JP2007326550A - Collision energy absorbing device and railway vehicle equipped with the same - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a railway vehicle having a collision energy absorbing device capable of avoiding simultaneous deformation start of the collision energy absorbing device in the event of collision to reduce the collapse peak load and of reducing loads on a vehicle body, passengers and so on in the case of application to a transportation apparatus such as a railway vehicle in particular. <P>SOLUTION: In the collision energy absorbing device, a plurality of energy absorbing members 11, 12 absorbing collision energy by collapsing in the event of collision are mounted in a predetermined region in the longitudinal direction of the main body of the traveling vehicle while being spaced apart in the width direction of the vehicle body. Tip positions of the energy absorbing members 11, 12 in the collision direction are shifted to a plurality of positions (jutted out by ΔL). In this collision energy absorbing device, if collision should occur, the energy absorbing members 11 etc. are brought into collision with time differences to shift the energy absorbing member collapse times. Therefore, time differences arise between the occurrences of collapse initial peak loads in the energy absorbing members 11, 12 and the peak load can be reduced as a whole. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  In particular, the present invention relates to a collision energy absorbing device that is applied to a rail vehicle such as a railway vehicle or a monorail vehicle, and is provided to alleviate an impact received during a collision of an obstacle or the like, and a rail vehicle including the same.

  A rail vehicle represented by a rail vehicle may collide with an unexpected object during operation. For example, in the past, railroad vehicles are examples of collisions. Objects that collide unexpectedly range from large vehicles such as road vehicles, trees and railroad vehicles to small objects such as stones, snow blocks, and oncoming vehicles. There are various types.

  Here, consider a case where a railway vehicle collides with a large object. When it collides with a large object, a large impact is applied to the railway vehicle due to the collision with the object. In order to protect passengers / passengers who are on the railway vehicle from this impact, there is a concept of absorbing collision energy by actively deforming a part of the structure of the railway vehicle. That is, a space (hereinafter referred to as a “survival zone”) that aims to prevent the structure of the railway vehicle from collapsing when an occupant / passenger is on the structure of the railway vehicle and collides with the object, This is a concept of providing a space (hereinafter referred to as a “crushable zone”) in which the structure of the railway vehicle is actively deformed to absorb the energy of the collision at the time of the collision.

  Next, consider a case where a railway vehicle collides with a small object. That is, this may be the case when stones, snow blocks, parts of oncoming vehicles, etc., rolled up by the oncoming train by the traveling wind collide with the front of the front part. When the vehicle collides with such a small flying object, the vehicle has an overwhelmingly larger mass than the flying object, so that a large impact does not act on the vehicle body. However, there is a possibility that flying objects may penetrate the vehicle body structure and damage the driver and passengers on board. Therefore, with respect to collisions with small flying objects, a structure that prevents the entry of flying objects by arranging a strong structure on the vehicle end side of the space in which the driver is boarding instead of absorbing energy as described above. Is used. For the purpose of protecting the life of the driver on board, a defense plate that is arranged so that flying objects do not enter the driver's cabin is called a flying object defense plate.

  The body of a railway vehicle is composed of a frame, two side structures, a roof structure, and two wife structures. Middle beams and side beams are attached to the underframe, and it has a strong rigidity. Wiring and piping are attached to the lower part of the underframe. In a rail vehicle, in particular, a trained train vehicle, a plurality of vehicles are connected. Therefore, in the case of a collision, it is necessary to consider the collision between the vehicle body and the vehicle body in the trained vehicle. The railcar frame is made of solid. For this reason, when the vehicle bodies in the trained vehicle collide with each other due to the collision of the vehicle located at the head or tail of the trained vehicle (hereinafter referred to as “head vehicle” including both cases), the frames collide with each other. . Even if the underframes collide with each other, the underframes are so strong that they are not crushed and the impact cannot be mitigated.

  In view of this, a railway vehicle including a collision energy absorbing device has been proposed not only for the leading vehicle but also between vehicles connected to the formation vehicle. The collision energy absorbing device is a device that absorbs the collision energy by causing buckling to reduce the influence of the collision on the passenger. There has been proposed a structure of a railway vehicle that provides the leading vehicle with the collision energy absorbing device at the leading portion and absorbs impact energy generated at the time of collision by deformation (Patent Document 1). This collision energy absorbing device (relaxation device) is composed of an element having a triangle in a plane perpendicular to the acting direction of impact force, a honeycomb panel, and the like. The relaxation devices are arranged in parallel to the direction in which the impact force is applied and in a plurality along the direction in which the impact force is applied.

The present applicant has proposed a rail vehicle having an impact mitigation mechanism that absorbs an impact at the time of collision by buckling deformation (Patent Document 2). The impact mitigation mechanism has a square cylindrical cross-sectional shape in which two parallel plate members are connected by a truss, and is formed of a so-called double skin hollow shape, and has a predetermined length dimension in the axial direction. have.
Furthermore, it is proposed that at least the frame of the rail vehicle is made of a material softer than the material of the member on the center side in the longitudinal direction of the frame as the material of the members constituting both ends in the longitudinal direction of the vehicle body. . In this rail vehicle, the impact of the impact on passengers and passengers is reduced and mitigated as much as possible in the event of a sudden vehicle collision without changing the shape of the vehicle body, thereby improving safety. .

  Further, the present applicant has noticed that the rigidity of the corner portion of the shock absorbing structure having a square cylindrical shape is too high as compared with other portions. And it improved in the structure which does not provide a truss in the vicinity of a ridgeline in the square cylindrical corner | angular part of the said shock absorption structure. It has been proposed to improve the shock absorption characteristics by reducing the peak load at the time of collision by lowering the rigidity of the corners of the shock absorbing structure than other parts (Patent Document 3).

  Further, the present applicant has proposed an impact absorbing structure having the above-described rectangular cylindrical shape in which four plate members are joined by welding or the like (Patent Document 4). The shock absorbing structure has a structure in which a plurality of reinforcing plate members are welded to each other in a space in the longitudinal direction in a space inside a rectangular cylinder. The shock absorbing structure absorbs an impact by buckling. When the square cylindrical shock absorbing structure buckles and absorbs the shock, the reinforcing plate prevents buckling accompanied by excessive deformation and improves energy absorption characteristics.

  Furthermore, the present applicant has proposed a shock absorbing structure having a square cylindrical cross section by joining four aluminum alloy hollow shapes at the corners by welding or the like using the same additive. (Patent Document 5). In each hollow shape member, the outer plate and the inner plate are joined by a truss. Since the hollow shape member and the welded portion are formed of the same aluminum alloy material, the impact absorbing characteristics are improved by uniformly compressing and deforming each portion during impact.

