JP2004268694A - Railway rolling stock - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To sufficiently secure an effective space in a driver's cab by efficiently absorbing impact energy not only when vehicles with each other come into a head-on collision but also when a certain obstacle collides against a position higher than an underframe of the vehicle. <P>SOLUTION: In this railway rolling stock provided with the driver's cab, a member for constituting the floor of a driving cab 100 of the driver's cab is a buffer floor 110. The buffer floor 110 is constituted of a plurality of extrusion members 111, 112 and 113 having a plurality of hollow parts. The hollow members are arranged toward the longitudinal direction of a vehicle body in the extruding direction. The buffer floor 110 is arranged on an upper part of the height of the underframe of the vehicle. When a front end of the buffer floor 110 collides against an other vehicle, the buffer floor 110 is deformed into a bellows shape to absorb impact energy. When the front end collides against an anticlimber on a lower side of the vehicle, a box type buffer 155 is deformed into a bellows shape to absorb larger impact energy. <P>COPYRIGHT: (C)2004,JPO&NCIPI

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention is a railroad vehicle that absorbs large impact energy generated when vehicles collide with each other or when the vehicle collides with some obstacle.
[0002]
[Prior art]
2. Description of the Related Art In a current railway vehicle, a structure is required to reduce an impact force applied to a passenger and a driver when a large impact is received in a traveling direction of the vehicle, for example, when the vehicle collides with another vehicle. For this reason, it is known that vehicles have a dynamic plastic deformation zone composed of an energy absorbing material at the end of the vehicle. Furthermore, a vehicle must have a structure that absorbs its impact energy without causing uncontrollable deformation of the driver's cab, even if an obstacle collides above the height of the underframe that constitutes the vehicle. Have been.
[0003]
According to Patent Document 1, a vehicle includes a plurality of energy absorbing elements locally inserted between a non-deformable rigid frame installed below a cab and a protective shield provided in front of the cab. I have. Even when an impact force is applied above the height of the underframe, the driver's cab controls the deformation of the entire driver's cab by the guide arm installed below the protective shield, and the impact due to the plastic deformation of the energy absorbing element. It has a structure to absorb energy.
[0004]
[Patent Document 1]
JP 2002-225704 A (US2002073887)
[0005]
[Problems to be solved by the invention]
An object of the present invention is to effectively absorb impact energy not only in the case where vehicles collide with each other but also in the case where an obstacle collides with a position higher than the underframe of the vehicle. It is to secure enough space.
[0006]
[Means for Solving the Problems]
In the railroad vehicle provided with a driver's cab, a member constituting a floor of a cab of the driver's cab is a buffer floor, and the buffer floor has a plurality of extruded members having a plurality of hollow portions. The hollow profile can be achieved by arranging the extrusion direction in the longitudinal direction of the vehicle body, and arranging the buffer floor above the underframe height of the vehicle.
[0007]
BEST MODE FOR CARRYING OUT THE INVENTION
One embodiment of the present invention will be described with reference to FIGS. In the following, a driver's cab having a round top shape will be described. However, the present invention is not necessarily limited to a round head shape, and includes a driver's cab having a flat top shape.
[0008]
The cab 100 has a cushioning floor 110 which is made soft to absorb the impact energy generated at the time of the collision, and has a higher strength than the cab to ensure the driver's safety at the time of the collision. The vehicle body 200 is made. Below the cab 100, a riding prevention device 150 having a buffer function is arranged. The on-board prevention devices 150 are arranged one each on the left and right with respect to the center of the vehicle body when the driver's cab is viewed from the front. The buffer floor 110 is disposed above the riding prevention device 150 in the horizontal direction.
