EP1897775A1 - Véhicule ferroviaire avec structure absorbeuse d'énergie - Google Patents

Véhicule ferroviaire avec structure absorbeuse d'énergie Download PDF

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Publication number
EP1897775A1
EP1897775A1 EP07250099A EP07250099A EP1897775A1 EP 1897775 A1 EP1897775 A1 EP 1897775A1 EP 07250099 A EP07250099 A EP 07250099A EP 07250099 A EP07250099 A EP 07250099A EP 1897775 A1 EP1897775 A1 EP 1897775A1
Authority
EP
European Patent Office
Prior art keywords
car body
car
rib
longitudinal direction
flanges
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP07250099A
Other languages
German (de)
English (en)
Other versions
EP1897775B1 (fr
Inventor
Takeshi Hitachi Ltd. IP Group Kawasaki
Toshihiko Hitachi Ltd. IP Group Mochida
Toshiharu Hitachi Ltd. IP Group Miyamoto
Hideyuki Hitachi Ltd. IP Group Nakamura
Takashi Hitachi Ltd. IP Group Yamaguchi
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Hitachi Ltd
Original Assignee
Hitachi Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Hitachi Ltd filed Critical Hitachi Ltd
Publication of EP1897775A1 publication Critical patent/EP1897775A1/fr
Application granted granted Critical
Publication of EP1897775B1 publication Critical patent/EP1897775B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D17/00—Construction details of vehicle bodies
    • B61D17/04—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
    • B61D17/20—Communication passages between coaches; Adaptation of coach ends therefor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D15/00—Other railway vehicles, e.g. scaffold cars; Adaptations of vehicles for use on railways
    • B61D15/06—Buffer cars; Arrangements or construction of railway vehicles for protecting them in case of collisions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D17/00—Construction details of vehicle bodies
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D17/00—Construction details of vehicle bodies
    • B61D17/04—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
    • B61D17/06—End walls