Furthermore, the present applicant has joined the members along the longitudinal direction of the vehicle body by friction stir welding at least in the frame, so that the metal structure of the friction stir processing portion becomes fine and the energy absorption value is high. Therefore, it is intended to improve the shock absorption at the welded portion, which is considered to be weak against collision energy (Patent Document 6).
JP-A-7-186951 Japanese Patent No. 3725043 JP 2005-75255 A JP 2005-75256 A JP 2005-75293 A Japanese Patent No. 3725057

  In the collision energy absorbing device and the rail vehicle including the same, the product of deformation (strain) and force (stress) caused by the collision of the collision energy absorbing device corresponds to the absorbed energy (work). When all the collision energy absorbing devices start to be deformed at the same time during a collision, the resulting impact force increases and the crushing peak load increases. A large crushing peak load is unfavorable because it has a large impact on passengers and crew members, particularly when applied to rail vehicles. Therefore, there is a problem to be solved in terms of reducing the crushing peak load by slightly shifting the respective deformation start times at the time of collision of the plurality of energy absorbers constituting the collision energy absorbing device.

  An object of the present invention is to provide a rail vehicle that can avoid the simultaneous start of crushing of the collision energy absorbing device at the time of a collision, reduce the crushing peak load, and reduce the impact strength. is there. In particular, an object of the present invention is to provide a collision energy absorbing device capable of reducing the burden on the vehicle body and passengers when applied to transportation equipment such as a rail vehicle, and a rail vehicle including the same. It is.

  In order to solve the above problems, a collision energy absorbing device that absorbs collision energy by collapsing during a collision according to the present invention includes a plurality of energy absorbers arranged in parallel, and the longitudinal length of each of the energy absorbers It is characterized in that the direction front end portions are distributed and arranged at a plurality of positions in the longitudinal direction. Moreover, the rail vehicle provided with the collision energy absorbing device having the energy absorber that absorbs the collision energy by crushing at the time of the collision is arranged side by side in the direction in which the collision energy absorbing device intersects the longitudinal direction of the rail vehicle. Each energy absorber is arranged with its crushing direction aligned with the longitudinal direction of the rail vehicle, and the crushing direction front ends of the plurality of energy absorbers are the rails. It is characterized by being placed in dispersed positions in the longitudinal direction of the vehicle.

  According to the collision energy absorbing device and the rail vehicle equipped with the collision energy absorbing device, the tip positions in the crushing direction of the plurality of energy absorbers arranged side by side with respect to the direction intersecting the longitudinal direction of the rail vehicle are a plurality of positions. Therefore, at the time of a collision, the energy absorber collides with a time difference from the tip portion, and the crushing start time of the energy absorber deviates. Therefore, a time difference occurs in the generation of the crushing initial peak load of each energy absorber, and the peak load as the entire collision energy absorbing device can be reduced.

  Since the present invention is configured as described above, at the time of a collision, the crushing start times of the plurality of energy absorbers constituting the collision energy absorbing device are not all at once, and the crushing start occurs with a time difference. . Therefore, the crushing peak load of the entire collision energy absorbing device is reduced, and the impact strength can be reduced. In particular, when applied to a rail vehicle such as a railway vehicle, the burden on the vehicle body and passengers can be reduced.

  1 to 7 show, as a first embodiment, an example of a collision energy absorbing device according to the present invention and an intermediate vehicle as a rail vehicle to which the collision energy absorbing device is applied. For the intermediate vehicle, the end structure to which the collision energy absorbing device is attached is shown.

  The collision energy absorbing device according to the present invention can be applied not only to the leading vehicle of a railway vehicle, but also to the end portions of the intermediate train vehicle. The organized vehicle is composed of front and rear leading vehicles and a required number of intermediate vehicles. For example, when the leading vehicle (including the tail vehicle) collides with an obstacle or another vehicle, not only between the leading vehicle and the adjacent intermediate vehicle, but also between the ends of the adjacent intermediate vehicles Collisions occur one after another. By applying the collision energy absorbing device to the end of the leading vehicle and each end of the intermediate vehicle, the impact at that time of the train formation can occur, or it can occur secondary between the intermediate vehicles The collision can be absorbed by the collision energy absorbing device.

  The embodiment shown in FIGS. 1 to 3 shows a collision energy absorbing device 1 applied to a vehicle end structure 3a close to an intermediate vehicle of a leading vehicle and a vehicle end structure 3b of intermediate vehicles. . The vehicle end structure (particularly 3b) may be provided with a driver's seat 3d in a space 3c provided on both sides of the through-passage 3g for transferring between the vehicle bodies in terms of knitting. In order to form a space 3c for the driver, a frame 3f is arranged around the space 3c, and a flying object shielding plate 3e (in order to protect the crew from flying objects such as pebbles on the front surface. (Hatched part) is arranged. The shielding plate 3e is configured by connecting the left and right main plate portions at the lower side portion, and holes 3i, 3i, 3j, 3j through which the energy absorbers 11, 11, 12, 12 pass are formed in the lower side portion. . The vehicle end structures 3a and 3b have substantially the same function as the wife structure. The vehicle end portion structures 3a and 3b are attached to the end portion of the vehicle body by appropriate fixing means such as welding. When the vehicle end structure 3a is viewed from the vehicle inner side, the floor surface 3h is substantially flat and continuous with the floor surface 4b on the underframe 4.

  In this example, the collision energy absorbing device 1 includes large energy absorbers 11 and 11 attached to the end plate 4a of the underframe 4 of the vehicle body one by one on the outer side in the vehicle body width direction, and closer to the center in the vehicle body width direction. Are provided with small-sized energy absorbers 12 and 12 which are attached one by one in the vehicle body width direction. The energy absorbers 11 and 12 are arranged in such a manner that the longitudinal direction thereof extends along the longitudinal direction of the vehicle body. The front ends of the energy absorbers 11 and 12 are disposed on the most end side in the longitudinal direction of the entire vehicle body. The base end side of each energy absorber 11, 12 indicates a position closer to the center in the longitudinal direction of the vehicle body. Furthermore, the energy absorber 11 and the energy absorber 12 are arranged side by side in a direction intersecting the longitudinal direction of the vehicle body. That is, the energy absorber 11 and the energy absorber 12 are arranged substantially parallel to each other in the vehicle body width direction. Specifically, each of the energy absorbers 11 and 12 is disposed at a position that is symmetrical with respect to the vehicle body width direction with the center of each absorber aligned with the same height position between the vehicle bodies. Each of the energy absorbers 11 and 12 is covered at the distal end side with end plates 11a and 12a, and the end plates 11b and 12b provided on the base end side of the energy absorbers 11 and 12 are attached to the base frame 4 by fixing tools 13 such as bolts and nuts. It is attached to the vehicle body (underframe 4) by being fixed to the end plate 4a. The fixing tool 13 may be another type of fastening means, or may be performed by welding. The energy absorbers 11 and 12 are shown as large and small. However, the energy absorbers 11 and 12 are not limited to this, and may be of the same type. Alternatively, the large and small energy absorbers may be arranged oppositely in the vehicle width direction. Obviously, many more different types may be combined.

  In the embodiment shown in FIG. 3, the large energy absorber 11 has larger dimensions in diameter and length than the small energy absorber 12. When the small energy absorber 12 is attached to the end plate 4a of the underframe 4, the tip of the energy absorber 12 occupies substantially the same position as the end of the vehicle body (the end surface of the flying object shielding plate 3e). It has a length. On the other hand, the large energy absorber 11 is longer than the small energy absorber 12 by a length ΔL. These energy absorbers 11 and 12 are attached to the end plate 4a of the underframe 4 so as to overlap each other in FIG. 2, and are arranged side by side in FIG. The large energy absorber 11 protrudes slightly (for example, about 100 mm) from the end of the vehicle body. Even if a large impact force is applied to the underframe 4 due to the collision, the underframe 4 is strong as described above and can withstand the load. Thus, the crushing direction front ends of the plurality of energy absorbers do not have to have different positions at all of the front end portions, but are placed at positions dispersed in the longitudinal direction of the rail vehicle.

