GB2515422A

GB2515422A - Railroad vehicle body structure having shock absorbing structure

Info

Publication number: GB2515422A
Application number: GB1416855.3A
Authority: GB
Inventors: Sota Kimura; Takashi Yamaguchi; Tadamasa Kaneyasu
Original assignee: Hitachi Ltd
Current assignee: Hitachi Ltd
Priority date: 2012-04-25
Filing date: 2013-04-15
Publication date: 2014-12-24
Anticipated expiration: 2033-04-15
Also published as: GB2515422B; GB201813942D0; JPWO2013161610A1; DE112013002238T5; DE112013002238B4; WO2013161610A1; JP6017544B2; GB2567736A; GB2567736B; GB201416855D0; GB2515422A8

Abstract

Provided are a railroad vehicle having a shock absorbing structure such that much energy can be reliably absorbed in a small space, a vehicle body structure, and a shock absorbing structure. The shock absorbing structure is constituted by forming an end portion frame (50) of a metal member with energy absorbing members (110A) disposed in a discrete manner with respect to a longitudinal direction, the end portion frame (50) extending along the peripheral edge of a gable body structure (5) at the end of a side body structure (4), a roof body structure (3), and an underframe (2), and by joining the end portion frame (50) and the gable body structure (5) via the energy absorbing members (110A) using a fastening part (120). In this way, the end portion frame (50) at a vehicle body structure end portion can be provided with the function of constituting the vehicle body structure end portion and the function of absorbing collision energy, so that the space for the shock absorbing structure can be decreased. Simultaneously, because the energy absorbing members (110A) are disposed in a planar manner along the peripheral edge of the gable body structure (5), collision energy can be reliably absorbed without the energy absorbing members (110A) totally buckling.

Description

DESCRIPTION

Title of the Invention

RAILROAD VEHICLE BODY STRUCTURE HAVING SHOCK ABSORBING

STRUCTURE

Technical Field

[0001] The present invention relates to a railroad vehicle body structure having a shock absorbing structure provided between an end structure and a side structure that ibm, the railroad vehicle body structure in a manner to be deformed plastically in order to absorb collision energy when the vehicle is crashed.

Background Art

[0002] The railroad vehicle body structure is composed of an underframe that forms a floor surface, side structures placed in both end portions of this underframe in a car width direction of the underirame to form the lateral side faces of the car body, end structures placed in both end portions of the underframe in a car longitudinal direction, and a roof structure placed on the top edges of the side structures and the end structures to form a roof of the car body.

This underirame is composed of end sills provided along the width direction of the underframe in both end portions of the underirame in the longitudinal direction, body bolsters placed in a direction along the end sills near a central portion from the end sills in the longitudinal direction of the underirame, center sills provided to connect the body bolsters and the end sills, and side sills provided in end portions of the underirame in the width direction thereof. The underframe composed of the body bolsters on which a drive force and a braking force from bogies act, the center sills on which a tractive force and a braking force act through couplers, and the like has high rigidity and strength.

[0003] For example, when a train set made up of multiple railroad cars collides with a big heavy obstacle placed on a railroad track, the first car of the train set first collides with the obstacle, and the end portions of respective cars forming the train set in the longitudinal direction then collide with each other. Since the underirame of the railroad vehicle has strong rigidity as mentioned above, the underirame is hard to be deformed plastically. Thus, the underframe has a function not to be highly deformed plastically to secure a survival space for crews and passengers in order to maintain safety when nearby railroad vehicles collide with each other, but the underframe is not well prepared for absorbing collision energy to mitigate impact acting on the crews and passengers and the like.

[0004] In order to mitigate impact caused by such a collision, there is proposed energy absorbing members, each composed of two face plates formed by extruding arid ribs for connecflng these face plates, and a shock absorbkig structure provided in an end portion of an underframe in the longitudinal direction thereof, where the extruding direction of the energy absorbing members is arranged in a direction along the longitudinal direction of a vehicle (Patent Document 1).

On the other hand, there is proposed a shock absorbing structure in which an energy absorbing member is placed along an end portion of a railroad vehicle body structure (Patent Document 2).

Citahon List Patent Documents [0005] Patent Document 1: Japanese Patent Application Laid-Open No 2007- Patent Document 2: Japanese Patent Application Laid-Open No 2005--

Summary of the Invention

Problems to be Solved by the Invention [0006] In each of the above-mentioned shock absorbing structures, it is necessary to provide a space for installing the shock absorbing structure separately from the space for crews and passengers (hereinafter called a coach space'), and this may limit the degree of freedom in designing the coach space and the vehicle.

[0007] In the technique according to Patent Document 1, the energy absorbing members are arranged linearly (in the form of a bar) along the longitudinal direction of the vehicle. Therefore, it is necessary to lengthen the energy absorbing members in order to improve coflision mitigation performance. However, when energy absorbing members having a predetermined length or longer are used, overall buckling of the energy absorbing members can occur at the time of energy absorption. Thus, in the technique according to Patent Document 1, it can be difficult to absorb given energy particularly when the overall buckling has occurred.