[0009]
The cab 100 has two collision pillars 120 and two corner pillars 121 made of high strength to support the buffer floor 110 on which the cab equipment is mounted, the buffer floor 110 and a front glass (not shown). , The outer frame 122 and the end beams 123 and 124 for fixing the cab 100 to the vehicle body 200, and a plurality of vertical bones 125, 126, 127 and the like connecting the outer frame 122 to the collision pillar 120 and the corner pillar 121. . The driver's cab 100 is detachably fixed to a seat 240 on the vehicle body side via an outer frame 122 and end beams 123 and 124 with bolts, and is smoothly provided by an outer plate (not shown) and a front glass (not shown). Covering. The two collision pillars 120 are arranged on the vehicle body center side when the driver's cab is viewed from the front, and extend upward from the height of the buffer floor 110. The two corner pillars 121 are arranged outside the collision pillars 120, and extend upward from the height of the buffer floor 110. The upper ends of the two impact columns 120 are welded to the transverse bone 128 between them to provide a through passage (not shown) between the impact columns. A protection plate 129 for protecting a driver in the cab is welded to the lower portion of the front glass to the collision pillar 120, the corner pillar 121, and the cross beam 130. A plurality of reinforcements 132 and 133 are welded to the inside of the end beams 123 and 124 in order to easily transmit the load generated at the time of collision to the vehicle body.
[0010]
The buffer floor 110 is formed by arranging and joining a plurality of hollow members 111, 112, and 113 from the center side of the vehicle in the width direction of the vehicle body, and is higher than the height of the underframe 230 forming the vehicle body 200. Are also located above. The hollow sections 111, 112, 113 are extruded sections made of aluminum alloy, and the extruding direction is directed to the longitudinal direction of the vehicle. The hollow sections 111, 112, and 113 are arranged such that the width direction of the hollow sections is aligned with the width direction of the vehicle body, and they are joined to be integrated. The front end of the buffer floor 110 is firmly welded to the collision pillar 120, the corner pillar 121, and the cross beams 130, 131. The rear end of the buffer floor 110 is firmly welded to the end beam 123 in order to transmit the impact force generated at the time of collision to the vehicle body. The end beams 123 are firmly welded to the outer frame 122, the end beams 124, and the like.
[0011]
On the lower surface of the buffer floor 110, a buffer rib 160 composed of a plurality of hollow profiles 161 is orthogonally joined to the buffer floor 110. The hollow profile 161 used for the cushioning rib 160 is an extruded profile made of a light alloy (for example, an aluminum alloy), and the direction of extrusion (that is, the longitudinal direction) is directed to the longitudinal direction of the vehicle body. The lower surface of the hollow profile 161 restrains the hollow profile 161 by welding the plate 162. The rear end of the cushion rib 160 is firmly welded to the end beams 123 and 124 to transmit the load at the time of collision to the vehicle body.
[0012]
As shown in FIGS. 4 to 6, the longitudinal cross-sectional area of the hollow section constituting the cushioning floor 110 and the cushioning rib 160 is smaller at the front end than at the rear end. The plastic deformation gradually starts from the side.
[0013]
The vehicle body 200 includes a roof structure 210, a side structure 220, an underframe 230 forming a floor of a driver's cab and a cabin, and the like. The roof structure 210, the side structure 220, and the underframe 230 are each formed by joining a plurality of hollow members (not shown). The hollow profile used for the vehicle body 200 is an extruded profile made of a light alloy, and the extrusion direction is directed to the longitudinal direction of the vehicle body. In each hollow profile, the width direction of the hollow profile is arranged in the circumferential direction of the vehicle body, and they are joined to be integrated.
[0014]
A seat 240 for fixing the cab 100 is attached to an end of the vehicle body 200. The driver's seat 250 is arranged on the upper surface of the underframe 230. When the operator's cab is viewed from the front, a center beam 270 made of high strength for welding the coupler 260 is welded to the lower surface of the underframe 230 on the center side of the vehicle body.
[0015]
The anti-ride devices 150 are provided on both sides of the center in the width direction of the vehicle body. The riding prevention device 150 includes, from the front end side of the vehicle body, an anti-climber 151 that suppresses a riding behavior that induces derailment of the colliding vehicle, three box-shaped shock absorbers 155 that absorb impact energy at the time of collision, and the like. are doing. The surface of the anti-climber 151 has a number of irregularities to prevent the colliding obstacle from moving in the vertical direction.