  Therefore, when the collision energy absorbing devices 1 and 1 are provided facing each of the vehicle end structure 3a and 3b of the adjacent vehicle at the time of collision, the impact energy is absorbed. The devices 1 and 1 are activated. Due to the displacement (ΔL) of the respective tip positions of the energy absorbers 11 and 12 installed in each vehicle body, the large energy absorbers 11 and 11 collide first and start to collapse between adjacent vehicles. Thereafter, the small energy absorbers 12 and 12 collide with each other with a slight time difference, and crushing starts with a delay. The crushing of the energy absorbers 11 and 12 will be described. For example, a specific example of the collapse of the energy absorber 11 shown in FIG. 3 is shown in FIG. The position of the vehicle at the time of the collision is not exactly the same depending on whether the rail is linear or curved, but if adjacent vehicles collide, it will collide in a direction substantially along the longitudinal direction of the vehicle You can think about it. In such a case, the energy absorbers 11 and 12 are broken in such a manner that the cylindrical bodies constituting the absorbers 11 and 12 repeat minute buckling in the axial direction and are almost straightened while maintaining the axis. . The form after crushing is, for example, a form of a contracted bellows structure. That is, the energy absorbers 11 and 12 are bent in two in the length direction and buckled in a dogleg shape, that is, deformed to exhibit a bellows structure instead of a whole buckling. The collision energy can be absorbed sufficiently.

  Since the peak load is dispersed by a slight shift in the start time of the collapse of both types of energy absorbers 11 and 12, the collapse peak load of the collision energy absorbers 1 and 1 is reduced, and the burden on the vehicle body, passengers, etc. Can be reduced. The state of dispersion of the peak load is shown as a graph in FIG. 13 as an example. As shown in FIG. 13, in the conventional arrangement of energy absorbers, even if there are a plurality of energy absorbers, the tips are aligned and the crushing starts at the same time. A high peak load is generated (see graph b). On the other hand, as in the present embodiment, the peak load is generated at the time when the peak load is generated due to the shift in the crush start time according to the difference ΔL in the position of the tip due to the difference in length between the energy absorbers 11 and 12. Deviation occurs. As a result, after the load due to the energy absorber 11 that has been operated first peaks, the load decreases once, and then the load due to the energy absorber 12 that operates later peaks. Compared with the case where both the energy absorbers 11 and 12 operate at a time, in the present embodiment, the height of the peak load as a whole can be suppressed (see graph a).

  In the illustrated example, the energy absorbers 11 and 12 have different cross-sectional sizes, but the internal structures are similar to each other. With reference to FIG. 11, the energy absorber 11 (12) which comprises one kind of collision energy absorber 1 is demonstrated. Each energy absorber 11 (12) has a hollow structure 70 having an octagonal cross section, and is made of, for example, an extruded shape of an aluminum alloy. That is, the cross section connects the octagonal outer wall portion 71, the octagonal inner wall portion 72 that is similar to the outer wall portion 71, and the apex portions of the octagonal wall portions of both wall portions 71, 72. And a plurality of radial direction wall portions 73. An internal space having an octagonal cross section is formed in the inner wall portion 72, and a trapezoidal inner space having a trapezoidal cross section partitioned by the radial wall portion 73 is annularly formed between the outer wall portion 71 and the inner wall portion 72. It is formed side by side. The octagonal internal space of each energy absorber 11 (12) is a space 14 (15), which is a housing space into which the buckling prevention member 16 (17) can be inserted. In the example shown in FIG. 11, the energy absorber 11 (12) has a hollow structure 70 with an octagonal cross section. However, the cross sectional shape is not limited to this, and an appropriate hollow cross sectional shape such as a square cylinder or a cylinder is used. The inner and outer cylinder walls can be connected by a plurality of ribs, for example, like a truss structure. The outer diameter D1 of the energy absorber 11 (12) is 180 to 210 mm, and the inner diameter D2 of the inner wall 72 is about 120 mm.

  As shown in FIG. 3, buckling prevention materials 16 and 17 are inserted into the octagonal inner spaces 14 and 15 of the energy absorbers 11 and 12, respectively. (Here, the buckling prevention material is a member that prevents the overall buckling of the energy absorber and is used to mean the whole buckling prevention material. The buckling prevention materials 16 and 17 regulate the deformation of the energy absorbers 11 and 12 so as to be a deformation that collapses in an accordion shape in the axial direction. That is, by inserting the buckling prevention materials 16 and 17 into the energy absorbers 11 and 12, when the energy absorbers 11 and 12 start to deform, the deformation is such that the middle portion is largely broken, that is, the whole The buckling is prevented and the function as an energy absorber is prevented from being impaired early.

  The buckling preventing materials 16 and 17 can be aluminum alloy cylinders, and the lengths thereof can be selected as appropriate. Instead of aluminum alloy, it can be made of a material such as fiber reinforced plastic (FRP). In other words, the buckling prevention materials 16 and 17 have a bending rigidity that is somewhat higher than that of the energy absorbers 11 and 12, but may not be as high as that of a metal product such as iron. Any bending stiffness that can be regulated so as to collapse into a bellows shape when it collapses. Further, the buckling prevention members 16 and 17 may be solid or cylindrical bodies having a hollow inside as long as necessary rigidity is obtained. Further, the length of the buckling prevention material 16 provided in the energy absorber 11 shown in FIG. 3 is the length of the buckling prevention material 17 provided in the energy absorber 12 (longer than the length of the energy absorber 12). However, the length is not limited to this, and the length can be appropriately selected. It will become clear from the following description.

  In the energy absorber 11 shown in FIG. 3, the buckling prevention member 16 is disposed at an intermediate position in the length direction. When the length of the energy absorber 11 is increased, the joint plates 14a and 14b can be added by means of fillet welding or the like (the energy absorber 11 is divided into a large number by the joint plates 14a and 14b). . The buckling prevention material 16 provided in the energy absorber 11 is fixed to either the end plate 14a or the base plate 14b, and is connected to the other of the joint plates 14a, 14b. A hole 14c is formed so that the buckling prevention member 16 can pass therethrough. The buckling prevention material 16 is disposed with an appropriate gap between the inner wall portion 72 and the hole 14c, and when the energy absorber 11 is compressed, the buckling prevention material 16 is the energy absorber 11. To the axial direction, the energy absorber 11 is deformed into a bellows shape. In addition, the gap between the buckling prevention member 16 and the inner wall portion 72 ensures an interval that does not hinder the inner wall portion 72 from deforming inwardly in a bellows shape. That is, as shown in FIG. 11, a gap of about 15 mm is formed between the buckling prevention member 16 (17) and the inner wall portion 72 as shown by the dimension D3, and there is a margin of 30 mm on both sides. Is provided. The end of the buckling prevention member 16 on the joint plate 14b side may be inserted into the hole 14c of the joint plate 14b. In this way, if the end portion of the buckling prevention member 16 is inserted into the hole 14c of the joint plate 14b, the hole 14c serves as a guide for the buckling prevention member 16, so that the buckling prevention member 16 can smoothly move to the vehicle body. It can move in the longitudinal direction. In such a structure, as shown in FIG. 12, when the energy absorber 11 is subjected to an impact due to a collision, the energy absorber 11 starts buckling deformation. And even if it is going to deform | transform into the shape of a U-shape and to buckle the whole at the center part of the longitudinal direction of the energy absorber 11, the buckling prevention material 16 prevents the deformation | transformation, and the energy absorber 11 whole is bellows-like. Can be transformed into