[0008] Further, in the technique accordng to Patent Document 1, it s necessarg to increase the cross-section area of the energy absorbing members in order to absorb the given energy using the energy absorbing members having a certain ength.

Therefore, the peak load when the energy absorbing members start being collapsed tends to be high, and when the peak load becomes too high., impact caused by a collision cannot be mitigated sufficiently and hence the coach space can be damaged by the impact.

[0009] In addition, in the technique according to Patent Document 1, an enormous space may be requred in the ongitudnal direction of the vehicle to install the shock absorbing structure.

[0010] In the technique according to Patent Document 2, for example, a shock mitigating structure (a member whose mechanical properties are changed by heat treatment or the Hke to be soft so as to be coflapsed in the event of a colfision) arranged in an end portion of an underframe in the longitudinal direction thereof, and a structural member (coach space) having high hgidity and arranged in a central portion of the underframe in the longitudinal direction thereof are prepared and connecled to form the underirame as a unit. -Side structures and a roof structure are also constructed in the same manner as the underframe. Therefore, in addition to the process of manufactUring the shock mitigating structure to be given the mechanical property of being coflapsed easily by heat treatment or the like, a process of connecting the shock mitigating structure and the high-rigidity structural member (coach space) by w&ding or the Uke is involved in manufacturing each of the underframe, the side structures, and the roof structure, and this raises concerns that the manufacturing costs may increase.

[0011] Thus, there are problems to be solved in terms of the prevention of overall buckling of energy absorbing members in a shock absorbing structure or a railroad vehicle body structure having the same to absorb shock efficiently, the placement of a shock absorbing structure that prevents the impact peak load from becoming high, and further the prevention of an increase in the manufacturing costs in the process of providing the shock rriitigating structure.

[0012] The present invention has been made in view of such conventional circumstances, and it is an object thereof to provide a reliable shock absorbing structure capable of reducing the space required to install the shock absorbing structure, reducing the occurrence of damage to a member that forms part of a coach space, preventing an increase in overall buckling and peak load, and further preventing the manufacturing costs from increasing: and a railroad vehicle body structure having such a shock absorbing structure.

Means for solving the Problems [0013] The above object is attained by a railroad vehicle body structure having a shock absorbing structure, where the railroad vehicle body structure is composed of an underframe that forms a floor surface, side structures vertically arranged in both end portions of the underirame in the width direction thereof, end structures vertically arranged in both end portions of the underirame in the longitudinal direction thereof, and a roof structure arranged on the top edges of the side structures and the end structures, and the railroad vehicle body siructure is characterized by including a shock absorbing structure provided in a manner to be sandwiched between an end portion of each of the side structures, the roof structure, and the underframe in the longitudinal direction, and the peripheral edge of each of the end structures so as to be coflapsed in the event of a coUision to absorb colUsion energy.

[0014] Further, the above object can be attained by a shock absorbing structure induding: an end portion frame provided annularly in an end portion of a railroad vehicle body structure in the longitudinal direction thereof; where the railroad vehicle body structure is composed of side structures, a roof structure, and an underiranie; and an energy absorbing member provided in a manner to be sandwiched between the end portion frame and the pehpheral edge of an end structure installed in an end portion of the railroad vehicle body structure in the longitudinal direction thereof, characterized in that the end portion frame has an [-shaped cross section made up of a side plate arranged along the longitudinal direction of the side structure and a bottom plate provided along the end structure, the energy absorbing member is provided discretely along the end portion frame to abut on the side plate and the bottom plate, and the energy absorbing member is collapsed when a railroad vehicle collides with an obstacle to absorb collision energy.

Advantageous Effect of the Invention [0015] According to the shock absorbing structure and the railroad vehicle body structure having the same as the present invention, since a space not conventionally used between the side structure; the roof structure, the underframe, and the end structure is used as an installation site of the shock absorbing structure, there can be provided a reliable shock absorbing structure capable of reducing the space required to install the shock absorbing structure; reducing the occurrence of damage to a member that forms part of a coach space, preventing an increase in overall buckling and peak load; and further preventing the manufacturing costs from increasing; and a railroad vehicle body structure having such a shock absorbing structure.

Brief Description of the Drawings

[0016] FIG. 1 is a schematic diagram showing an example of a railroad vehicle body structure.

FIG. 2 is an elevation view of an end structure of the railroad vehicle body structure shown in FIG. 1.

FIG. 3 is an enlarged view of a section B in FIG. 2 and a perspective view for describing an end portion frame provided in a connecting portion of a side structure and an end structure in a shock absorbing structure of Example 1.

FIG. 4 is an enlarged C--C cross--section view of the section B in FIG. 2 as the shock absorbing structure provided in the end structure.

FIG. 5 is a view for describing a process in which the shock absorbing structure of Example I absorbs collision energy.

FIG. 6 is a view for describing a shock absorbing structure of Example 2.

FIG. 7 is a schematic chart for describing a loading history n the shock absorbing structure of Example 2 in the event of a collision. -.5-

FIG. 8 is a cross-section view for describing a joint structure between an end structure and an end portion frame in a shock absorbing structure of Example 3.

