JP2017109730A - Railway vehicle with impact energy absorbing structure - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a railway vehicle with an impact energy absorbing structure which can at least solve a problem that the impact absorbing device to absorb a great impact energy tends to have a great collapse load likely to cause a passenger and the like to receive an impact at an initial collapse of the impact energy absorbing device.SOLUTION: A railway vehicle with an impact energy absorbing structure for absorbing an impact energy includes a vehicle body comprising: an underframe constituting a floor surface; side body structures having doorways disposed at both end parts of a width direction of the underframe; a first end part floor disposed at an end part of a longitudinal direction of the underframe; a gangway frame erected on an upper surface of a front end part of the first end part floor; a first frame in a horseshoe-shape erected on an upper surface of the first end part floor at a middle part side of a longitudinal direction of the underframe of the gangway frame; and a second frame in a horseshoe-shape erected on an upper surface of the underframe at the middle part side of the longitudinal direction of the underframe of the first frame. The vehicle body further comprises: the doorways disposed adjacent to the second frame in the side body structures; a first beam group connecting an upper part of the gangway frame and an upper part of the first frame; a second beam group connecting the upper part of the first frame and an upper part of the second frame; and collapse regions provided above the doorways of the side body structures.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a railway vehicle including a collision energy absorbing structure that absorbs collision energy by plastic deformation of a part of the railway vehicle when the railway vehicle collides with an obstacle.

  The railway car body is erected on the frame that forms the floor, the side structures that stand on both sides of the frame in the width direction, and the longitudinal sides of the frame. And a roof structure that is disposed at the upper end of the side structure and the wife structure and that forms the roof of the vehicle body.

  The frame has a pair of side beams provided along the longitudinal direction at both ends in the width direction of the frame, and side beams provided along the width direction at both ends in the longitudinal direction of the frame. A pillow beam is provided at a position separated from the side beam by a predetermined dimension toward the center portion in the longitudinal direction of the underframe, spanning between the pair of side beams and along the end beam. A pair of middle beams provided with a coupler are disposed at the center of the side beams and pillow beams.

  Bogies that move along the track are provided on the lower surface at both ends in the longitudinal direction of the vehicle body, and a center pin that serves as the turning center of the carriage is provided in a manner that hangs downward from the center portion in the width direction of the pillow beam. It is done. The carriage and the center pin are connected via a traction device, and the traction force during acceleration and the brake force during deceleration are transmitted to the pillow beam via the center pin. Furthermore, when a plurality of rail vehicles are connected to form a knitting, tensile loads and compression loads from adjacent rail vehicles are transmitted to the intermediate beam forming the underframe via the coupler. The underframe with the beams has a strong rigidity.

  When a railway vehicle collides with an obstacle, the frame that forms the floor of the car body has high rigidity. Therefore, the frame is plastically deformed to absorb the collision energy, and passengers, crew, etc. (hereinafter referred to as passengers) ) May not be expected to be mitigated, and there is a risk of impact acting on passengers and the like.

  For this reason, when a railway vehicle collides with an obstacle, a technology for mitigating the impact on passengers and the like caused by the collision by providing a collision energy absorption device that absorbs the collision energy by plastic deformation in the end beam of the underframe Is disclosed in Patent Document 1.

JP 2007-326550 A

  The collision energy absorption amount of the collision energy absorbing device (Patent Document 1) is given by the product of the crush load and the crush amount (collapse dimension in the longitudinal direction). For this reason, in the collision energy absorbing device that absorbs large collision energy, the crushing load becomes large, and there is a possibility that passengers and the like may receive an impact at the time of the initial collapse of the collision energy absorbing device.

  An object of the present invention is to provide a railway vehicle including a collision energy absorbing structure that can reduce an impact at the time of a collision.

  The above object is a railway vehicle having a collision energy absorbing structure that absorbs collision energy, and the vehicle body of the railway vehicle has a frame that forms a floor surface, and a side structure that has entrances and exits at both ends in the width direction of the frame. A first end floor provided at the longitudinal end of the underframe, a through path frame standing on the upper surface of the front end of the first end floor, and the longitudinal direction of the underframe of the through path frame A horseshoe-shaped first frame erected on the upper surface of the first end floor on the side of the central part, and erected on the upper surface of the frame on the central part side in the longitudinal direction of the frame of the first frame A second frame having a horseshoe shape, and a first beam group that connects the entrance and exit provided adjacent to the second frame and provided in the side structure, the upper part of the through-passage frame, and the upper part of the first frame, A collision energy absorption comprising: a second beam connecting the upper part of the frame and the upper part of the second frame; and a crushing region provided in a side structure at the upper part of the entrance / exit. It can be achieved by a railway vehicle having a granulation.