  In FIG. 3, one buckling prevention member 17 is inserted into a space 15 inside the energy absorber 12, and is fixed to the end plate 12a by welding. The rear end of the buckling prevention member 17 is disposed through a hole 4c provided in the end plate 4a of the underframe. As a result, when the energy absorber 12 is subjected to an impact and undergoes buckling deformation, the buckling prevention member 17 moves in the axial direction with respect to the energy absorber 12 to prevent the energy absorber 12 from being buckled as a whole. , Causing the bellows to collapse.

  The hole 4c of the end plate 4a of the frame frame serves as a guide for the buckling prevention member 17 like the hole 14c of the joint plate 14b, and the bellows-like deformation of the energy absorber 12 can be performed smoothly. In addition, it is desirable that the gap between the inner wall portion 72 of the energy absorber 12 and the buckling prevention member 17 secure an interval that allows the bellows-like deformation of the inner wall portion 72. As described above, the buckling prevention member 17 itself hardly contributes to energy absorption, but has a function of deforming the energy absorber 12 into a bellows shape.

  Various modifications relating to the combination of the buckling prevention member and the joint plate are shown in FIGS. That is, FIG. 4 shows a case where the length of the energy absorber 22 is shorter than that of the energy absorber 21. Each of the energy absorbers 21 and 22 is a modification of the energy absorbers 11 and 12 shown in FIG. 3, and each buckling prevention material is divided into two front and rear buckling prevention materials 26a, 26b, 27a, and 27b. ing. Each of the energy absorbers 21 and 22 is configured as an integral body by pressing the absorber portions 21a, 21b, 22a, and 22b before and after the energy absorbers 21 and 22 against the joint plates 18 and 19 and welding or the like. The other configuration is the same as that of the energy absorber 11 shown in FIG. The buckling prevention members 26a and 26b (27a and 27b) are arranged at the outer ends in the longitudinal direction, that is, the buckling prevention member 26a (27a) is attached to the end plate 11a (12a) on the distal end side of the energy absorber 21 (22). And the buckling prevention material 26b (27b) is being fixed to the end plate 11b (12b) of the base end side of the energy absorber 21 (22) by welding. The ends of the buckling prevention members 26a and 26b (27b) on the joint plate 18 (19) side are in a free state with respect to the energy absorber 21 (22). By doing in this way, the attachment position with respect to each absorber part 21a, 21b (22a, 22b) does not change buckling prevention material 26a, 26b (27a, 27b), and it contributes almost to energy absorption by a deformation | transformation. However, the entire energy absorber 21 (22) is prevented from buckling to allow energy absorption by the collapse of the energy absorber 21 (22). That is, at the time of a collision, the impact applied to the energy absorber 21 does not always coincide with the axial direction of the energy absorber. When the impact direction is deviated from the axial direction of the energy absorber, a component force in a direction perpendicular to the axial direction acts. In this state, the energy absorber 21 may cause a deformation that bends at a joint portion between the end plate 11a and the end plate 11b. Therefore, buckling prevention materials 26a and 26b are installed on the end plate 11a and the end plate 11b to prevent the bending deformation and to smoothly deform the energy absorber 21 in a bellows shape.

  FIG. 5 shows energy absorbers 31 and 32 provided with additional joint plates. In the energy absorbers 31 and 32, joint plates 38a, 38b, 38c, 39a, 39b, and 39c are provided at positions of 25%, 50%, and 75%, respectively, which divide the entire length into four equal parts. Specifically, each of the energy absorbers 31 and 32 is divided into four parts, and each of the divided energy absorber parts 31a to 31d and 32a to 32d abuts the joint plates 38a to 38c and 39a to 39c so that the entire circumference is outward. It is fixed by fillet welding from. The joint plate including the additional one is made of an aluminum alloy having a thickness of about 10 mm. Note that the positions of the joint plates 38a to 38c of the energy absorber 31 are set so that the absorber 32 is retracted relative to the positions of the joint plates 39a to 39c of the adjacent energy absorber 32. That is, the length of each of the absorber portions 32a to 32d is shorter than the length of each of the absorber portions 31a to 31d by ΔL / 4. It is not necessary to provide the joint plate at a position where it is equally divided. If the split positions of the energy absorbers 31 and 32 are deviated, they may be placed at an appropriate division position. Each of the absorber portions 31a to 31d has a structure in which the length in the longitudinal direction of the vehicle body is substantially equal to the dimension in the width direction, so that each absorber itself is not easily bent and deformed. Therefore, the energy absorber 31 is unlikely to buckle as a whole, and can smoothly perform bellows-like deformation and absorb sufficient energy.

  Thereby, since the positions of the joint plates 39a to 39c are retracted from the positions of the joint plates 38a to 38c, the maximum load can be shifted as compared with the case where they are matched.

  Ideally, the positions may be shifted in order to sequentially crush 31a → 31b → 31c → 31d.

  FIG. 6 is a diagram showing another example of the energy absorber, and shows energy absorbers 41 and 42 using buckling prevention materials 46a, 46b, 47a, 47b and joint plates 48, 49. In the example shown in FIG. 6, the joint plates 48 and 49 are respectively provided at 50% positions that bisect the entire length. Specifically, each of the energy absorbers 41 and 42 is divided into two parts in the longitudinal direction, and each of the divided absorber parts 41a, 41b, 42a, and 42b abuts the joint plates 48 and 49 and corners the entire circumference. It is fixed by meat welding. The joint plates 48 and 49 are made of an aluminum alloy having a thickness of about 10 mm. In this example as well, the arrangement positions of the joint plates 48 and 49 do not need to be provided at the positions that are accurately divided into two, may be substantially divided into two, and need not be particular about the positions.

  FIG. 7 is a diagram illustrating an example of a combination of buckling prevention materials 46a and 46b and a joint plate 48 used in the energy absorber. FIG. 7B is a right side view of FIG. In the energy absorbers 41 and 42 shown in FIG. 6, front and rear absorber portions 41 a and 41 b and 42 a and 42 b abut against the joint plates 48 and 49, respectively, and fillet welds 45 are applied to the entire circumference from the outside. As shown in FIG. 7, buckling prevention members 46a and 46b (47a and 47b) are fixed to the joint plate 48 (49) by fillet welds 45 from the outside at intermediate positions. Thus, by handling the buckling prevention members 46a, 46b, 47a, 47 and the joint plates 48, 49 as a unit, handling such as storage, transportation, and assembly is simplified. The buckling prevention materials 46a, 46b, 47a, 47 are shown as cylindrical as a whole, and the joint plates 48, 49 are shown as octagonal plates. However, the invention is not limited to this, and the buckling prevention materials 46a, 46b, 47a, 47, 47 may be circular or cylindrical in cross section, square or square cylinder, and the joint plates 48 and 49 may also be in the shape of a disk, square plate or the like.

