, it is necessary to devise to keep the impact receiving surface perpendicular to the axis of the pipe member 7. In this way, the buckling deformation of each tube member 7 can be generated without mutual hindrance, and the absorption and cushioning of the impact energy as set can be stably guaranteed. If this is the case, 1
If the buffer capacity per book is required, the pipe members 7 having a unit length can be arranged in a plurality of stages in the front and rear to satisfy a predetermined buffer stroke.

When the pipe members 7 are multiply arranged, they need to be concentric, and it is preferable that both ends of the pipe member 7 be held and positioned by spacers.

A specific design example will be described below. FIG. 8 schematically shows the basic configuration of the present invention.

As shown in FIG. 8, the mass of the vehicle 1 is m ₀ ,
The velocity is U ₀ , the mass of the shock absorber A is m ₁ , the velocity before colliding with the obstacle plate 3 is U ₁ , the mass of the obstacle plate 3 is m ₂ , and the velocity when colliding with the obstacle B is U ₂ , the mass of the obstacle B at the end is m ₃ , and the speed at the time of collision with the vehicle is U ₃
And Next, the required specifications under each condition are obtained from the collision equation using the law of conservation of momentum and the coefficient of restitution e.
However, U ₁ = U ₂ = U ₀ and U ₃ = 0.

1. Primary collision First, the obstacle B and the obstacle plate 3 collide.

2. The velocity after the collision of the obstacle B is e = 1,

[0053]

[Equation 1]

3. When e = 0, the vanishing kinetic energy is

[0055]

[Equation 2]

4. Secondary collision After the heavy primary collision (when m ₃ is large), the baffle plate 3
Collides with the fixed surface 9 on the vehicle side together with the shock absorber A. At this time, when e = 0 in the primary collision, the mass m ₃ of the obstacle B is also added to the collision.

5. The vanishing kinetic energy after e = 1 is

[0058]

[Equation 3]

6. The vanishing kinetic energy after e = 0 is

[0060]

[Equation 4]

7. The specifications of the assumed vehicle are as follows: Business speed U ₀ = 350 km / h = 97.2 m / s Vehicle mass m ₀ = 30000 kg (from the axial load of 8 tons, the shock absorber A of the forehead 2 and the corresponding obstacle plate 3 Except) Buffer mass m ₁ = 100kg Mass of obstruction plate m ₂ = 100kg Amount of obstacles m ₃ = 100kg (Based on Shinkansen of 0 series and 200 series.) Substituting these numerical values into the above formulas, the following results are obtained. .

V ₃ = 97.2 m / s E _2P3 = 2.36 × 10 ⁵ J E _012e = 2.35 × 10 ⁵ J E ₀₁₂₃ = 1.56 × 10 ⁵ J Of these, V ₃ is the same speed as the vehicle. That is, the obstacle that collides with the traveling vehicle collides with the obstacle plate or the shock absorber of the vehicle and is repelled in the traveling direction of the vehicle, and the speed of leaving the vehicle that continues traveling is zero.

With this setting, the obstacle B is repelled to the extent that it does not interfere with the running of the vehicle and the obstacle is eliminated.
Since there is no obstruction when the vehicle is far away from the vehicle, it is on the safer side compared to V ₃ = 113 m / s in the conventional 0 system.

Further, E _2P3 is a coefficient of restitution of 0, that is, the obstacle B of a completely plastic body collapses and the exhaust plate 3 is damaged, so that it is converted into thermal energy and does not cause damage to the vehicle body.

Therefore, the capacity required for the buffer A is the larger value of the remaining E _012e and E ₀₁₂₃ , which is 2.35 × 1.
It is necessary to have 0 ⁵ J = 24.0 m-ton.

8. Design of shock absorber A The outer shape of the obstacle B of m ₃ = 100 kg is assumed to be a rock, and is a sphere with a diameter of 420 mm. In the shock absorber A, the cylindrical pipe members made of the rigid vinyl chloride shown in the above embodiment are densely arranged, and the collision energy is absorbed and buffered by the pipe member on the pressure receiving surface of the obstacle B. I do.

9. Initial deformation until the hemispherical portion of the obstacle B penetrates the pressure receiving surface The absorbed energy due to the buckling deformation of the pipe member 7 at this initial deformation stage is represented by the following equation with reference to FIG.

[0068]

[Equation 5]

10. Steady deformation of the obstacle B after the hemisphere portion penetrates Referring to FIG. 10, after the hemisphere portion penetrates, the absorbed energy increases in proportion to only the penetration size, and the absorbed energy E _{2 at} this time is as follows. become.