[0016]
The box-shaped shock absorber 155 is formed by joining four hollow extruded members 156 and 157 made of an aluminum alloy in a box shape. The hollow sections 156 and 157 are extruded sections made of light alloy, and the extruding direction is directed to the longitudinal direction of the vehicle body. The space between the respective box-shaped shock absorbers 155 is welded to and integrated with the adjacent box-shaped shock absorbers 155 via a plurality of partition plates 152. The rear end of the riding prevention device 150 is firmly welded to the end beam 124 in order to transmit the impact force generated at the time of the collision to the vehicle body side.
[0017]
The upper surface of the riding prevention device 150 and the lower surface of the buffer floor 110 are connected via a connecting plate 140. The lower end of the connecting plate 140 is a partition plate 152. The connecting plate 140 has many holes in unnecessary portions. The forefront of the anti-ride device 150 (anti-climber 151) is located at the forefront of all members of the cab 100 to receive an impact force first in the event of a vehicle collision.
[0018]
The hollow sections 111, 112, 113, 161, 156, and 157 used for the buffer floor 110, the buffer rib 160, and the box-shaped shock absorber 155 are desirably flat in the width direction of the section. The hollow profile used for 230 is suitable. Since the side structure 220 also has a linear hollow shape, it can be used. Since the hollow profile used for the underframe 230 and the side structure 220 can be diverted, the material can be procured at low cost.
[0019]
The hollow members 111, 112, 113, 161, 156, and 157 are softer than the hollow members used for the underframe 230, the side structure 220, and the roof structure 210 constituting the vehicle body 200, and are liable to be crushed during a collision. ing. The hollow sections 111, 112, 113, 161, 156, and 157 are softened by annealing.
[0020]
This annealing is, for example, an O material treatment. Generally, various heat treatments are performed on an extruded profile after extrusion. When the material of the extruded profile is A6N01, an artificial age hardening treatment of T5 is performed. The annealing of the O material is performed thereafter. The yield strength after annealing to the O material is about 60 MPa. T5 has a proof stress of 245 MPa.
[0021]
The elongation of the hollow members 111, 112, 113, 161, 156, and 157 is larger than that of the hollow members used for the vehicle body 200 due to the O-material treatment. For strength and required softness, an annealing treatment other than the O material or a material other than the A6N01 material is selected. Also, the thickness of the hollow profile is selected.
[0022]
The hollow members 111, 112, 113 constituting the buffer floor 110 are joined by friction stir welding along the longitudinal direction of the vehicle body to which an impact is applied. The impact value of the friction stir welded portion is higher than that of the welded portion of arc welding, and the welded portion does not break. This is considered to be because the metal structure of the joining portion was fined by friction stir welding, and the energy absorption value was high. Therefore, when friction stir welding is performed, the hollow profiles 111, 112, and 113 are plastically deformed as predetermined, and can absorb impact energy. The joining of the hollow members 111, 112, 113 may be performed before or after the tempering treatment.
[0023]
The hollow profile 161 constituting the buffer rib 160 is joined to the lower surface of the buffer floor 110 by arc welding along the longitudinal direction of the vehicle body. As described above, although the impact value of the welded portion of the arc welding is inferior to the impact value of the friction stir welding portion, the disadvantage can be reduced by performing annealing treatment after the arc welding. In addition, by extruding the hollow members 111, 112, 113 and the hollow member 161 integrally, the buffer floor 110 with few joints can be manufactured. In this case, not only the energy absorption amount can be increased, but also the manufacturing cost can be reduced.
[0024]
The hollow members 156 and 157 constituting the box-shaped shock absorber are joined by arc welding along the longitudinal direction of the vehicle body. Also in these cases, the box-shaped shock absorber 150 with few joints can be manufactured by extruding the hollow members 156 and 157 integrally.
[0025]
Here, the impact force relaxation characteristics of the hollow members 111, 112, 113, 156, 157, and 161 will be described. When a compressive load is applied, it exhibits a load-deformation behavior as shown in FIG. As shown in FIG. 8, due to the characteristics of the material, as shown in FIG. 8, a material a having high strength such as tensile strength and proof stress and having a small elongation (brittle), a material c having a low strength but good elongation (sticky), and the materials a and c described above. A material b exhibiting an intermediate property between the above is considered. X (X in FIG. 7) ₁ , X ₂ 8) (a material corresponding to the strength characteristic a in FIG. 8) has a large load-bearing capacity, but the load-bearing capacity after exceeding the maximum load sharply decreases. On the other hand, in the case of a material having a low strength and a large elongation (a material corresponding to the strength characteristic c in FIG. 8), the maximum load capacity decreases as shown by the curve indicated by Y in FIG. Shows characteristics that do not decrease.