FIG. 9 is a cross--section view for describing another joint structure between the end structure and the end portion frame in the shock absorbing structure of

Example 3.

FIG. 10 is a crosssection view for describing a joint structure between an end structure and an end portion frame in a shock absorbing structure of Example 4.

FIG. 11 is a crosssection view for describing a joint structure between an end structure and an end portion frame in a shock absorbing structure of Example 5, FIG. 12 is a cross--section view for describing a joint stnjcture between an end structure and an end portion frame in a shock absorbing structure of Example 6.

FIG. 13 is a cross-section view for describing a joint structure between an end structure and an end portion frame in a shock absorbing structure of Example 7.

FIG, 14 is a schematic diagram showing an example of a raProad vehicle body structure of Example 8.

FIG. 15 is a schematic dagrarn when the railroad vehicle body structure shown in FIG. 14 is viewed from a car end side in ihe longitudinal direction of the vehicle.

FIG. 16 is a schematic diagram showing an example of a railroad vehicle body structure of Example 9.

FIG. 17 is a schematic diagram showing an example of a railroad vehicle body structure of Example 10.

FIG. 18 is a schematic diagram showing an example of a railroad veHcle body structure of Example 11.

FIG. 19 is a schematic chart for describing a loading history in a shock absorbing structure of Example 11 in the event of a collisionS Modes for carrying out the Invention [0017] An example of a railroad vehicle body structure having a shock absorbing structure between a side structure and an end structure will be described below with reference to the accompanying drawings.

[0018] FIG. 1 is a schematic diagram showing an example of a railroad vehicle body structureS A railroad vehicle body structure 1 is formed from an underframe 2 that forms a floor surface, a roof structure 3 that forms a roof, side structures 4 (only one of them is shown) for coupling the underframe 2 and the roof structure 3 to form lateral faces in the longitudinal direction of a vehicle, and end structures 5 (only one of them is shown) that forms faces to close the both ends of the vehicle surrounded by the underframe 2, the roof structure 3, and the side structures 4 in the longitudinal direction of the vehicle. Wndows and openings for doors are formed in the side structures 4.

FIG. 2 is an elevation view of an end structure of the railroad vehicle body structure I shown in FIG. 1. An opening 6 as a passage opening that becomes a doorway to a gangway through which crews and passengers move between adjacent cars is provided in a central portion of the end structure 5. An end portion frame 50 to be described later is arranged around the peripheral edge of the end structure 5, and the end structure 5 is connected to the side structures 4, the roof structure 3, and the underframe 2 through the end portion frame 50.

[Example 1]

[0019] FIG. 3 is an enlarged view of a section B in FIG. 2 and a perspective view for describing an end portion frame provided in a connecting portion of the side structure and the end structure in the shock absorbing structure of Example I. The end portion frame 50 according to the present invention is made up of a member having an L-shaped cross section composed of a bottom plate 102 and a side plate 104. The end portion frame 50 is provided around the perimeter of the edge of the railroad vehicle body structure I in the longitudinal direction, i.e., in an end portion of the side structure 3, the roof structure 4, and the underframe 2 in the longitudinal direction to connect the bottom plate 102 that forms the end portion frame 50.

The plane of the side plate 104 outside of the car is arranged substantially flush with the outer surfaces of the roof structure 3 and the side structure 4 of the car, and the bottom plate 102 that forms the end portion frame 50 is arranged approximately parallel with the inner surface of the end structures of the car in a position away from the inner surface of the end structureS of the car in the longitudinal direction of the railroad vehicle body structure I by an amount corresponding to a width I 04A (see FIG. 3) of the side plate 104 toward the center of the railroad vehicle body structure I in the longitudinal direction. The end portion frame 50 having the L-shaped cross section may be manufactured by joining the bottom plate 102 and the side plate 104, or it may be a shaped member manufactured by integrally extrusion-molding the bottom plate 102 and the side plate [0020] The shock absorbing structure 10 features that energy absorbing members 11 OA to be plastically deformed to absorb shock (collision) energy are arranged discretely in the longitudinal direction of the end portion frame 50 to lie along both the bottom plate 102 and the side plate 104 that form the end portion frame 50 (hereinafter referred to as the inside of the end portion frame 50) with a collapsing margin 130 provided between adjacent energy absorbing members 11 OA, 11 OA.

When being collapsed by a collapsing load, since the energy absorbing members 11 OA that form the shock absorbing structure 10 are deformed to expand in a direction intersecting with the collapsing direction, the collapsing margin 130 (clearance) is provided between adjacent energy absorbing members 11 OA not to block the collapsing of the energy absorbing members 11 OA due to interference between adjacent energy absorbing members 11 Ok [0021] The above-mentioned end porUon frame 50 is arranged to go around the peripheral edge of the end structure 5 that form part of the railroad vehicle body structure I shown in FIG. 2 so as to form a frame body.