  Next, as a second embodiment, a collision energy absorbing device according to the present invention and a leading vehicle as a rail vehicle to which the same is applied will be described with reference to FIGS.

  The leading portion 2 of the leading vehicle has a curved surface convex forward. Collision energy absorption devices are arranged at the rear end of the leading vehicle and the leading end of the intermediate vehicle, respectively, and the leading portion 2 absorbs a part of the collision energy generated when the vehicle collides with an obstacle or the like. A device 50 is arranged. A coupler 10 is provided at the foremost portion of the leading portion 2 of the leading vehicle.

  As shown in FIGS. 8 to 10, the collision energy absorbing device 50 (50 a) is attached to the leading vehicle as a predetermined region in the longitudinal direction of the vehicle body, spaced apart in the width direction of the vehicle body. ing. Specifically, collision energy absorbing devices 50a and 50b having the same structure are symmetrically arranged on both the left and right sides in the width direction of the vehicle body. In the illustrated example, only one side is shown, and the other is not shown. The collision energy absorbing devices 50a and 50b on each side are configured in two upper and lower stages. In each of the upper and lower stages, a first energy absorber 51 and a second energy absorber 52 that absorb collision energy by being crushed at the tip side at the time of collision are arranged. As in the case of the first embodiment, the first energy absorber 51 and the second energy absorber 52 are cylindrical structures having a hollow structure with an octagonal cross section as shown in FIG. The cylinder axis is arranged in a direction parallel to the longitudinal direction of the vehicle body (the front-rear direction and the traveling direction). Accordingly, the collision energy absorbing devices 50a and 50b on both sides are provided with a total of four first energy absorbers 51 and second energy absorbers 52 as a whole toward the vehicle body front end side.

  The first energy absorber 51 and the second energy absorber 52 that are configured in two upper and lower stages are attached to a common support plate 58 at one end side in the crushing direction, that is, at the end from the center in the longitudinal direction of the vehicle body. ing. Both energy absorbers 51 and 52 are connected to one common third energy absorber 53 at the rear end of the support plate 58 (end near the center in the longitudinal direction of the vehicle body). The third energy absorber 53 is connected to the underframe 4 via the structural frame 54 of the vehicle body at the rear portion (the end near the center in the vehicle body longitudinal direction). As for the 1st-3rd energy absorber 51-53, the cross section is comprised large, so that the absorber arrange | positioned back (center side of a vehicle body longitudinal direction).

  The common support plate 58 is fixed to a guide tube 59 whose peripheral edge has a substantially square tube shape as a whole. The outer peripheral surface 59a of the guide tube 59 is slidably fitted to the inner surface side 60a of the guide tube plate 60 attached to the vehicle body. Therefore, at the time of a collision, first, after the first and second energy absorbers 51 and 52 are deformed and absorb predetermined energy by crushing, the third energy absorber 53 starts to deform and the common support plate 58 is deformed. At the same time, the guide tube 59 moves toward the rear of the vehicle body while being guided by the guide tube plate 60. In addition, when the energy by collision is absorbed completely by the crushing of the 1st and 2nd energy absorber, a 3rd energy absorber does not deform | transform. Since the first energy absorber 51 and the second energy absorber 52 are guided by the inner surface side 60a of the guide tube plate 60, they collide over the entire length without buckling at the intermediate portion (location of the guide tube plate 60). An energy absorbing effect can be exhibited. The guide tube 59 and the guide tube plate 60 constitute a slide guide in the present invention. The guide tube plate 60 is installed at the front end of the frame 4. Behind the guide tube plate 60 is a driver's seat. The front end of the driver seat is covered with a flying object shielding plate 61. It can be said that the guide cylinder plate 60 is a hole opened in the flying object defense plate 61. The first to third energy absorbers 51, 52, and 53 continue to absorb collision energy without buckling in a generally U shape.

  As shown in FIG. 10, the front-end positions of the first energy absorber 51 and the second energy absorber 52 in the collision direction are shifted to a plurality of positions in the same manner as in the case of the collision energy absorber disposed at the end of the vehicle body. ing. That is, the first and second energy absorbers 51 and 52 have slightly different lengths in the collision direction, and when the first energy absorber 51 and 52 are supported by the common support plate 58, the tip position of the first energy absorber 51 is the second. It is located slightly ahead of the tip of the energy absorber 52 by ΔL (for example, about 100 mm). Due to the displacement (ΔL) of the front end position, the first energy absorber 51 starts to be crushed before the second energy absorber 52 when the leading vehicle collides. Since the peak load is dispersed by the slight difference in the start time of the crushing, the crushing peak load of the energy absorbing materials 51 to 52 is reduced, and the burden on the vehicle body and passengers can be reduced. In addition, about the structure of the energy absorbers 51-54, it is clear that you may comprise according to the structure of the energy absorber shown in FIGS.

  Hereinafter, as a third embodiment, a collision absorption energy device according to the present invention and a rail vehicle to which the collision absorption energy device is applied will be described with reference to FIGS. In this embodiment, when the vehicle collides with the obstacle, the vehicle end side beam 110 first collides with the obstacle, and then the energy absorber collides. Thus, first, the vehicle end side beam 110 is crushed to suppress the maximum load generated in the rail vehicle.

  The third embodiment has a structure in which a vehicle end structure 80 is installed at a longitudinal end portion of the rail vehicle as a characteristic structure compared to the first embodiment. In addition, the vehicle end side beams 110 and 110 constituting the vehicle end structure 80 have a structure that is arranged so as to protrude from the energy absorbers 11 and 12. That is, in general, the vehicle body of the rail vehicle is composed of a frame, two side structures, a roof structure, and two wife structures, but the vehicle body of the third embodiment is a vehicle instead of the wife structure. An end structure 80 is installed. The vehicle end structure 80 is detachably installed at both ends of the vehicle body main body 201 in the longitudinal direction of the vehicle body. The vehicle body 201 is composed of a frame, two side structures, and a roof structure, and the whole is configured in a substantially cylindrical shape. The vehicle end structure 80 integrally includes a floor structure 81 that forms a lower portion thereof, a side wall 83 that forms both side portions in the vehicle body width direction, and a ceiling wall 82 that forms an upper portion thereof.

  The vehicle body longitudinal direction length of the vehicle end structure 80 is sufficiently shorter than the length of the vehicle body 201. As shown in FIGS. 14 and 15, the vehicle end structure 80 is a collapsible structure attached to the end 202 of the rail vehicle 200 as an intermediate vehicle, and is compared with the vehicle length of the rail vehicle 200. And a short trunk structure that is sufficiently short. The vehicle end structure 80 has a floor structure in which the cross-sectional shape basically follows the cross-sectional shape (outermost shape) of the vehicle body 201 and is at the same height as the frame upper surface 203 of the vehicle body 201. 81 strength members are installed. Further, the ceiling wall 82 of the vehicle end structure 80 is configured to be at the same height as the ceiling wall 204 of the vehicle body 201. The side wall 83 of the vehicle end structure 80 is configured to coincide with the side structure of the vehicle body main body 201. Note that the side wall 83 has a contour of a downward bulge on the vehicle body side, following the cross-sectional structure of the rail vehicle 200.