[0026]
The range of the hatched portion shown in the example of the Y curve indicates the breaking energy of this material. Comparing the X and Y curves, it can be seen that a material having moderate strength and good elongation (in this case, the material of the Y curve) has a higher fracture energy due to the deformation behavior after the maximum load capacity. It is important to select a material having such a strength characteristic Y as the buffer member B. The material of the Y-curve can be easily obtained by treating the extruded profile with, for example, an O-material.
[0027]
In the case of the X curve, the strength of the material is high and the elongation is small, so that the elongation cannot follow the imbalance of the stress in the cross section of the member, resulting in partial destruction and a sudden decrease in the withstand load. Become. On the other hand, in the case of the Y curve, the maximum load capacity of the member is lower than that in the case of the X curve, but since the material is large in elongation, it is partially plastically deformed with respect to the variation in stress in the cross section (elongation can follow. ), And a large deformation can be achieved while maintaining a certain amount of load resistance without leading to a sudden decrease in load resistance as a whole.
[0028]
For this reason, the hollow members 111, 112, 113, 156, 157, and 161 are deformed in a bellows shape, and the impact applied to the vehicle body is reduced. Furthermore, its in-plane bending rigidity and out-of-plane bending rigidity are higher than that of a general thin plate structure, and since it is a composite structure consisting of two face plates and diagonal materials, the fracture energy against the compressive load is reduced. It also has the effect of high absorption characteristics (per unit area).
[0029]
The A5083-O material is used as a material for members of the driver's cab 100, excluding the extruded members. The strength of the A5083-O material is about 150 MPa, and the strength is higher than the extruded shape material after the annealing treatment. In addition, since the elongation of the A5083-O material is larger than that of the A6N01-T5 material, the material is less likely to break even with a large plastic deformation at the time of collision.
[0030]
Arc welding is used for joining the A5083-O material and the extruded shape material. It is generally known that the strength near the welded portion is reduced due to the effect of heat input to members generated during welding. In the case of the A5083-O material, since the strength reduction of the heat-affected zone is small, breakage from the vicinity of the welded portion can be prevented.
[0031]
When the vehicle collides with an obstacle, a large impact load is applied to the vehicle. The collision mode at this time is not one, and the height to which the impact load is applied is not the same. One possible form of collision is a head-on collision between the same vehicles. In this case, the impact load is applied to the riding prevention device 150 at the forefront of the vehicle.
[0032]
A different collision mode from the above is a case where a different vehicle or some obstacle, for example, an automobile, collides above the height of the underframe. In this case, it is conceivable that the impact load is directly applied to the cab 100 without being applied to the riding prevention device 150.
[0033]
Here, first, a case where an impact load is applied to the height of the cab will be described. FIG. 9 shows a load-deformation diagram when the vehicle collides with some obstacle at a position higher than the underframe 230, for example, at the height of the cross beam 131 or the protection plate 129. In this case, first, an impact load is applied to the collision pillar 120 constituting the cab 100. At this time, the impact load is mainly transmitted to the shock absorbing floor 110, the shock absorbing rib 160, the protection plate 129, and the cross beams 130 and 131 via the collision pillar 120, and causes the driver's cab 100 to be elastically deformed.
[0034]
When an impact load of a certain value or more is applied, it reaches the plastic region beyond the elastic region. Here, the first member to be plastically deformed is the buffer floor 110 made of low strength and softness. The deformation is caused by a bellows-like plastic deformation in which two face plates constituting the hollow members 111, 112, and 113 and a diagonal member connecting the two face plates are generated at regular intervals in the longitudinal direction of the vehicle body. It is. Moreover, the plastic deformation occurs from the front end side of the vehicle near the load point. This is apparent from the fact that the vertical cross-sectional area of the front end of the buffer floor 110 is smaller than the cross-sectional area of the rear end. In collisions with relatively small obstacles or low-speed collisions, plastic deformation from the end of the car farthest from the cab and passenger cabin ensures sufficient safety for the driver and passengers without breaking the main members. be able to.