[0070]

[Equation 6]

11. Buckling Stress The average buckling stress in the above case is obtained by averaging the individual buckling stresses of the pipe member 7 in the hemispherical section of the obstacle B with reference to FIG.

As the pipe member 7, a VE pipe made of hard vinyl chloride, which is a JIS standard product as described in the above embodiment and which is light in weight and easy to obtain, is used, and the specifications thereof are determined as follows.

Length l = 400 mm Outer radius r = 38 mm (nominal diameter 70 mm) Wall thickness t = 4.5 mm As a result, l ² / rt = 936> 100, while l / k≈16 <for Euler buckling. Since it is 90, the design formula σ _{c, cr} = 0.2 Et / r when the length of the pipe member 7 is appropriately long can be applied.

E = 3 as the longitudinal elastic modulus of hard vinyl chloride
If 00 kgf / mm ² is used, σ _{c, cr} = 0.2 × 300 × 4.5 / 38 = 7.11 kg
Obtain f / mm ² . This value is within the compressive strength range of hard vinyl chloride and can be sufficiently achieved.

Now, if the VEs 70 are densely arranged in the cross-sectional area of the obstacle B, it becomes as shown in FIG.

Therefore, the buckling stress required in the above item is obtained by averaging 24.4 VE pipes,

[0077]

[Equation 7]

It becomes

12. Required length of tube member The required absorbed energy should achieve the absorption of energy by combining the above-mentioned initial deformation and steady deformation.

[0080]

[Equation 8]

It is

Here, as a result of the single pipe compression test, if an effective compression ratio of 70% is applied to obtain the required length of the pipe member 7, it is 2
06 / 0.7 = 294, that is, 300 mm is the practical required length.

The mechanical properties of rigid vinyl chloride are
It does not change much up to about -10 ° C. When it is lower than -20 ° C, the brittleness increases. If the temperature is −20 ° C. or higher, the characteristics as designed can be exhibited.

However, even if the mechanical characteristics at low temperatures are lowered, the present invention can be applied to any low temperature environment by appropriately adopting the tape heater 21 etc. as shown by the phantom line in FIG. 1 to perform temperature compensation. Shock absorber works effectively.

12 and 13 show a second embodiment of the present invention. In this embodiment, a low-speed and medium-speed vehicle 3 on a conventional line is used.
Reference numeral 1 denotes a shock absorber in consideration of a collision with a large and heavy obstacle such as a dump truck at a railroad crossing.

As shown in the figure, a cushioning structure using the pipe member 7 similar to that of the first embodiment is provided in the lower portion of the front window 32 of the front head of the vehicle 31. Specifically, the pipe member 7
Is a front plate 33 having a double-walled front part of the vehicle 31.
Waist band 35, underframe 36, and side structure 3 between the inner plate 34 and the inner plate 34.
7 and the through passage with a door 38, and is arranged in a range 31a surrounded by the gable posts 39 on both sides.

As a result, even when the vehicle 31 collides with a large dump truck or the like in a wide range, the same cushioning effect as that of the first embodiment by the pipe member 7 can be obtained. It is possible to improve safety in a collision in a medium speed vehicle.

Although the arrangement of the tube member 7 in the portion where the headlight 35 is provided is omitted, the safety is not impaired.

FIG. 14 shows a third embodiment in which the end portion of the pipe member is devised, and the end portion where the initial buckling of the pipe member 7 occurs is chamfered 41. As a result, the buckling resistance in the range where the chamfer 41 is applied is reduced, so that the initial cushioning property due to the buckling of the pipe member 7 can be improved.

For the same purpose, the embodiment shown in FIG. 15 shows a case where the end of the pipe member 7 is cut obliquely. 42 is a diagonal cut surface.

Further, the pipe members 7 can be arranged in a double combination as shown in FIG. 16 or in a combination of more than that, and depending on the number of combinations of the pipe members 7, one pipe member 7 can be arranged. The array allows any buckling drag force to be obtained within a limited space.

In this case as well, the tube members 7 combined in a double or multiple manner can simultaneously cause quadrangle buckling by maintaining the concentricity. In order to secure this concentric arrangement, it is preferable to hold and position between both ends of the pipe member 7 via spacers.

[0093]

According to the present invention, the collision energy when the forehead of a vehicle collides with an obstacle is set within the buckling condition range for each pipe member whose axis is oriented in the collision direction. Due to the predetermined buckling resistance and cushioning stroke according to the thickness, thickness and length, the initial reaction force is small and the collision energy can be sufficiently absorbed and buffered, thus ensuring the safety of passengers and vehicles. , In particular, the wall thickness and thickness of the pipe member can be freely set to reduce the required buffer slack and not to make it bulky, so it is easy to put into practical use, and can respond to further speedup of the vehicle. Also, the cost is reduced in combination with the miniaturization.