Definitions

  • the present invention relates to an energy absorbing structure of railway vehicles such as railway cars and monorail cars.
  • a railway vehicle may collide unexpectedly with objects during normal operation. Possible objects that the vehicle may unexpectedly collide with include large objects such as road vehicles, trees and railway cars, and small obj ects such as rocks, snowballs and parts from oncoming vehicles. Further, the speed during collision may range from high speed to low speed.
  • the above concept provides in the structure of the railway vehicle a space where the crew and passengers exist and which is aimed at preventing the structure of the railway vehicle from crushing during collision with an object (hereinafter called a survival zone), and a space aimed at absorbing the energy of collision by allowing the structure of the railway vehicle to be easily deformed during collision with an object (hereinafter called a crushable zone), which are provided in a separate manner.
  • a survival zone a space where the crew and passengers exist and which is aimed at preventing the structure of the railway vehicle from crushing during collision with an object
  • a crushable zone a space aimed at absorbing the energy of collision by allowing the structure of the railway vehicle to be easily deformed during collision with an object
  • the railway vehicle collides with a large object at low speed. If the railway car collides with a large object at low speed, the impact acting on the car body is very small compared to when the railway car collides at high speed. Therefore, unlike the collision occurring at high speed, the safety of the crew and passengers can be ensured without having to intendedly absorb the energy acting on the car body during collision. On the contrary, it is preferable for the car body not to have a too rigid structure so that it will be deformed by the load acting on the car body during high speed collision.
  • Non-patent document 1 discloses an example of a structure in which an incoming object protector panel is disposed at a front end in the longitudinal direction or the direction of the rail of a car body, and having an energy absorbing member arranged adjacent to the protector panel.
  • Patent document 1 Japanese Patent Application Laid-Open Publication No. 2004-168218 (patent document 1) teaches that an energy absorbing structure having hollow extruded shape members made of aluminum alloy disposed on four sides is capable of absorbing energy efficiently.
  • Japanese Patent Application Laid-Open Publication No. 2002-67952 , No. 2001-88698 and No. 2001-26268 teach the art of absorbing energy by forming holes on the face plate of the energy absorbing member.
  • a railway vehicle having at an end of an intermediate car or at an end of a car connected to the intermediate car of a railway car formation the following: two strength members disposed along the perpendicular direction of side walls of a crew cabin and along a roof at the end of the car, one of the strength members disposed at the leading end of the car body in the longitudinal direction thereof and the other member disposed rearward than the first member in the longitudinal direction of the car body; wherein the end of the car body is composed of the front and rear strength members of the car body, rib members welded to the strength members, and an outer panel covering the rib members and the two strength members; the longitudinal direction of the rib member is disposed along the longitudinal direction of the car body; the rib member is composed of two flanges and a web connecting the two flanges; the side of the rib member having the web is welded via fillet welding to the outer panel; the flanges are each provided with a notch that opens to the edge of the flanges at the middle
  • the load when a collision load is applied on the front end of a vehicle, the load is applied via a strength member to rib members.
  • the rib members are buckled at the notched portions.
  • the buckled rib members will not be bent toward the outer panel, so that the collision energy can be absorbed without having the outer panel interfere with the buckling.
  • FIGS. 1 through 6 A first embodiment in which the present invention is applied to a railway vehicle is described with reference to FIGS. 1 through 6.
  • a car body structure 1 of a railway vehicle is composed of a roof structure 2 constituting the roof thereof, end structures 3 constituting the sides closing the longitudinal ends of the car body, side structures 4 constituting the left and right side walls with respect to the longitudinal direction of the car body, and an underframe strength member 5 constituting the floor of the car body.
  • the side structure 4 has windows Wand openings for exists.
  • the car body structure 1 is composed of a survival zone 10 for protecting the lives of passengers and crews during collision, and a crushable zone 11 for absorbing the energy generated during collision.
  • the survival zone 10 is disposed at the longitudinal center of the vehicle.
  • the crushable zones 11 are formed at both longitudinal ends of the vehicle, arranged so as to sandwich the survival zone.
  • the car body structure is explained using as an example a middle car that does not have a driving device, but also in a car having a driving device, the relative arrangements of the crushable zones 11 and the survival zone 10 are the same.
  • FIG. 2 shows a side view of the crushable zone 11.
  • This crushable zone 11 is disposed at the rear end of a leading car, and at longitudinal ends of a middle car of a railway car formation (or at connecting portions facing front and rear cars).
  • the main components constituting the crushable zone 11 include front and rear strength members 15 and 16 constituting the crew cabin of the crushable zone 11 (so-called a corner strut, a post or the like), rib members 17 connecting the front and rear strength members 15 and 16, and an outer panel 18 covering the outer side of the strength members 15, 16 and rib members 17.
  • the rib members 17 are disposed along the longitudinal direction of the car body. They are not slanted.
  • the strength members 15 and 16 are disposed along the perpendicular direction on the sides of the car body, and also disposed along the roof.
  • the rib member 17 has a U-shaped cross-section, and an outer panel 18 is attached via fillet welding to the web 17b of the U-shaped cross-section.
  • the fillet welding can be performed either continuously or discontinuously.
  • Flanges 17c and 17d are disposed on both sides of the web 17b.
  • Notches 21 are provided on flanges 17c and 17d at the longitudinal center area of the rib member 17. The notches 21 are formed to open on the ends of the flanges 17c and 17d.
  • holes 22, 22 are formed near the longitudinal ends of the web 17b (on the surface facing the outer panel).
  • the rib members 17 When a load greater than a certain level (hereinafter referred to as excessive load) is applied, the rib members 17 start to deform from the portion having the notches 21 provided at the longitudinal center thereof. As illustrated in FIG. 5, the deformation is progressed so that the side having the notches 21 is valley-folded. Since the outer panel 18 is disposed on the opposite side from the valley-folded side, the outer panel will not interfere with the valley-fold even if the notches 21 are folded, so that the deformation results in absorbing the energy.