  A passage 86 communicating from the passage opening 85 to the vehicle body 201 is secured inside the vehicle end structure 80. The vehicle end structure 80 is a passage opening 85 to the adjacent vehicle on the vehicle end side, and the vehicle body main body 201 side, which is the opposite side, is completely open, and the passage 86 and the internal space are defined by the ceiling wall 82 and the side wall 83. It has a surrounding structure. The vehicle end structure 80 includes two frames 90 and 91 (body frame frames) provided in the longitudinal direction of the vehicle. Each of the frames 90 and 91 is formed in a closed ring shape as a whole by bending a tubular member having a square cross section or a long cross section, or by connecting and using individual frame bodies. The frames 90 and 91 are attached so as to extend in the circumferential direction of the body on the vehicle body 201 side and the vehicle end side of the vehicle end structure 80. A floor structure 81, a ceiling wall 82, and a side wall 83 are formed between the frames 90 and 91. The vehicle end structure 80 is firmly connected to the vehicle body 201. Specifically, fastening bolts are installed through a plurality of bolt holes (not shown) provided in the frame 90, and the frame 90 and the end frame 202 of the vehicle body 201 are connected by nuts provided on the vehicle body main body side. Are bolted together. Bolts and nuts take charge of the load (weight) and pulling force of the vehicle end structure 80, and the load in the compression direction is transmitted on the surfaces of the frame 90 and the end frame 202.

  The ceiling wall 82 and the side wall 83 are composed of a side bone member that connects the frame 90 and the frame 91, a bone member 100 such as a rafter, and an outer plate member that is installed on the outer surface of the bone member 100. The bone member 100 is provided with an opening for adjusting the strength in the longitudinal direction of the vehicle body when the vehicle end structure 80 is crushed at the time of a collision, so that damage to the vehicle body 201 is minimized. It has a structure. The opening of the bone member 100 is also effective for reducing the weight of the vehicle end structure 80.

  The floor structure 81 of the vehicle end structure 80 includes vehicle end side beams 110 arranged on both sides in the vehicle body width direction, reinforcing beams 106 installed inside the vehicle end side beams 110, and the vehicle end side. It is comprised by the floor reinforcement member 96 installed in the upper surface of the beam 110 and the reinforcement beam 106. FIG. The floor reinforcing member 96 includes a plurality of T-shaped reinforcing ribs 97 on its upper surface, and a floor covering 94 is installed on the upper surface of the reinforcing rib 97. The reinforcing ribs 97 are arranged in parallel to each other so that the longitudinal direction thereof is along the vehicle body width direction. The floor reinforcing member 96 is installed on the upper surface 95 of the vehicle end side beam 110. The reinforcing beam 106 has an inverted J-shaped cross section, and is installed so as to surround the upper surface and one side surface of the energy absorber 12.

  The floor structure 81 of the vehicle end structure 80 and the lower structure 93 thereof correspond to the frame 4 of the vehicle body 201. Reinforcing members (reinforcing beams) 4d are provided in the region of the abutting end of the underframe 4 so as to extend along the lower side, and in a substantially triangular region as viewed from the side (FIG. 15). The reinforcing member 4 d transmits an impact from the vehicle end structure 80 to the end of the frame 4. The concrete structure of the reinforcing member 4d includes a plurality of reinforcing frame members having a structure that is installed in a slanted (triangular) shape in a straight line when viewed from the vehicle body width direction, and a side surface of the end plate 4a facing the vehicle body longitudinal direction and the frame 4 It is configured to be joined to the lower surface of the. The shape of the reinforcing frame member does not have to be triangular, and may be substantially L-shaped. By this reinforcing frame member, an impact at the time of collision is transmitted from the energy absorbers 11 and 12 and the vehicle end side beam 110 to the frame 4 via the end plate 4a. In other words, the reinforcing frame member supports the lower part of the end plate 4a from the vehicle body side. In addition, as shown in FIG. 14, the part corresponding to the connector installation position of the end plate 4a has a shape notched into an inverted U shape. Further, the energy absorbers 11 and 12 and the vehicle end side beam 110 are joined to the joint plate 99 having a shape substantially coincident with the end plate 4a at the end on the vehicle body side. In the state where the vehicle end structure 80 and the vehicle body 201 are joined, the joint plate 99 and the end plate 4a overlap each other.

  The vehicle end side end portion of the energy absorber 11 is disposed so as to protrude from the vehicle end side end portion of the energy absorber 12, and the vehicle end side end portion of the vehicle end side beam 110 is more than the energy absorber 11. Protrusively arranged. Each vehicle end side beam 110 is arranged to coincide with the side beams constituting the frame 4, and each cross-sectional shape is similar to the side beam of the frame 4. Specifications such as the plate thickness of each vehicle end side beam 110 are selected so as to have a strength in consideration of the crushing deformation of the vehicle end structure 80. Each vehicle end side beam 110 is disposed at both ends of the vehicle end structure 80 in the vehicle body width direction, and each energy absorber 11 is installed at an inner position thereof. Each energy absorber 11 is disposed at an inner position of each energy absorber 11. Absorber 12 is arranged.

  The passage opening 85 of the vehicle end structure 80 is provided at a position below the ceiling wall 82 and is formed with column members 107 on both sides in the vehicle body width direction. Each column member 107 is configured by a hollow shape whose cross-sectional shape is a quadrangle or a long quadrangle. Each column member 107 is made of, for example, a hollow extruded shape member made of an aluminum alloy. Between each column member 107 and the frame 91 on both sides in the vehicle body width direction, a plurality of horizontal bone members arranged in the horizontal direction are installed. An outer plate is installed on the outer surface of each lateral bone member between each column member 107 and the frame 91. The vehicle end structure 80 constitutes a passenger compartment (including a simple driver's cab), an equipment installation room, and a through passage. Vehicle end side beams 110 and 110 and energy absorbers 11 and 12 are installed at both ends in the width direction of the body 201 of the vehicle body via end plates 4a.

  In this embodiment, the characteristics of the energy absorbers 11 and 12 are used such that the amount of decrease when the load decreases after the peak load is small (the load when the load decreases is referred to as an average load after buckling). That is, since the level of the average load after buckling of the energy absorbers 11 and 12 is high, if the load acting on the vehicle end side beam 110 is added here, the overall load becomes too large. Therefore, first, the vehicle end side beam 110 is crushed to reduce the burden load. Next, if the energy absorbers 11 and 12 are crushed, the overall maximum load (peak load) can be reduced. In this way, after the members other than the energy absorbers 11 and 12, that is, the vehicle end side beam 110 are crushed, the energy absorbers 11 and 12 are crushed, thereby causing the vehicle end structure 80. The peak load at the time of crushing can be suppressed.

  The timing (timing) at which the maximum load of the vehicle end side beam 110 and the energy absorbers 11 and 12 is generated is sequentially shifted, and as a way of shifting, the vehicle end side beam 110 is crushed before the energy absorbers 11 and 12. As a result, the amount of energy absorption can be secured while suppressing the maximum load on the side receiving the collision load.