[0022] As shown in FiG. 3. the energy absorbing members 11OA that form the shock absorbing structure 10 are fastened to the end structure 5 by a fastening part such as a bolt.

[0023] FIG. 4 is an enlarged C-C cross-section view of the section B in FIG. 2 as the shock absorbing structure fastened to the end structure. A reinforcement 8 to be connected to both the bottom plate 102 of the end portion frame 50 and the side structure 4 is provided discretely in the height direction of the side structure 4.

Similarly, a reinforcement 8 to be connected to both the bottom plate 102 that forms the end portion frame 50 and the roof structure 3 (or Lhe underframe 2) is provided discretely in the horizontal direction. These reinforcements 8 have strength enough to receive an impact force transmitted to the end portion member 50 through the energy absorbing members 130 without separating the end portion member 50 from the side structure 3 (the roof structure 4, or the underframe 2) when adjacent end structures 5 of the railroad vehicle have coilided with each other so that the coHapsing of the energy absorbing members 130 can be enhanced. Further, when the railroad vehicle body structure 1 formed of a hexahedron is assembled, if the end structure S is connected through the energy absorbers 11 OA after a cylindrical body composed of the underframe 2, the side structures 3. and the roof structure 4 is manufactured, since the end portion member 50 is provided annularly around the end portion of the cylindrical body in the longitudinal direction thereof, the effect of being able to provide a high4igidity end structure 5 easily can also be obtained, NoLe that the reinforcements 8 are provided in examples to be described later, and the way to provide the reinforcements 8 and the effect thereof are the same as those in this

example.

The fastening part 120 penetrates through the bottom plate 102 that forms the end portion frame 50 and the energy absorbing members 11OA, and is engaged with the end structureS. A hole through which the fastening part 120 penetrates is provided in face plates perpendicular to the collapsing direction (the longitudinal direction of the fastening part 120) among the bottom plate 102 that forms the end portion frame 50 and the face plates that make up the energy absorbing members 11 DA. The inner diameter of the hole is set larger than the outer diameter of the fastening part 120.

[0024] Since the energy absorbing behavior of the energy absorbing members 11 GA is determned by the deformation behavior of the face plates parallel to the collapsing direction, the hole through which the fastening part 120 penetrates (which are not screwed with the fastening part 120) has little effect on the energy absorbing behavior. Further, when a force acts on the fastening part 120 in a direction of separating the end portion frame 50 and the end structure 5 from each other, a resistance to the force (a pulling force to prevent the end portion frame 50 and the end structure 5 from being separated from each other) is produced due to the action of the head of the fastening part 120, while when a force acts in a direction of pushing the end portion frame 50 and the end structure 5 against each other, no resistance is produced.

[0025] In other words, when adjacent cars collide with each other and hence the impulsive load acts on the end structure 5 to collapse the energy absorbing members 11 OA, since no resistance to the compressive load is produced on the fastening part 120, collision energy can be absorbed in the process of collapsing the energy absorbing members 11 OA.

[0026] Although the cross-section shape of the energy absorbing members 11 OA shown is formed from face plates and ribs (face plates) for connecting these face plates, the cross-section shape may be any shape as long as faces parallel to the collapsing direction are deformed. Further, when the energy absorbing members 11 OA are manufactured by extrusion molding, the extruding direction may be a direction along the collapsing direction, or a direction intersecting with the collapsing direction. Note that FIG. 4 shows a cross section of the end portion frame 50 arranged in a connecting portion between a side structure 4 on one side (left side) of the center line of the railroad vehicle body structure I in the longitudinal direction thereof, and the end structure 5.

[0027] FIG. 5 shows a process in which the shock absorbing structure 10 shown in FIG. 4 absorbs collision energy. As shown in FIG. 5, in the event of a collision of the railroad vehicle, planes A of end structures 5 that face each other between cars collide with each other so that each end structure 5 will push the energy absorbing members 11 OA into the inside of the end portion frame 50 (in the longitudinal direction of the railroad vehicle). In this process, the energy absorbing members 11 OA are collapsed to absorb collision energy. In other words, since the energy absorbing members 11 OA arranged between the end structure 5 and the bottom plate 102 are so collapsed that the peripheral edge of the end structureS will be guided by the side plate 104 that forms the end portion frame 50, the energy absorbing members 11 OA can reliably absorb the collision energy.

[0028] The energy absorbing members I IOA are arranged planarly and discretely in the end portion member 50 provided to form a frame body along the peripheral edge of the end structureS. This can prevent the occurrence of such an event that the energy absorbing members 11 OA are buckled overall and hence given collision -9-.

energy cannot be absorbed, unlike the case where the energy absorbing members 11 OA are arranged in an end portion of the underframe 2 of the railroad vehicle body structure I in the longitudinal direction linearly (in the form of a bar) along the longitudinal direction of the railroad vehicle body structure 1, enabling the absorption of given collision energy. In other words, since multiple energy absorbing members 11 OA small in length in the collapsing direction are arranged annularly along the peripheral edge of the end portion of the car, the energy absorbing members II OA have a feature that overall buckling hardly occurs. Since many energy absorbing members 11 OA can be arranged annularly, the collision energy can be absorbed sufficiently.