  • excessive load a load greater than a certain level
  • openings 22 and 23 are provided on the web 17b near the longitudinal ends of the U-shaped rib member 17, the whole rib member 17 deforms so that the web 17b is gabled, as shown in FIG. 5. Therefore, the outer panel 18 deforms in a protruded shape with respect to the outer side of the car. If such deformation does not occur and local buckling occurs continuously, according to which the deformation direction cannot be controlled, a large uncrushed area may remain, and it will not be possible to ensure an effective crush. Even further, if the car deforms toward the inner side of the car body, it may affect the crew and passengers. Therefore, it is very effective to control the deformation so that the deformed portion projects toward the outer side of the car body.
  • the web 17b of the rib member 17 having a U-shaped cross-section is welded to the outer panel 18, but as illustrated in FIGS. 6, 7 and 8, it is also possible to weld the outer panel 18 onto the ends of the flanges 17c and 17d. This way, the welding can be performed easily.
  • a long hole 21b corresponding to the notch 21 provided at the longitudinal center area of the rib member 17 is formed at the connecting portion between the web 17b and the flange 17c (17d). This is because the connecting portion has intense strength.
  • the rib member 17 is formed by bending the member at the width-direction center of the long hole 21b, so as to create the web 17b and the flange 17c or the flange 17d.
  • the width of the long hole 21b is approximately 40 mm.
  • FIGS. 7 and 8 illustrate the rib member 17 formed by the above method.
  • the holes 21b correspond to the notches 21 of FIG. 3.
  • the notches 22b and 23b correspond to the holes 22 and 23 of FIG. 3.
  • the notches 22b and 23b are formed to open from the end of flanges 17c and 17d.
  • FIG. 9 illustrates a prior art example that corresponds to the present invention (illustrated in FIG. 10).
  • the rib member 17 disposed at the corresponding height mainly supports the load. In that case, if bending deformation does not occur to the rib member 17 or the strength member 16, the stress occurring to the rib member 17 or the strength member 16 will be small.
  • a bending momentum occurs in proportion to the distance between the rib members 17c and 17d and the point of load. That is, when the distance between the rib members 17c and 17d and the point of load becomes longer, the bending momentum is increased. Therefore, the rib members 17c and 17d and the strength member 15 are subjected to bending deformation, and the stress occurring to the rib members 17c and 17d and the strength member 15 is increased.
  • the generated stress becomes necessarily high.
  • the distance between the rib members 17c and 17d is too small, the load occurring when the rib members 17 start to deform becomes too high.
  • the second embodiment of the present invention will be described with reference to FIG. 10.
  • the rib member 117 is expanded in a Y-shape at the connection between the rib member 117 and the strength member 15.
  • the end of the rib member 117 connected to the strength member 16 is not expanded.
  • the number of points where the rib members 117 are supported by the strength member 15 is increased.
  • the distance from the point of load to the supporting point of the rib member 117 is short. Accordingly, the generated momentum is reduced compared to the prior art example.
  • the weakest point of strength of the rib member 117 will be the connection between the area expanded into a Y-shape and the unbranched area. Since the number of rib members 117 and the cross-section of the weakest point of strength are the same as those of the prior art, the load occurring during buckling will be the same as that of the prior art.
  • FIG. 11 is an enlarged view of the rib member 117 having the leading end of the rib members 117 of FIG. 10 expanded into a Y-shape.
  • a web 117g is formed between the flanges 117c, 117d and the expanded flanges 117e and 117f.
  • the outer panel 18 can be disposed either on the side of the web 117b or on the side of the flanges 117c, 117d, 117e and 117f.
  • FIG. 12 illustrates an example in which flanges 117c and 117d and a web 117b of a rib member 117 having a U-shaped cross-section are arranged between expanded flanges 117e and 117f.
  • the webs 117b and 117g between the expanded flanges 117e and 117f can be overlapped.
  • the outer panel 18 can be disposed either on the side of the web 117b or the side of the flanges 117c, 117d, 117e and 117f.
  • the rib member 20 is formed by branching the side of the rib member 117 of FIG. 3 attached to the strength member 15 into a Y-shape.
  • Holes 24 and 24 corresponding to the notches 21 are provided on the flanges at an area closer to the strength member 16 than a connecting portion 117i and 117j of the flanges 117e and 117f and flanges 117g and 117f branched into a Y-shape. Thereby, the area having the holes 24 and 24 formed thereto becomes the weakest point of strength.
  • the holes 24 are vertically long.
  • the flanges 117e, 117f, 117g and 117h branched into a Y-shape are disposed on both sides of webs 117k and 117m.
  • the outer panel 18 can be disposed on either side, as described in the embodiment of FIGS. 11 and 12.
  • notches 24b and 24b are formed on flanges 117c and 117d where holes 24 had been formed in the former example. According to this arrangement, the portion having the notches 24b and 24b become the weakest point of strength.
  • a hole 26 is formed on the web 117b and holes 25 are formed on webs 117k and 117m close to the connection with strength members 15 and 16.
  • the outer panel 18 is disposed on the side having the web 117b.
  • deformation progresses from the portion of notches 24b and 24b when excessive load is applied.
  • the deformation progresses so that the side having the notches is valley-folded.
  • the rib member 117 is deformed so that the side having the notches 24b and 24b are valley-folded and the side having the holes 25 and 26 are gabled.
  • notches 24b and 24b are similar to the aforementioned embodiment.
  • notches 25b and 25b corresponding to the holes 25 are formed on flanges 117e, 117f, 117g and 117h.
  • Notches 26b corresponding to the hole 26 is formed on flanges 117c and 117d. It is also possible to provides the notches 25b and 26b on the web 117b and flanges 117c, 117d, 117e, 117f, 117g and 117h similarly as the holes provided on the flanges 17c, 17d and the web 17b of the example illustrated in FIGS. 6, 7 and 8.
  • the outer panel 18 is provided on the side having the web 117b.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Wood Science & Technology (AREA)
  • Transportation (AREA)
  • Vibration Dampers (AREA)
  • Body Structure For Vehicles (AREA)
EP07250099A 2006-09-08 2007-01-11 Véhicule ferroviaire avec structure absorbeuse d'énergie Not-in-force EP1897775B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2006243544A JP5092323B2 (ja) 2006-09-08 2006-09-08 軌条車両