  The operations and effects of the third embodiment will be described using the graphs of FIGS. When the energy absorbers 11 and 12 are respectively crushed, the maximum loads that can be borne by the absorbers 11 and 12 are P1 and P2, respectively, and the load when the peak load is reduced after generation is the post-buckling average crush load. (Ave), P2 (ave). Further, the maximum load when the vehicle end side beam 110 is collapsed is Pb, and the average post-buckling collapse load when the peak load Pb is exceeded is Pb (ave).

  By shifting the arrangement position (for example, FIG. 4, FIG. 6, etc.) of the joint plate of the energy absorbers 11 and 12 in the longitudinal direction, the crushing peak can also be shifted.

  In FIG. 16, the vehicle end side beam 110 protrudes from the energy absorber 11 toward the end side by a dimension a, and the energy absorber 11 has a dimension b (corresponding to ΔL in the first embodiment) than the energy absorber 12. It is assumed that there is an arrangement relationship that protrudes toward the end side. FIG. 17 shows a change in load with respect to the displacement in the collision energy absorbing device having this arrangement relationship.

  According to the third embodiment, at the time of a vehicle collision, first, each vehicle end side beam 110 starts to be crushed. When the vehicle end side beam 110 is crushed, the peak load Pb is sufficiently large. However, the load that can be absorbed when the peak load Pb is exceeded is small. This is because the energy absorbers 11 and 12 are generally designed to reduce the amount of decrease in load that can be absorbed when the peak load is exceeded, but the vehicle end side beam 110 is not an energy absorber. Therefore, if the peak load Pb is exceeded, the load that can be absorbed is considerably reduced.

  In FIG. 17, when the vehicle end side beam 110 is reduced to the average post-buckling crushing load Pb (ave) that can be absorbed, the energy absorbers 11 and 12 start crushing in the order of protrusion. Here, the post-buckling average crushing load Pb (ave) of the vehicle end side beam 110 is sufficiently smaller than the post-buckling average crushing load P1 (ave) or P2 (ave) of the energy absorbers 11 and 12. Therefore, even if the maximum crushing loads P1 and P2 when the energy absorbers 11 and 12 are respectively crushed are sequentially added to the average post-buckling crushing load Pb (ave), the maximum load of the entire system is loaded [Pb (ave). ) + P1 (ave) + P2].

  Comparative example 1 for comparison with this embodiment will be described. FIG. 18 shows the arrangement relationship, and FIG. 19 shows the change in absorption load.

  In FIG. 18, the tip positions of both energy absorbers 11 and 12 are the same, and the tip of the vehicle end side beam 110 protrudes by a dimension a from the tips of both energy absorbers 11 and 12.

  In FIG. 19, when the load received by the vehicle end side beam 110 has passed the amount of displacement corresponding to the dimension a when the post-buckling average crushing load is reduced to Pb (ave) after the maximum load Pb is generated. Thus, the deformation of both energy absorbers 11 and 12 starts simultaneously. At this time, the maximum load of the entire system is [Pb (ave) + P1 + P2], and then decreases to the post-buckling average crush load [Pb (ave) + P1 (ave) + P2 (ave)]. The maximum load is larger by [P1−P1 (ave)] than the maximum load [Pb (ave) + P1 (ave) + P2] of the entire system in the case shown in FIG.

  Another comparative example 2 will be described. FIG. 20 shows the arrangement relationship, and FIG. 21 shows the change in absorption load.

  In FIG. 20, the tip position of the energy absorber 11 protrudes by an amount corresponding to the dimension a from the tip position of the energy absorber 12, and the tip position of the energy absorber 12 is more than the tip position of the vehicle end side beam 110. Also protrudes by an amount corresponding to the dimension b.

  In FIG. 21, when the energy absorber 11 generates the maximum load P1 and the post-buckling average crushing load is reduced to P1 (ave), the energy absorber 12 passes when the displacement corresponding to the dimension a is passed. The crushing begins. After the maximum load P2 of the energy absorber 12 has been added, when the amount of addition has decreased to the post-buckling average crushing load P2 (ave), when the displacement amount corresponding to the dimension (a + b) has passed, The crushing of the end side beam 110 is started. At this time, the maximum load of the entire system becomes [Pb + P1 (ave) + P2 (ave)], and then decreases to the post-buckling average crush load [Pb (ave) + P1 (ave) + P2 (ave)]. The maximum load is larger by [(Pb−Pb (ave) + P2−P2 (ave))] than the maximum load [Pb (ave) + P1 (ave) + P2] of the entire system in the case shown in FIG.

  As described above, according to the arrangement of FIG. 16, the maximum load at the time of collision can be suppressed by causing the vehicle end side beam 110 to be crushed before the energy absorbers 11 and 12.

  The vehicle end structure 80 is unitized. By disposing the energy absorbers 11 and 12 and the front end portions of the vehicle end side beam 110 in a shifted manner, the maximum load can be reduced as compared with the case of not shifting them. For this reason, the load applied to the vehicle body 201 at the time of a collision can also be reduced, and damage to the vehicle body 201 can be suppressed. Or the freedom degree of design, such as achieving weight reduction, by thinning the strength member of the vehicle body 201 is increased. Even if the vehicle end structure 80 is crushed and becomes unusable, the vehicle body 201 is not damaged. Even if it is received, it can be expected that minor damage is sufficient. The vehicle body 201 can be reused as it is or by performing a slight repair, and can be restored as a vehicle by attaching a new vehicle end structure 80.

The invention of the structure in the third embodiment described above is summarized as follows.
(A) The vehicle body of the rail vehicle is composed of a vehicle body main body and a vehicle end structure that is installed at a longitudinal end of the vehicle body main body.
The vehicle body is composed of a frame, two side structures, and a roof structure.
The two side structures are composed of hollow extruded shapes,
The vehicle end structure includes a floor structure that is continuous with the underframe, a side wall that is continuous with the two side structures, and a ceiling (roof) wall that is continuous with the roof structure,
The side wall portion of the vehicle end structure is composed of a side wall outer plate and a bone member.
(B) In the above (a), the roof structure is constituted by a hollow extruded shape,
The ceiling wall of the vehicle end structure is composed of a ceiling outer plate and a bone member.
(C) In (b), the underframe is formed of a hollow extruded shape, and the floor structure of the vehicle end structure is formed of a floor plate and a bone member.
(D) The above (a) or (b) is characterized in that the outer plate of the vehicle end structure is constituted by an extruded shape member formed integrally with a rib on the inner side of the vehicle.
(E) The above (c) is characterized in that the floor plate of the vehicle end structure is formed by an extruded shape member in which a rib is integrally formed on the vehicle inner side.
(F) The above (e) is characterized in that the ribs constituting the floorboard are arranged along the vehicle body width direction.