[Example 2]

[0029] FIG. 6 is a view for describing a shock absorbing structure of Example 2.

Like in FIG. 3 of Example 1, an end portion frame 50 of the shock absorbing structure according to Example 2 features a structure as shown in FIG. 6, where in the end portion frame 50 having an L-shaped cross section formed from one bottom plate 102 and one side plate 104, energy absorbing members 11 0A are arranged discretely in the longitudinal direction of the shaped member with a collapsing margin provided therebetween.

[0030] Further, in FIG. 6, the energy absorbing members I IOA are set to have various thicknesses (thicknesses along the collapsing direction) in such a manner that an energy absorbing member (an upper member II OA in the example shown in FIG. 6) having a large thickness is first compressed by the end structure 5 at the time of energy absorption to deform plastically, and an energy absorbing member (a lower member I IOA in the example shown in FIG. 6) having a small thickness is then compressed by the end structures to deform plastically.

[0031] FIG. 7 is a schematic chart for describing a loading history in the shock absorbing structure of Example 2 in the event of a collision. The structure shown in FIG. 6 enables a significant reduction in initial peak load at the time of deformation of the energy absorbing members as indicated by a load-displacement curve (broken line) of the shock absorbing structure of the present invention compared to a load-displacement curve (solid line) of a conventional shock absorbing structure.

[Example 3]

[0032] FIG. 8 and FIG. 9 are cross-section views for describing a joint structure between an end structure and an end portion frame in a shock absorbing structure of Example 3. A shock absorbing structure 10 is a structure in which a guide I 40A, I 40B is provided in an end portion frame 50 or an end structure 5 in the collapsing direction of energy absorbing members 11 OA. The guide I 40A is provided in a bottom plate 102 that forms the end portion frame 50 to penetrate through the energy absorbing members 11 OA and the end structure 5 in a direction along the longitudinal direction of the railroad vehicle body structure 1. Similarly, the guide 140B is provided in the end structure 5 to penetrate through the energy absorbing members 11 OA and a bottom plate 102 (part of the end portion frame 50). The guide I 40A, 1 40B is provided in the bottom plate 102 or the end structure 5 discretely along the peripheral edge of the end structure 5.

The guide I 40A, I 40B is so placed that the joint surfaces of the end structure 5, the end portion frame 50, and the energy absorbing members 11 OA can be prevented from being displaced in a direction (width direction or height direction) intersecting with the longitudinal direction of the railroad vehicle in the collapsing process of the energy absorbing members 11 OA when the end structures 5 of the railroad vehicle running in a curve collide with each other. Thus, since the bottom plate 102 or the end structureS reliably collapses the energy absorbing members 11 OA along the guide 140A, 140B, the collision energy can be absorbed. Further, when the end structureS and the end portion frame 50 are joined, if the energy absorbing members I IOA are attached in advance to the guide 140A, 140B, this structure will have the advantage of making the alignment of the energy absorbing members IIOA easy.

[0033] Note that, in the structure shown in FIG. 8 and FIG. 9, among the end structure 5 or the end portion frame 50 and face plates that make up the energy absorbing members 11 OA, there is a need to provide a hole in the face plates intersecting with the collapsing direction to allow the guide 140A, 140B to penetrate therethrough, but the hole has little effect on the energy absorbing behavior like the through-hole for giving passage to the fastening part 120. Further, like the fastening part 120, the guide 140A, I4OB does not block the absorption of collision energy by the energy absorbing members 11 OA.

[Example 4]

[0034] FIG. 10 is a cross-section view for describing a joint structure between an end structure and an end portion frame in a shock absorbing structure of Example 4.

A shock absorbing structure 10 includes an extending portion Sb extending from the peripheral edge of the end structure 5 in the direction of the side structure 4 as shown in the cross-section shape to extend along the longitudinal direction of the railroad vehicle body structure 1, and a protruding portion 5a protruding in a direction opposite to the side structure 4 to be continuous with this extending portion Sb.

The energy absorbing members I IOA are placed in a portion along both a plane B of the end structure 5 and the extending portion Sb. The extending portion Sb is provided around the peripheral edge of the end structureS and the energy absorbing members I IOA are provided in this portion to eliminate the need for the end portion frame 50 provided around the underframe 2, the side structures 3, and the roof structure 4 to have an L-shaped cross section. Since this can omit fitting --Ii work for arranging the end portion frame 50 having the L--shaped cross section annularly in connecting portions across two or more body structures and the hke, such as the underframe 2 and the side structures 3, or the side structures 3 and the roof structure 4 (alignment work for continuously annular arrangement), the number of steps in manufacturing the railroad vehide body structure 1 can be reduced.

[0035] Further, since the extending portion Sb is provided to protrude from one face of the peripheral edge of the end structure 5 and the extending portion 5a is provided to protrude from the other face, the rigidity of the peripheral edge of the end structure 5 can be increased. Therefore, even when adjacent end structures 5 of the raUroad vehide coHide with each other during curve running as well as during straight running, since the rigidity of the end structures S is high, the energy absorbing members 11 OA can be rehably coflapsed in a process where the extending portion Sb of each of the end structures 5 is guided and moved onto the end portion frame 50.