[0035]
As the deformation in the longitudinal direction of the vehicle body progresses, the cross beam 130 welded to the buffer floor 110 and the protection plate 129 welded to the cross beam 130 undergo plastic deformation due to bending. Due to the deformation, the impact load is directly applied not only to the collision pillar 110 but also to the protection plate 129. Receiving the impact load from the point to the line and from the line to the surface leads to stable plastic deformation.
[0036]
The above-described stable plastic deformation is performed by arranging the cushioning floor 110 at a position higher than the underframe 230, and simultaneously setting the collision pillar 120 and the corner pillar 121 at a position lower than the underframe 230, such as the riding prevention device 150. It is important that the bonds are not strong. That is, it is desirable that the collision pillar 120, the buffer floor 110, and the riding prevention device 150 are structurally separated.
[0037]
Generally, the anti-ride device 150 needs to have a strength equal to or higher than a certain value with respect to the compressive force in the longitudinal direction of the vehicle body due to its functional problem. Be placed. If an impact load at a position higher than the underframe 230 is applied to the collision pillar 120 that is rigidly connected to the climbing prevention device 150, the distance from the load point to the climbing prevention device 150 increases. Therefore, the load applied to the collision column 110 generates a large bending moment with the high-rigid riding prevention device 150 as a fixed end. Such a bending moment leads to destruction of the collision column 120 and the climbing prevention device 150 from the joint, or to destruction of the collision column 120 itself, thereby deteriorating the energy absorption characteristics.
[0038]
In order to avoid the destruction mode as described above, the buffer floor 110 is disposed at a position higher than the underframe 230, and the collision pillar 120, the corner post 121, the cross beams 130, 131 at a position higher than the underframe 230. And is tightly bound. However, when the buffer floor 110 and the climbing prevention device 150 are completely separated, the climbing prevention device 150 itself has a beam structure with the end beam 133 as a fixed end, so that problems in vibration and strength remain. Therefore, the upper surface of the riding prevention device 150 and the lower surface of the buffer floor 110 are welded by a connecting plate 140 having a thickness of about 6 mm. The cross-sectional area of the central portion between the upper and lower portions of the connecting plate 140 is smaller than that of the end portion, and the strength is smaller than that of the welded portion. Therefore, when the plastic deformation in the longitudinal direction of the vehicle body has progressed to a certain extent, the connecting plate 140 is broken from the center by tension and bending. Since the connecting plate 140 does not exist in the driver's cab even if it is broken, it does not harm the driver and there is no safety problem. The connecting plate 140 described here is not limited to a plate material in any way, and may be a member having a mechanism for detaching with a certain load, for example, a shear bolt or a shear pin.
[0039]
When the deformation further proceeds in the longitudinal direction of the vehicle body, the buffer floor 110 begins to bend in the vertical direction of the vehicle body. This occurs because the out-of-plane bending rigidity of the buffer floor 110 is smaller than the in-plane bending rigidity. With the underframe 230 alone as in the past, once a part of the floor is bent and deformed, it will be bent into a U-shape from there, and the load capacity will be reduced at once and the energy absorption characteristics will also be reduced. Become. In order to prevent such a state, a buffer rib 160 is joined to the lower surface of the buffer floor 110. Thereby, the out-of-plane bending rigidity of the buffer floor 110 can be increased, and stable plastic deformation in the longitudinal direction of the vehicle body can be realized.
[0040]
The longitudinal cross-sectional area of the front end of the buffer rib 160 is smaller than the cross-sectional area of the rear end. Such a cushioning rib 160, similar to the cushioning floor 110, secures the safety of the driver and the passenger by plastically deforming from the vehicle end farthest from the cab and the passenger cabin.