It is a front view which shows the edge part about the intermediate vehicle as 1st embodiment of the rail vehicle by this invention. It is side surface sectional drawing about BB of the edge part of the intermediate vehicle shown in FIG. It is sectional drawing which cut | disconnects and shows the collision energy absorption apparatus applied to the edge part of the intermediate vehicle shown in FIG. 1 about AA of FIG. It is a figure which shows another example of an energy absorber. It is a figure which shows another example of an energy absorber. It is a figure which shows the other example of an energy absorber. It is a figure which shows an example of the combination of the buckling prevention member and joint plate which are used for an energy absorber. It is a bottom sectional view showing the front right half of the leading vehicle as the second embodiment of the rail vehicle according to the present invention, and is a YY sectional view of FIG. It is a longitudinal cross-sectional view which shows a part of leading vehicle shown in FIG. 8 in the cross section of ZZ. It is a cross-sectional view showing a part of the leading vehicle shown in FIG. It is a front view which shows an example of an energy absorber. It is sectional drawing which shows an example of the state which the energy absorber was crushed. It is a graph which shows an example of the mode of change of the load according to the displacement at the time of energy absorption of the collision energy absorption device by the present invention. It is a front view which shows the edge part about the intermediate vehicle as 3rd embodiment of the rail vehicle by this invention. It is a side view of the edge part of the intermediate vehicle shown in FIG. FIG. 16 is a schematic plan view of the end structure shown in FIG. 15. It is a graph which shows the absorption load of the edge part structure shown in FIG. 6 is a diagram illustrating an arrangement relationship of Comparative Example 1. FIG. It is a graph which shows the absorption load with respect to the comparative example 1 of FIG. 6 is a diagram illustrating an arrangement relationship of Comparative Example 2. FIG. It is a graph which shows the absorption load with respect to the comparative example 2 of FIG.

Explanation of symbols

1: collision energy absorbing device 2: head 3a: end 3b: end 3e: flying object shielding plate 3i, 3j: hole 4: base frame 4a: end plate 4b; floor surface 4c: hole 4d: reinforcement member (reinforcement) Beam)
10: coupler 11, 12: energy absorber 11a, 11b, 12a, 12b: end plate 13: fixing tool 14, 15: space 14a, 14b: joint plate 16, 17: buckling prevention material 18, 19: joint plate 21, 22: Energy absorbers 21a, 21b, 22a, 22b: Absorber portions 26a, 26b, 27a, 27b: Buckling prevention materials 28a, 28b, 29a, 29b: End plates 31, 32: Energy absorbers 31a-31d 32a to 32d: absorber portions 38a, 38b, 38c, 39a, 39b, 39c: joint plates 41, 42: energy absorbers 41a, 41b, 42a, 42b: absorber portions 48, 49: joint plates 50, 50a, 50b: collision energy absorbing devices 51, 52, 53: energy absorber 54: structural frame 58: common support plate 59: guide tube 59a: Peripheral surface 60: Guide tube plate 60a: Inner surface side 61: Projectile shielding plate 70: Octagonal outer wall portion 71: Outer wall portion 72: Octagonal inner wall portion 73 having a similar shape: Octagonal shape of both wall portions Radial wall part 80 connecting the apex part of the wall part: Car end part structure 81: Floor structure 82: Ceiling wall 83: Side wall 85: Passage opening 86: Passage 90, 91: Trunk frame 93: Lower structure 94 : Floor covering 95: upper surface 97: reinforcing rib 100: bone member 106: reinforcing beam 107: member
110: Vehicle end side beam 200: Rail vehicle 201: Body body 203: Top surface of frame frame 204: Ceiling wall b, ΔL: Projection length

Claims (11)

In a rail vehicle having a collision energy absorption device having an energy absorber that absorbs collision energy by crushing at the time of a collision,
The collision energy absorber comprises a plurality of energy absorbers,
Each of the plurality of energy absorbers is arranged in a direction intersecting the longitudinal direction of the rail vehicle,
Each energy absorber is arranged with its crushing direction aligned with the longitudinal direction of the rail vehicle,
The crushing direction front ends of the plurality of energy absorbers are disposed at positions dispersed in the longitudinal direction of the rail vehicle;
A rail vehicle equipped with a collision energy absorbing device characterized by the above. In the rail vehicle provided with the collision energy absorbing device according to claim 1,
Each of the energy absorbers is attached at a base position common to the longitudinal direction of the rail vehicle,
The position of the tip in the crushing direction corresponds to the length of the energy absorber selected from a plurality of types of lengths;
A rail vehicle equipped with a collision energy absorbing device characterized by the above. In the rail vehicle provided with the collision energy absorbing device according to claim 1,
The energy absorber is disposed in a leading region of a leading vehicle;
A rail vehicle equipped with a collision energy absorbing device characterized by the above. In the rail vehicle provided with the collision energy absorbing device according to claim 1,
Each of the energy absorbers is attached to an end portion of a base frame of a vehicle body body of the rail vehicle at a base end portion thereof,
A rail vehicle equipped with a collision energy absorbing device characterized by the above. In the rail vehicle provided with the collision energy absorbing device according to claim 1,
Each of the energy absorbers is attached to a common support plate provided at a distal end portion of another energy absorber portion connected in series at the base end portion thereof,
A rail vehicle equipped with a collision energy absorbing device characterized by the above. In the rail vehicle provided with the collision energy absorbing device according to claim 1,
The energy absorber is a cylindrical body having a hollow structure inside,
The cylindrical body is attached to the vehicle body in a state where the axis is aligned in the longitudinal direction of the rail vehicle;
A rail vehicle equipped with a collision energy absorbing device characterized by the above. In the rail vehicle provided with the collision energy absorbing device according to claim 1,
The vehicle body of the rail vehicle consists of a vehicle body main body and a vehicle end structure that is installed at the vehicle end of the vehicle body.
The vehicle end structure can be crushed at the time of a collision, and is detachably attached to the vehicle end of the vehicle body.
The energy absorber is disposed below the floor of the vehicle end structure;
A rail vehicle equipped with a collision energy absorbing device characterized by the above. In the rail vehicle provided with the collision energy absorbing device according to claim 7,
A hollow vehicle end side beam capable of absorbing a part of the collision energy by starting crushing prior to the energy absorber at the time of a collision is disposed below the floor portion of the vehicle end structure. is being done,
A rail vehicle equipped with a collision energy absorbing device characterized by the above. In the rail vehicle provided with the collision energy absorbing device according to claim 7,
The vehicle end structure comprises two parallel frame frames spaced in the longitudinal direction of the rail vehicle,
A plurality of torso reinforcing ribs are arranged between the torso frame frames to connect the torso frame frames at respective positions spaced in the torso circumferential direction, and have a tendency to buckle outward at the time of crushing,
A rail vehicle equipped with a collision energy absorbing device characterized by the above. In the rail vehicle provided with the collision energy absorbing device according to claim 7,
The floor portion of the vehicle end structure includes a plurality of parallel floor reinforcing ribs spaced in the longitudinal direction of the rail vehicle;
The floor can be buckled minutely between the floor reinforcing ribs during crushing,
A rail vehicle equipped with a collision energy absorbing device characterized by the above. In the collision energy absorption device that absorbs collision energy by crushing at the time of collision,
A plurality of energy absorbers arranged side by side against the collision,
The longitudinal ends of the energy absorbers are dispersed and placed at a plurality of positions in the longitudinal direction;
A collision energy absorbing device characterized by.

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