Further, since the protruding portion 5a protruding from the face of the end structure is provided, the protruding portion Sa provided in one end structure 5 of the railroad vehicle body structure I collide with the protruding portion 5a provided in the other end structure 5 of the railroad vehicle body structure 1 when the end structures 5 collide with each other. This can promote the collapsing of energy absorbing members 1 1OA arranged near the protruding portions 5a and hence the colUs!on energy can be absorbed efficiently.

[0036] Note that, in the structure shown in FIG. 10, the protruding portion 5a provided in the end structure 5 along the perimeter of the end portion of the car body structure has the advantages of improving the rigidity of the end structure during normal running and making easy alignment in vehicle manufacturing.

[Example 5]

[0037] FIG. 11 is a crosssection view for describing a joint structure between an end structure and an end portion frame in a shock absorbing structure of Example 5.

An end portion frame 50 that forms a shock absorbing structure 10 is composed of a sde plate 104 arranged flush with a face of the side structure 4 on the outside of the car, and a bottom plate 102 connected to the side plate 104 near the side structure 4 and provided along the end structure 5. and has a vertical section of a substantially L shape in the longitudinal direction.

A size L2 (see FIG. 11) of the energy absorbing members I1OA is set smaller than a size Li of the side plate 104 along the longitudinal direction of the railroad vehicle body structure 1, and the end structure 5 is provided to lie along a face of the side plate 104 located near the center of the railroad vehicle body structure 1. The end structure S is provided nearer to the center of the railroad vehicle body structure I in the longitudinal direction by a size A as a difference between the size Li and the size L2. and an end face 5a of the end structure S is provided to overlap with the side plate 104.

[0038] The side plate 104 of the end member 50 is provided to overlap with the end face 5a of the end structure 5. Therefore, even when a shear force (a force in the width direction (height direction) of the raUroad vehicle body structure 1 or a force in a direction of sleepers) acts on a fastening part 120 between the end structure 5 and the end portion frame 50 in the event of a coflision during curve running, since the end structure 5 is guided to overlap with the side plate 104 in a range of the size A as an initial penetration amount, the energy absorbing members 110 can be coflapsed rehably without causing abutting surfaces of the end structure 5 ancJ the energy absorbing members 11OA to get out of ahgnment, enabling efficient absorption of coHision energy.

[Example 6]

[0039] FIG. 12 is a cross-section view for describing a joint structure between an end structure and an end portion frame in a shock absorbing structure of Example 6.

As shown in the cross-section shape, a shock absorbing structure 10 is a structure in which energy absorbing members 11 OA and the bottom plate 102 of an end portion frame 50 are joined without causing fastening parts 120 to pass completely through the energy absorbing members 1IOA whUe fastening the energy absorbing members 11 OA and an end structure 5 by the fastening parts 120.

[0040] Since the fastening power of the fastening parts 120 can be increased, compared to the shock absorbing structures of Example 1 to ExampleS, by joining the energy absorbing members 11OA to the end structure 5 and the end portion frame 50, respectively, a car end portion provided with the shock absorbing structure becomes more reliable than a car end porlion provided with any of the shock absorbing structures of Example I to Example 5. According to this structure, the collapsing of the energy absorbing members 110 can he promoted and the collision energy can be absorbed efficiently in the event of a collision.

[Exam pIe 7] [0041] FIG. 13 is a cross-section view for describing a joint structure between an end structure and an end portion frame in a shock absorbing structure of Example 7.

As shown in the cross-section shape, a shock absorbing structure 10 is a structure in which an end structure S and an end portion Frame 50 are joined in a state where the head ofafastening part 120 is placed inside a groove 150 provided in the end structure. Since the end structureS having the groove 150 can be manufactured easily using extrusion or the like, the number of steps in manufacturing end structures can be reduced compared to the shock absorbing structures described in Example 1 to Example 6. In addition, the collapsing of the energy absorbing members 11 OA can be promoted in the event of a collision and the collision energy can be absorbed efficiently. Note that FIG. 13 shows the groove provided in the end structure, but the groove may be provided in the end portion frame.

[Example 8]

[0042] FIG. 14 is a schematic diagram showing an example of a railroad vehicle body structure of Example 8, and FIG. 15 is a schematic diagram when the railroad vehicle body structure shown in FIG. 14 is viewed from the car end side in the longitudinal direction of the vehicle.

The embodiment shown as Example 8 is an embodiment in which the shock absorbing structure described in any one of Example I to Example 7 mentioned above is installed in a car end portion in the longitudinal direction of the railroad vehicle body structure 1. Since the energy absorbing members 11 OA are covered with the side plate 104 provided substantially flush with the side structure 4 on the outside of the car, the appearance design is not deteriorated. This allows the end portion frame 50 to have both the function of making up the end portion of the vehicle body structure and the function of absorbing collision energy, and enables space-saving of the shock absorbing structure, thus expanding the coach space and enhancing the degree of freedom in designing the vehicle.