  ADVANTAGE OF THE INVENTION According to this invention, a rail vehicle provided with the collision energy absorption structure which can relieve | moderate the impact at the time of a collision can be provided.

FIG. 1 is a side view showing an example of a railway vehicle having a through-passage at the head. FIG. 2 is a perspective view of a framework of a railway vehicle (see FIG. 1) having a collision energy absorbing structure at the top. FIG. 3 is a vertical cross-sectional view (cross-sectional view of FIG. 2A-A) in the direction along the longitudinal direction of a railway vehicle having a collision energy absorbing structure at the head. FIG. 4 is a horizontal sectional view (FIG. 1B-B sectional view) of the floor height of a railway vehicle provided with a collision energy absorbing structure at the top. FIG. 5 is a vertical cross-sectional view (cross-sectional views of FIGS. 3C-C) along the width direction of the leading portion of the railway vehicle including the collision energy absorbing structure. FIG. 6 is a horizontal cross-sectional view (FIG. 5D-D cross-sectional view) of the height of the upper end portion of a through-passage frame of a railway vehicle provided with a collision energy absorbing structure at the top.

  Hereinafter, an example of a railway vehicle according to the present invention will be described with reference to the drawings. First, each direction related to the railway vehicle to be described below is divided into a longitudinal direction (rail direction) 100 of the railway vehicle 1, a width direction (sleeper direction) 110 of the railway vehicle 1, a longitudinal direction 100, and a width direction 110. It is defined as the height direction 120 of the intersecting railway vehicle 1. Hereinafter, the longitudinal direction 100, the width direction 110, and the height direction 120 are described.

  In addition, a direction from the end in the longitudinal direction 100 of the railway vehicle 1 (on the side of the coupler 4) toward the center of the longitudinal direction 100 is referred to as the rear, and similarly, the displacement toward the center of the longitudinal direction 100 of the railway vehicle 1 is described. (Movement) is described as reverse.

  FIG. 1 is a side view showing an example of a railway vehicle having a through-passage at the head. The vehicle body 3 of the railway vehicle 1 includes a frame 20 that forms a floor, side structures 7 that are erected at both ends in the width direction 110 of the frame 20, and one end of the frame 20 in the longitudinal direction 100. A round wife structure 18 that is erected and includes a driver's cab, a (flat) wife structure (not shown) that is erected on the other end, and an upper end of the wife structure (18) and the side structure 7 It is comprised from the roof structure 9 mounted.

  The Marutsuma structure 18 has a crushing region (crushable zone) E1 which is a range to be crushed at the time of collision, and a non-crushing region (survival zone) F which is not crushed at the time of collision and tries to maintain the form before the collision (see FIG. 2, see FIG.

  The Maruzuma structure 18 including the driver's seat (crew cabin) includes a through passage 16a (see FIG. 2) including a through passage frame 40 and a bellows-like through passage top 16b for passengers to move to adjacent vehicles. . The side structure 7 is provided with a window for daylighting or natural ventilation, a crew lift 14a for a crew to get on and off, and a passenger board 14b for a passenger to get on and off. Furthermore, the railway vehicle 1 includes a carriage 5 that moves along a track below both ends of the vehicle body 3 in the longitudinal direction 100.

  FIG. 2 is a perspective view of a framework of a railway vehicle (see FIG. 1) having a collision energy absorption structure at the head portion, and FIG. 3 is a direction along the longitudinal direction of the rail vehicle having a collision energy absorption structure at the head portion. It is a vertical sectional view (FIG. 2A-A sectional view). 4 is a horizontal cross-sectional view (cross-sectional view of FIGS. 1B-B) of the floor surface of a railway vehicle having a collision energy absorption structure at the head, and FIG. 5 is a head of the railway vehicle having a collision energy absorption structure. It is a vertical sectional view (FIG. 3C-C sectional view) along the width direction. Further, FIG. 6 is a horizontal sectional view (cross-sectional views of FIGS. 5D-D) of the height of the upper end portion of the through-passage frame of the railway vehicle provided with the collision energy absorbing structure at the head portion.

  The frame 20 (see FIG. 4) includes side beams 22 provided along the longitudinal direction 100 at both ends in the width direction 110, and end beams 25 provided along the width direction 110 at one end of the longitudinal direction 100. And a pillow beam 21 provided with a carriage 5 (see FIG. 1) below, a pair of central beam beams 23 connecting the central portion in the width direction 110 of the end beam 25 and the central portion in the width direction 110 of the pillow beam 21; From the second end floor 26b laid between the pair of end middle beams 24 connecting the both ends of the end beam 25 in the width direction 110 and the both ends of the pillow beam 21 in the width direction 110, and the side beams 22. Mainly composed.

