EP1897775B1 - Schienenfahrzeug mit einer energieabsorbierenden Struktur - Google Patents

Schienenfahrzeug mit einer energieabsorbierenden Struktur Download PDF

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Publication number
EP1897775B1
EP1897775B1 EP07250099A EP07250099A EP1897775B1 EP 1897775 B1 EP1897775 B1 EP 1897775B1 EP 07250099 A EP07250099 A EP 07250099A EP 07250099 A EP07250099 A EP 07250099A EP 1897775 B1 EP1897775 B1 EP 1897775B1
Authority
EP
European Patent Office
Prior art keywords
car body
rib member
rib
car
flange
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.)
Not-in-force
Application number
EP07250099A
Other languages
English (en)
French (fr)
Other versions
EP1897775A1 (de
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/de
Application granted granted Critical
Publication of EP1897775B1 publication Critical patent/EP1897775B1/de
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.
  • EP-A-0581707 shows a railway vehicle having an energy-absorbing structure at one end of the vehicle, which end is to be attached to another vehicle.
  • the deformable energy-absorbing structure has a mobile frame at the vehicle end having upper and lower transverse members joined by vertical members, and a fixed frame spaced therefrom and having a rigid arch conforming to the vehicle shape and a lower transverse member.
  • the frames are joined by longitudinal beams connecting the lower transverse members and two longitudinal beams joining the upper transverse member of the mobile frame to the arch of the fixed frame. These beams have double-web I profile and have oblong holes spaced along each web, so that the beams can collapse in their longitudinal direction.
  • 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 22b corresponding to the notch 21 of Fig. 3 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 22b, so as to create the web 17b and the flange 17c or the flange 17d.
  • the width of the long hole 22b is approximately 40 mm.
  • FIGS. 7 and 8 illustrate the rib member 17 formed by the above method.
  • the holes 22b correspond to the notches 21 of FIG. 3 .
  • the notches 21b and 21c correspond to the holes 22 and 23 of FIG. 3 .
  • the notches 21b and 21c are formed to open from the end of flanges 17c and 17d.

Landscapes

  • 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)

Claims (1)

  1. Eisenbahnwaggon, zum Verbinden mit einem anderen Eisenbahnwaggon in einer Eisenbahnwaggon-Formation, wobei der Eisenbahnwaggon umfasst:
    einen Waggonkörper (1) mit Seitenwänden und einem Dach (2) sowie mit einer an der Längsmitte des Waggonkörpers angeordneten Überlebenszone (10), um die Leben von Fahrgästen und Besatzung während einer Kollision zu schützen, und einer Knautschzone (11) zum Absorbieren der Kollisionsenergie, wobei die Knautschzone in Bezug auf die Überlebenszone leicht deformierbar ist und sich an einem Ende des Waggonkörpers befindet, bei dem beabsichtigt ist, ihn mit einem anderen Eisenbahnwaggon zu verbinden,
    wobei die Knautschzone aufweist:
    zwei Verstärkungselemente (15, 16), die jeweils entlang der Seitenwände des Waggonkörpers senkrecht zu der Längsrichtung des Waggonkörpers und entlang des Daches angeordnet sind, wobei ein erstes Verstärkungselement (15) zum Ende des Waggonkörpers hin angeordnet ist, das mit einem anderen Eisenbahnwaggon verbunden werden soll, und ein zweites Verstärkungselement (16) zur Längsmitte des Waggonkörpers hin relativ zum ersten Element angeordnet ist;
    mehrere Rippenelemente (17), wobei jedes Rippenelement sowohl mit dem ersten als auch dem zweiten Verstärkungselementen verschweißt ist, wobei die Längsrichtung jedes Rippenelements entlang der Längsrichtung des Waggonkörpers angeordnet ist und jedes Rippenelement aus zwei Flanschen (17c, 17d) und einer die zwei Flansche verbindenden Bahn (17b) zusammengesetzt ist; und
    ein Außenpaneel (18), das die Rippenelemente und die zwei Verstärkungselemente abdeckt; und wobei
    (a) die Bahn jedes Rippenelements durch Kehlnahtschweißen an das Außenpaneel geschweißt ist; und
    jeder Flansch am Längsmittenbereich des Rippenelements eine Kerbe (21) aufweist, die sich zur Kante des Flansches öffnet; und
    die Bahn zwischen dem Längsmittenbereich und jedem Längsende des Rippenelements ein Loch (22, 23) hat
    oder
    (b) die Kante jedes Flansches aller Rippenelemente durch Kehlnahtschweißen an das Außenpaneel geschweißt ist; und
    der Längsmittenbereich jedes Rippenelements an einem Verbindungsabschnitt zwischen der Bahn und dem Flansch ein Loch (22b) aufweist; und
    jeder Flansch zwischen dem Längsmittenbereich und jedem Längsende aller Rippenelemente eine Kerbe (21b, 21c) aufweist, die sich zur Kante des Flansches öffnet.
EP07250099A 2006-09-08 2007-01-11 Schienenfahrzeug mit einer energieabsorbierenden Struktur Not-in-force EP1897775B1 (de)

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 EP1897775A1 (de) 2008-03-12
EP1897775B1 true EP1897775B1 (de) 2012-07-04

Family

ID=38895551

Family Applications (1)

Application Number Title Priority Date Filing Date
EP07250099A Not-in-force EP1897775B1 (de) 2006-09-08 2007-01-11 Schienenfahrzeug mit einer energieabsorbierenden Struktur

Country Status (5)

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

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Also Published As

Publication number Publication date
CN101138981A (zh) 2008-03-12
CN101138981B (zh) 2012-05-09
JP2008062817A (ja) 2008-03-21
KR100836090B1 (ko) 2008-06-09
US20080060544A1 (en) 2008-03-13
EP1897775A1 (de) 2008-03-12
KR20080023086A (ko) 2008-03-12
JP5092323B2 (ja) 2012-12-05

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