[0043] In the railroad vehicle body structure I shown in Example 8 mentioned above, the number and positions of energy absorbing members 11 OA arranged along the end portion frame 50 can be adjusted to absorb adequate collision energy while preventing the occurrence of damage to members that form a body structure having low rigidity and strength in the railroad vehicle body structure 1.

[0044] For example, when the underframe 2 and the side structure 4 have strength and rigidity higher than the roof structure 3 in FIG. 14, more energy absorbing members 11 OA are arranged on the lower side of the railroad vehicle body structure I than on the upper side of the railroad vehicle body structure I as shown in FIG. 15.

When the energy absorbing members II OA are arranged densely in the lower part of the railroad vehicle body structure 1, since collision energy can be absorbed in such a state that the load acting on the underframe 2 and the side structure 4 is higher than that acting on the roof structure 3, adequate collision energy can be absorbed while preventing the occurrence of damage to members that form the roof structure 3.

[Example 9]

[0045] FIG. 16 is a schematic diagram showing an example of a railroad vehicle body structure of Example 9. This is an embodiment of a shock absorbing structure installed in a passage opening 6 provided in a central portion of the end structureS of the railroad vehicle body structure I described in Example 8, where a passage opening frame 60 that forms the peripheral edge of the passage opening 6 and a bellows frame 70 are joined through energy absorbing members 11 OB in the --14 longitudinal direction of the vehicle.

The energy absorbing members 1IOA arranged in the end portion frame 50 provided in the connecting portion between the end structure 5 and the side structures 4 of the railroad vehicle body structure 1 are provided in a manner described in Example I to Example 8.

[0046] In the railroad vehicle body structure 1 shown in Example 9 mentioned above, when the railroad vehicle body structure 1 coflides with an obstacle, the energy absorbing members 1103 arranged in the passage opening frame 60 are first compressed by the bellows frame and plasticaDy deformed, ancj the energy absorbing members I 1OA arranged in the end porhon frame 50 are then compressed by the end structure and plastically deformed. As a result, the initial peak load at the time of deformation of the energy absorbing members can be more reduced than the railroad vehicle body structure 1 described in Example 8 and more coflision energy can be absorbed simultaneously.

[Example 10]

[0047] FIG. 17 is a schematic diagram showing an example of a railroad vehicle body structure of Example 10. The embodiment shown as Example 10 is an embodiment n which a crushable zone 90 including energy absorbing members 11 OC attached to the underframe 2 is arranged in the railroad vehicle body structure described in Example 8 nearer to the center side of the vehicle than the car end portion in the longitudinal direction of the vehicle. The crushable zone 90 is composed of members lower in rigidity and strength than the railroad vehicle body structure 1. The energy absorbing members I bA arranged in the end portion frame provided in the connecting portion between the end structure 5 and the side structures 4 of the railroad vehicle body structure 1 are provided in a manner described in Example 1 to Example 8.

[0048] In the railroad vehicle body structure 1 shown in Example 10 mentioned above, when the railroad vehicle body structure I collides with an obstacle, the energy absorbing members 11OA arranged in the end portion frame 50 are first compressed by the end structure and plastically deformed, and the crushable zone including the energy absorbing members hOC attached to the undemframe s then compressed and plastically deformed.

[0049] As a result, more collision energy can be absorbed than the railroad vehicle described in Example 8, and in the event of a minor collision, collision energy can be absorbed without deform ing the crushable zone 90.

When only the energy absorbing members 11 OA are collapsed without collapsing the crushable zone 90 in the event of a minor collision, only the energy absorbing members I IOA have to be replaced at low cost.

[Example 11]

[0050] FIG. 18 is a schematic diagram showing an example of a railroad vehicle body structure of Example 11. The embodiment shown as Example 11 is an embodiment as a combination of car end portions of the railroad vehicle described in Example 9 and Example 10. In other words, the embodiment is to arrange a shock absorbing structure formed by joining the passage opening frame 60 and the bellows frame 70 through the energy absorbing members 1 lOB from the car end portion toward the center side within the car in the longitudinal direction of the vehicle, a shock absorbing structure formed by joining the end portion frame 50 and the end structure 5 through the energy absorbing members 11 OA, and the crushable zone 90 including the energy absorbing members hOC attached to the underframe 2.

[0051] In the railroad vehicle shown in Example 11 mentioned above, when the railroad vehicle collides with an obstacle, the energy absorbing members I lOB placed in the passage opening frame 60, the energy absorbing members 11 OA placed in the end portion frame 50, and the energy absorbing members 11 OC placed in the underframe 2 are plastically deformed sequentially to enable the absorption of collision energy.

[0052] FIG. 19 is a schematic chart for describing a loading history in the shock absorbing structure of Example 11 in the event of a collision. The initial peak load at the time of deformation of the energy absorbing members can be reduced.