  A coupler 4 (see FIG. 1) provided below the through-passage 16a and a shock absorber (not shown) connected to the coupler 4 are provided in the central middle beam 23, and the railway vehicle 1 is coupled to another vehicle. The vibration of the longitudinal direction 100 when the impact of time and the railway vehicle 1 accelerates or decelerates is relieved.

  A pair of energy absorbing devices 90 are provided in a cantilever manner along the longitudinal direction 100 at both ends in the width direction 110 of the end beam 25 (see FIG. 4). Similarly, a pair of lower beams 30 along the longitudinal direction 100 are provided in a cantilever manner at the center of the end beam 25 in the width direction 110. The lower beam 30 is fixed to the end beam 25 by welding or the like so as to be continuous with the central middle beam 23. A substantially semicircular first end floor 26a is provided on the upper surface of the lower beam 30 and the upper edge of the end beam 25 (see FIGS. 3 and 4).

  A through-passage frame 40 (through-passage frame pillar 40a1) to which the through-pass hood 16b (see FIG. 1) is fixed is provided on the upper surface (front end edge) of the end portion in the longitudinal direction 100 of the first end floor 26a. A horseshoe-shaped first frame 50 and second frame 70 are provided in order toward the center in the longitudinal direction 100 (see FIG. 2). The first frame 50 is provided on the upper surface of the first end floor 26a, and the second frame 70 is provided on the upper surface of the second end floor 26b (see FIG. 3).

  The through-passage frame 40 has a pair of through-passage frame pillars 40a1 erected on the end portion (front end edge) in the longitudinal direction 100 of the first end floor 26a, and a penetration spanning over the upper end portion of the through-passage frame pillar 40a1. It is comprised from the road frame horizontal beam 40a2.

  The first frame 50 includes a first frame column 50a1 erected at both ends in the width direction 110 of the first end floor 26a, and an arch-shaped first frame arc spanning the upper end of the first frame column 50a1. It is comprised from the beam 50a2. Similarly, the second frame 70 is bridged between a second frame column 70a1 standing on both ends in the width direction 110 of the second end floor (base frame) 26b and an upper end portion of the second frame column 70a1. It comprises an arcuate second frame arc beam 70a2 (see FIGS. 2 and 3).

  The first frame arcuate beam 50a2 includes a first frame transverse beam 50b in a string-like manner extending substantially horizontally on the arc, and a pair of erected on the upper surface of the first frame transverse beam 50b along the height direction 120. The first frame upper column 50v connects the lower surface of the first frame arc beam 50a2 and the upper surface of the first frame horizontal beam 50b. Similarly, the second frame arc beam 70a2 includes a second frame horizontal beam 70b having a chord-like shape extending substantially horizontally on the arc (see FIG. 2).

  The upper part of the through-passage frame 40 and the upper part of the first frame 50 are connected by a first beam group, and the first beam group includes a pair of first longitudinal oblique beams 32u, a pair of first longitudinal beams 32L, and a pair. The first horizontal oblique beam 32s. The first longitudinally inclined beam 32u has an upper end portion of the through-passage frame column 40a1 (both ends of the through-passage frame lateral beam 40a2) and a connection portion between the first frame arc beam 50a2 and the first frame upper column 50v in a substantially vertical plane. Connect in an inclined manner.

  The first longitudinal beam 32L extends in the direction along the longitudinal direction 100 at the upper end portion of the through-passage frame column 40a1 (both ends of the through-passage frame lateral beam 40a2) and the connection portion between the first frame lateral beam 50b and the first frame upper column 50v. Connect in an arranged manner.

  The first horizontal oblique beam 32s inclines the upper end portion of the through-passage frame column 40a1 (both ends of the through-passage frame lateral beam 40a2) and the connection portion between the first frame arc beam 50a2 and the first frame lateral beam 50b in a substantially horizontal plane. Are connected in a manner arranged.

  The first frame 50 and the second frame 70 are connected by a plurality of beams 62 along the longitudinal direction 100 as well as along the vehicle outer surface of the roof structure 9 and the side structure 7 (see FIGS. 2 and 3). Furthermore, the connection part (upper part of the first frame 50) between the first frame horizontal beam 50b and the first frame upper column 50v, and the connection part (upper part of the second frame 70) between the second frame arc beam 70a2 and the second frame horizontal beam 70b. ) Are connected by a second beam (second transversely inclined beam 34s) provided in an inclined manner in a substantially horizontal plane (see FIGS. 2 and 6).