Publications (2)

Publication Number Publication Date
EP1897775A1 true EP1897775A1 (fr) 2008-03-12
EP1897775B1 EP1897775B1 (fr) 2012-07-04

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Application Number Title Priority Date Filing Date
EP07250099A Not-in-force EP1897775B1 (fr) 2006-09-08 2007-01-11 Véhicule ferroviaire avec structure absorbeuse d'énergie

Country Status (5)

Country Link
US (1) US20080060544A1 (fr)
EP (1) EP1897775B1 (fr)
JP (1) JP5092323B2 (fr)
KR (1) KR100836090B1 (fr)
CN (1) CN101138981B (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2774823A1 (fr) * 2012-06-13 2014-09-10 Kawasaki Jukogyo Kabushiki Kaisha Colonne d'absorption d'énergie de collision et véhicule de chemins de fer comprenant une colonne d'absorption d'énergie de collision
CN108657211A (zh) * 2017-03-31 2018-10-16 比亚迪股份有限公司 用于轨道车辆的底架和轨道车辆
GB2515422B (en) * 2012-04-25 2019-12-11 Hitachi Ltd Railroad vehicle body structure having shock absorbing structure
DE102018132455A1 (de) 2018-12-17 2020-06-18 Bombardier Transportation Gmbh Reisezugwagen und Schienenfahrzeug

Families Citing this family (15)