Simultaneously, since deformed portions are limited according to the collapsing amount, only the energy absorbing members II OA mounted in the passage opening frame 60 and the end portion frame 50 are deformed, for example, in the event of a minor collision. In this case, only the energy absorbing members and the fastening members in the corresponding portions have to be replaced in case of maintenance.

[0053] In each of the aforementioned examples, any other member is not enclosed in the space inside the energy absorbing members, but any member for absorbing energy may be arranged. For example) if foamed aluminum or a honeycomb panel is arranged, a further increase in the amount of energy absorption can be achieved.

[0054] Since the end portion frame mentioned above can be manufactured by extruding, the end portion frame has the advantages of being easy to manufacture and having high reliability.

[0055] Since only the energy absorbing members and the fastening parts have to be replaced in the event of a minor collision, the shock absorbing structures mentioned above have the advantage of making maintenance easy.

[0056] Since the shock absorbing structures mentioned above can be realized by changing the shapes of the end portions of the side structures, the roof structure, and the underirame or the frame members that form the peripheral edges of the end structures among the members that make up the railroad vehicle body structure, the shock absorbing structures have the advantage of eliminating the need for drastic remodeling of the railroad vehicle body structure.

[0057] The shock absorbing structure according to the present invention can also be applied to a new transportation system, a monorail, and the like, used for the operation of multiple cars coupled with each other, as well as the railroad vehicle.

Description of Reference Numerals

[0058] I railroad vehicle body structure 2 underframe 3 roof structure 4 side structure 5... end structure 6... passage opening 8 reinforcement 10... shock absorbing structure 50... end portion frame 60... passage opening frame 70... bellows frame 80.. bellows 90... crushable zone 102.. bottom plate 104.. side plate II OA, 11 OB, 11 OC... energy absorbing members fastening parts 130... collapsing margin of energy absorbing members 11 OA 140A, 140B... guide 150... groove

Claims

CLAIMS1. A rafiroad vehicle body strUcture induding: an underframe that forms a floor surface; side structures verticafly arranged in both end portions of the underirame in a width direction thereof; end structures verticafly arranged in both end portions of the underframe in a longitudinal direction thereof; and a roof struclure arranged on top edges of the side structures and the end structures, the railroad vehicle body structure comprising a shock absorbing structure provided in a manner to be sandwiched between an end portion of each side structure, the roof structure. and the undertrame in the longitudinal direction, and a peripheral edge of each end structure so as to be coflapsed in an event of a coflision in order to absorb coUision energy.
2. The railroad vehicle body structure according to claim 1, wherein the shock absorbing structure is composed of an end portion frame having an L-shaped cross section made up of a side plate arranged along the longitudinal direction of the side structure and a bottom plate provided along the end structure, and an energy absorbing member provided along the side plate and the bottom plate to be coflapsed by the bottom plate and the end structure in the event of a co is ion.
3. The railroad vehicle body structure according to claim 2, wherein the energy absorbing member is arranged discretely along the end portion frame.
4. The railroad vehicle body structure according to claim 3, wherein a plurality o the energy absorbing members different in thickness in a collapsing direction are provided to reduce an initial peak load at the time of deformation of the energy absorbing members.
5. The railroad vehicle body structure according to claim 3 or 4, wherein a plurality of energy absorbing members provided in the end portion frame located in a lower part of the end structure are arranged more densely than a plurality of the energy absorbing members provided in the end portion frame located in an upper part of the end structure.
6. The railroad vehicle body structure according to claim 2, wherein the energy absorbing member is a shaped member extrusion-molded in a direction along the collapsing direction or a direction intersecting with the collapsing direction.
7. The railroad vehicle body structure according to claim 2, further comprising a fastening part penetrating through the end structure and the energy absorbing member to fasten the end structure and the energy absorbing member to the end portion frame.
8. The railroad vehicle body structure according to claim 2, further comprising a fastening part penetrating through the end portion frame and the energy absorbing member to fasten the end structure through the end portion frame and the energy absorbing member.
9. The railroad vehicle body structure according to claim 2, wherein the energy absorbing member is fastened between the end portion frame and the end structure by a first fastening part for fastening the end portion frame and the energy absorbing member, and a second fastening part for fastening the end structure and the energy absorbing member.
10. The railroad vehicle body structure according to claim 2, wherein the end portion frame is formed from an extruded shaped member.
11. A shock absorbing structure comprising: an end portion frame provided annularly in an end portion of a railroad vehicle body structure in a longitudinal direction thereof, where the railroad vehicle body structure is composed of side structures, a roof structure, and an underframe; and an energy absorbing member provided in a manner to be sandwiched between the end portion frame and a peripheral edge of an end structure installed in an end portion of the railroad vehicle body structure in the longitudinal direction thereof, wherein the end portion frame has an L-shaped cross section made up of a side plate arranged along the longitudinal direction of the side structure and a bottom plate provided along the end structure, the energy absorbing member is provided discretely along the end portion frame to lie along the side plate and the bottom plate, and the energy absorbing member is collapsed when a railroad vehicle collides with an obstacle to absorb collision energy.