According to the second feature of the present invention, the same cushioning action as in the case of the first feature is exerted on almost the entire forehead of the vehicle, and the low level in the conventional line with a railroad crossing, This is effective for ensuring safety when a medium-speed vehicle collides with a heavy vehicle such as a dump truck in a wide range.

If the pipe member is a thin-walled cylindrical body, it is buckled and deformed regularly and in a predetermined unit length dimension over the entire cushioning stroke, so that the absorption and cushioning of the collision energy is rapidly changed. It can be achieved smoothly without any problems, which is more effective for passenger safety and protection.

Even if the pipe member is made of resin, it can exert sufficient buckling resistance to absorb and buffer the collision energy, and its specific gravity is significantly smaller than that of a metal material, resulting in an overall light weight. Since it can be made smaller, coupled with the miniaturization,
It can be made more suitable for speeding up the vehicle and can be made at a lower cost.

If the end of the pipe member is chamfered or obliquely cut, the buckling drag force in the end region that causes initial buckling becomes small, and the strength of the impact reaction force receiving member need not be increased. The weight reduction and cost reduction of the vehicle can be achieved.

When the pipe members are combined in the inner or outer double or multiple layers, a predetermined buckling resistance force can be obtained in a limited space depending on the number of combinations of the pipe members, and a space required for obtaining sufficient cushioning performance. Can be prevented from increasing unnecessarily.

[Brief description of drawings]

FIG. 1 is a side view showing a forehead of a Shinkansen vehicle as an embodiment equipped with a shock absorber to which the present invention is applied.

FIG. 2 is a cross-sectional view taken across the shock absorber portion of the forehead of FIG.

FIG. 3 is a partial front view showing an arrangement state of pipe members of the shock absorber.

FIG. 4 is a perspective view of a tube member.

FIG. 5 is a diagram showing a buckling deformation state of the pipe member.

FIG. 6 is a graph showing a buckling test result of a pipe member.

FIG. 7 is a graph showing another buckling test result of the pipe member.

FIG. 8 is a schematic configuration diagram for explaining a specific design of the embodiment of FIG.

FIG. 9 is an explanatory diagram of an initial deformation stage of the shock absorber due to an obstacle.

FIG. 10 is an explanatory diagram of a deformed state after the obstacle enters the hemispherical portion of the shock absorber.

FIG. 11 is a diagram illustrating the number of tube members forming a pressure receiving surface for an obstacle.

FIG. 12 is a front view, a side view, and a plan view of a forehead of a vehicle showing a second embodiment of the present invention.

13 is a transverse cross-sectional view of the vehicle front head shown in FIG.

FIG. 14 is a cross-sectional view of an end portion of a pipe member showing a third embodiment of the present invention.

FIG. 15 is a transverse sectional view of a pipe member showing a fourth embodiment of the present invention.

FIG. 16 is a vertical sectional view of a pipe member showing a fifth embodiment of the present invention.

[Explanation of symbols]

 1, 31 Vehicle 2 Frontal Head 3 Evacuation Plate 4, 5 Bracket 6 Holding Case 7 Pipe Member 41 Chamfer

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inoue Muneaki Yoshihara 3-9-60 Inada Shinmachi, Higashi-Osaka City, Osaka Prefecture Kinki Vehicle Co., Ltd. (72) Inventor Masanori Shintani 3-9 Inada Shinmachi, Higashi-Osaka City, Osaka Prefecture No. 60 within Kinki Vehicle Co., Ltd.

Claims (7)

[Claims] 1. A shock absorber for a vehicle, wherein a pipe member projecting from the fixed surface to the impact receiving side is arranged and held adjacent to a fixing surface facing the impact receiving side of the vehicle. 2. A shock absorber for a vehicle, wherein pipe members projecting from the front wall surface toward the impact side are arranged and held adjacent to each other on substantially the entire front wall surface of the vehicle. 3. The pipe member is a thin cylindrical body,
2. The vehicle shock absorber according to claim 2. 4. The shock absorber for a vehicle according to claim 1, wherein the pipe member is made of resin. 5. The shock absorber for a vehicle according to claim 1, wherein an end portion of the pipe member is chamfered. 6. A shock absorber for a vehicle according to claim 1, wherein an end portion of the pipe member is obliquely cut. 7. The shock absorber for a vehicle according to claim 1, wherein the pipe members are combined in an inner and outer double or multiple structure.