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JP5179053B2 (ja) * 2006-05-10 2013-04-10 株式会社日立製作所 衝突エネルギー吸収装置及びそれを備えた軌条車両
JP2009241772A (ja) * 2008-03-31 2009-10-22 Hitachi Ltd 軌条車両
JP5279835B2 (ja) * 2009-03-25 2013-09-04 西日本旅客鉄道株式会社 鉄道車両の構体構造
WO2011021323A1 (fr) * 2009-08-19 2011-02-24 西日本旅客鉄道株式会社 Structure de caisse de matériel roulant
JP5161251B2 (ja) * 2010-03-25 2013-03-13 株式会社日立製作所 衝撃吸収構造を備える鉄道車両
KR101242146B1 (ko) * 2011-02-24 2013-03-11 현대로템 주식회사 손상방지 기능을 갖는 철도차량용 사이드 외판 변형유도 프레임
AT511291A1 (de) 2011-04-04 2012-10-15 Siemens Ag Oesterreich Schienenfahrzeug mit angesetzter verformungszone
JP5923252B2 (ja) * 2011-07-28 2016-05-24 近畿車輌株式会社 鉄道車両の先頭衝撃吸収構造
JP5798829B2 (ja) * 2011-07-28 2015-10-21 近畿車輌株式会社 鉄道車両の先頭衝撃吸収構造
US8739705B2 (en) * 2012-04-05 2014-06-03 National Steel Car Limited Autorack railroad car and underframe therefor
US9718481B2 (en) * 2012-07-12 2017-08-01 Kawasaki Jukogyo Kabushiki Kaisha Railcar
CN104512429B (zh) * 2013-09-30 2017-05-03 中车青岛四方机车车辆股份有限公司 一种轨道车辆的端墙结构及其加工方法
JP6259160B2 (ja) * 2015-08-31 2018-01-10 日本車輌製造株式会社 鉄道車両
CA2967240C (fr) 2015-08-31 2019-04-23 Nippon Sharyo, Ltd. Vehicule ferroviaire
US20220306166A1 (en) * 2019-06-10 2022-09-29 Kawasaki Railcar Manufacturing Co., Ltd. Railcar bodyshell

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DE2457400A1 (de) * 1974-12-05 1976-06-10 Volkswagenwerk Ag Traeger, insbesondere laengstraeger fuer fahrzeuge
US4337708A (en) * 1980-04-11 1982-07-06 Pullman Incorporated Railway car superstructure frame
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GB2411631A (en) * 2004-03-01 2005-09-07 Bombardier Transp Gmbh Shock absorbing girder for supporting a railway vehicle body

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2515422B (en) * 2012-04-25 2019-12-11 Hitachi Ltd Railroad vehicle body structure having shock absorbing structure
DE112013002238B4 (de) 2012-04-25 2021-11-11 Hitachi, Ltd. Eisenbahnwagenkarosseriestruktur mit Stoßdämpfungsstruktur
EP2774823A1 (fr) * 2012-06-13 2014-09-10 Kawasaki Jukogyo Kabushiki Kaisha Colonne d'absorption d'énergie de collision et véhicule de chemins de fer comprenant une colonne d'absorption d'énergie de collision
EP2774823A4 (fr) * 2012-06-13 2015-06-17 Kawasaki Heavy Ind Ltd Colonne d'absorption d'énergie de collision et véhicule de chemins de fer comprenant une colonne d'absorption d'énergie de collision
US9434392B2 (en) 2012-06-13 2016-09-06 Kawasaki Jukogyo Kabushiki Kaisha Collision energy absorption column and railroad vehicle provided with the collision energy absorption column
CN108657211A (zh) * 2017-03-31 2018-10-16 比亚迪股份有限公司 用于轨道车辆的底架和轨道车辆
CN108657211B (zh) * 2017-03-31 2023-10-17 比亚迪股份有限公司 用于轨道车辆的底架和轨道车辆
DE102018132455A1 (de) 2018-12-17 2020-06-18 Bombardier Transportation Gmbh Reisezugwagen und Schienenfahrzeug
EP3670286A1 (fr) 2018-12-17 2020-06-24 Bombardier Transportation GmbH Véhicule remorqué à voyageurs et véhicule ferroviaire

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JP5092323B2 (ja) 2012-12-05
CN101138981B (zh) 2012-05-09
JP2008062817A (ja) 2008-03-21
KR20080023086A (ko) 2008-03-12
US20080060544A1 (en) 2008-03-13
CN101138981A (zh) 2008-03-12
KR100836090B1 (ko) 2008-06-09
EP1897775B1 (fr) 2012-07-04

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