[0041]
As the deformation in the longitudinal direction of the vehicle body progresses, the transverse bones 125, 126, and 127 need to be greatly deformed in the longitudinal direction of the vehicle body. The cross-sections of the horizontal bones 125, 126, 127 are U-shaped, and the opening is on the vehicle interior side. At this time, a notch is provided at the central portion in the longitudinal direction of the transverse bones 125, 126, 127 so that the driver does not suffer harm by the deformed member jumping into the cab. Therefore, the horizontal bones 125, 126, and 127 can be deformed to the outside of the vehicle, and have a structure that ensures the safety of the driver.
[0042]
By passing through the plastic deformation mode as described above, even if any obstacle collides with the vehicle above the height of the underframe 230, the buffer floor 110 and the buffer rib 160 are plastically deformed in a bellows shape. It absorbs shock energy efficiently and ensures the safety of drivers and passengers. In addition, the length of the buffer floor 110 and the buffer rib 160 is reduced to about 1/3 by the above-mentioned collision mode. At this time, the layout of the equipment and the size of the equipment are taken into consideration so that the cab equipment above the buffer floor 110 does not harm the driver when deformed. Alternatively, a structure may be employed in which the driver's seat 250 slides rearward in synchronization with the deformation of the buffer floor 110.
[0043]
FIG. 10 shows a load-deformation diagram when the same vehicle collides head-on. In this case, first, an impact load is applied to the coupler 260. The coupler 260 can alleviate the impact force by its own elastic deformation and plastic deformation, but it is known that the coupler 260 is detached from the vehicle by a shear bolt or a shear pin when a certain impact load is reached. ing. Thereafter, the impact load is applied to the riding prevention device 150 located at the forefront of the vehicle.
[0044]
The anti-ride device 150 has a structure in which even if an impact load is applied via the anti-climber 151, the load is not plastically deformed if the compression load is equal to or less than a certain value. This is because it depends on the strength of the box-shaped shock absorber 155 constituting the riding prevention device 150. By changing the vertical cross-sectional area of the box-shaped shock absorber 155, it is possible to control the impact load serving as the elastic limit. As a method of operating the vertical cross-sectional area of the box-shaped shock absorber 155, it is possible to select the type of the hollow members 156 and 157 or to provide a cutout in the hollow members 156 and 157 themselves. .
[0045]
The cross section of the box-shaped shock absorber 155 is a B-shaped cross section in which the hollow members 156 and 157 themselves are assumed to be plate materials. In general, it is known that a hollow profile obtained by extruding an aluminum alloy into a square shape or a day shape can be used as an impact energy absorbing material. Since these absorbing materials have a relatively small amount of energy absorption, even if a plurality of these absorbing materials are used, the amount of energy absorption per unit area occupied by the member is limited.
[0046]
Since the box-shaped shock absorber 155 has a plurality of closed elements on all surfaces constituting four sides, the amount of energy absorption per unit area can be increased. Further, since the box-shaped shock absorber 155 has an extremely large bending rigidity in the vertical direction and the width direction of the vehicle body as compared with a single shaped material, the box-shaped shock absorber 155 has a bellows shape that is continuous in the longitudinal direction of the vehicle body without being deformed as a whole. Plastic buckling can be realized.
[0047]
For the above-described reason, the box-shaped shock absorber 155 undergoes elastic deformation and plastically deforms when it reaches a certain impact load. The plurality of box-shaped shock absorbers 155 arranged in series in the longitudinal direction of the vehicle body are very similar to a state in which springs having the same load-deformation characteristics are connected in series, and the combined load-deformation characteristics can be easily estimated.
[0048]
At a stage where the deformation of the box-shaped shock absorber 155 has progressed to some extent and the front surface of the anti-climber 151 is located at the same position in the longitudinal direction as the front surface of the cab 100, an impact load starts to be applied to the shock-absorbing floor 110 and the shock-absorbing rib 160. Since the box-shaped shock absorber 155 has already been plastically deformed to some extent, the peak of the load bearing capacity has ended. Therefore, the load-bearing peak of the box-shaped shock absorber 155 deviates from the load-bearing peak of the buffer floor 110, and the combined load-bearing peak does not lead to an extreme increase. Therefore, even at the time of a head-on collision, it is possible to suppress the impact acceleration applied to the driver and the passenger.
[0049]
The preceding plastic deformation mode corresponds to the above-described deformation mode in which the obstacle collides above the height of the underframe plus the deformation mode of the box-shaped shock absorber. That is, the load-deformation characteristic diagram at this time is obtained by combining the two energy absorption characteristics. Actually, it is considered that the impact load point applied to the buffer floor 110 and the buffer rib 160 is closer to the height of the buffer floor 110, so that the amount of energy absorbed by the buffer floor 110 and the buffer rib 160 is slightly increased. The ratio between the amount of energy absorbed by the plastic deformation of only the cab 100 excluding the above-described climbing prevention device 150 and the amount of energy absorbed by the climbing prevention device 150 is approximately 6 to 4.
[0050]
Through the above-described plastic deformation mode, even when the same vehicle collides head-on, the box-shaped shock absorber 155, the shock-absorbing floor 110, and the shock-absorbing rib 160 are plastically deformed in a bellows-like manner, so that a larger deformation can be obtained. The shock energy can be absorbed, the space in the driver's cab and the living room can be sufficiently secured, and the safety of the driver and the passenger can be secured.
[0051]
Although the annealing treatment has been described above, a so-called ternary aluminum alloy may be used, and the metal structure may be refined.
[Brief description of the drawings]
FIG. 1 is a side sectional view of a driver's cab of a leading vehicle, which is a sectional view taken along line II of FIG.
FIG. 2 is a front view of a driver's cab of a leading vehicle.
FIG. 3 is a sectional view taken along the line III-III of FIG. 2;
FIG. 4 is a sectional view taken along line IV-IV of FIG. 3;
FIG. 5 is a sectional view taken along line VV of FIG. 3;
FIG. 6 is a sectional view taken along the line VI-VI in FIG. 3;
FIG. 7 is an explanatory diagram of impact energy of a material.
FIG. 8 is a stress-strain diagram of a material.
FIG. 9 is a load-deformation diagram when the vehicle collides with a cab.
FIG. 10 is a load-deformation diagram when a frontal collision occurs.
[Explanation of symbols]
100: driver's cab, 110, cushion floor, 150: anti-ride device, 120: collision column, 125, 126, 127: horizontal bone, 150: driver's seat, 200: body, 160: cushion rib, 161: hollow member , 210: roof structure, 220: side structure, 230: underframe, 260: coupler, 270: center beam

Claims (8)

In a rail car equipped with a cab,
The member constituting the floor of the cab of the cab is a buffer floor,
The buffer bed comprises a plurality of extruded profiles having a plurality of hollow portions,
The hollow profile is arranged with its extrusion direction facing the longitudinal direction of the vehicle body,
The buffer floor is disposed above the underframe height of the vehicle,
A railway vehicle characterized by the above. The vehicle according to claim 1,
The buffer floor is disposed ahead of the driver's seat of the cab,
A cab device is mounted above the buffer floor,
A railway vehicle characterized by the above. The vehicle according to claim 1,
The vertical cross-sectional area of the front end of the buffer floor is smaller than the vertical cross-sectional area of the rear end of the buffer floor,
A railway vehicle characterized by the above. The vehicle according to claim 1,
A plurality of buffer ribs are provided on the lower surface of the buffer floor,
A railway vehicle characterized by the above. The vehicle according to claim 4,
The buffer rib comprises a plurality of extruded profiles having a plurality of hollow portions,
The hollow profile is oriented with its extrusion direction in the longitudinal direction of the vehicle body,
The hollow profile is joined in a direction perpendicular to the buffer floor,
A railway vehicle characterized by the above. The vehicle according to claim 5,
The longitudinal cross-sectional area of the front end of the buffer rib is smaller than the vertical cross-sectional area of the rear end of the buffer rib,
A railway vehicle characterized by the above. The vehicle according to claim 1,
An anti-ride device arranged below the buffer floor and at both lower ends with respect to the width direction of the vehicle body is a buffer device,
The shock absorber comprises a plurality of extruded profiles having a plurality of hollows,
The hollow profile is arranged with its extrusion direction facing the longitudinal direction of the vehicle body,
A railway vehicle characterized by the above. The vehicle according to claim 7,
The buffer device is connected to the buffer floor by a plurality of connecting plates,
A railway vehicle characterized by the above.

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