  Further, a pair of standing on the first end floor 26a on both sides in the width direction 110 of the through-passage frame 40 of the round end structure 18 and connecting to both ends of the first frame arc beam 50a2 in the width direction 110. Corner column 46 is provided. A reinforcing member 45 that connects the corner column 46 and the through-passage frame column 40a1 and constitutes the curved surface of the round end structure 18 is provided at the center of the corner column 46 in the height direction 120. A cab window 43 (see FIG. 5) is provided above the reinforcing member 45.

  The crew entrance 14a provided in the side structure 7 is spaced apart from the second frame pillar 70a1 forming the second frame 70 along the longitudinal direction 100 from the second frame pillar 70a1 and on the second end floor 26b. It is provided in a range surrounded by the entrance / exit frame 7b that is erected, and the entrance / exit frame 7a spanned between the upper end of the entrance / exit frame 7b and the upper end of the second frame pillar 70a1 (FIGS. 2 and 3).

  A process in which the Marutsuma structure 18 is crushed while absorbing an impact when the rail vehicle 1 collides with an obstacle on the track or the like will be described. It is assumed that the obstacle is a large road vehicle such as a truck stuck at the railroad crossing.

  When the railway vehicle 1 collides with an obstacle, the impact is transmitted to the coupler 4 and the folded through-hole hood 16b. A buffer mechanism (not shown) connected to the coupler 4 is compressed, and the coupler 4 moves backward while absorbing an impact toward the central portion in the longitudinal direction 100 of the railway vehicle 1.

  Subsequently, as the through passage frame 40 to which the through passage top 16b is fixed is retracted, the energy absorbing device 90 and the lower beam 30 are crushed, and the first end floor 26a is also plastically deformed to absorb the collision energy. . At this time, the impact force H (see FIG. 6) includes the first longitudinal beam 32L spanning the upper part of the through-passage frame 40 and the first frame lateral beam 50b, the upper part of the through-passage frame 40, and the first frame arc beam 50a2. The first transverse oblique beam 32 s and the first longitudinal oblique beam 32 u that are stretched over are also crushed and the impact force H is transmitted to the first frame 50. The behavior of each part related to the rounded-body structure 18 at the time of the collision described above is a phenomenon observed within the collapsed region E1 (see FIGS. 2 and 4).

  Further, the impact force H transmitted from the upper part of the through-passage frame 40 to the first frame horizontal beam 50b via the first longitudinal beam 32L and the like is generated between the first frame horizontal beam 50b and the second frame horizontal beam 70b (both ends). It is transmitted to the second frame horizontal beam 70b via the second horizontal oblique beam 34s bridged between them. The second frame horizontal beam 70b that is strongly pressed by the second horizontal oblique beam 34s, and both ends in the width direction 110 of the second frame arc floor 70a2 to which the second frame horizontal beam 70b is connected are the side structures 7 on the upper side of the crew entrance 14a. The crushing region E2 (see FIGS. 2 and 3) provided in a part of the vehicle is plastically deformed, and the collision energy when the railway vehicle 1 collides with an obstacle is absorbed.

  That is, the impact force H accompanying the collision with the obstacle is transmitted from the upper part of the through-passage frame 40 to the upper part of the first frame 50 through the first beam group, and further from the upper part of the first frame to the second beam. It is transmitted to the upper part of the second frame 70, and the upper part of the second frame 70 is strongly pressed backward. As a result, it is located behind the upper part of the second frame 70 and absorbs the impact force H in the process of plastic deformation of the crushing region E2 provided in the side structure 7 above the crew entrance.

  Although not shown, the lower beam 30, the first transverse beam 32s, the first longitudinal beam 32L, and the first longitudinal beam 32u may be manufactured from an extruded material made of aluminum alloy. Further, the side surfaces of these various beams may be provided with notches, slits and the like that promote crushing and reduce impact force (adjust the crushing load).

  With the above-described configuration, the rail vehicle 1 collides with an obstacle not only in the process in which only the collision energy absorbing device 90 is crushed but also in the process in which the member that constitutes the crushing region E1 composed of the parts constituting the Marutama structure 18 is crushed. Since the impact resulting from this can be mitigated, it is possible to provide a railway vehicle including a collision energy absorbing structure that can absorb a large impact energy and alleviate the impact without increasing the crushing load (peak load).

  Furthermore, by providing the crushing region E2 in a part of the side structure 7 above the crew entrance 14a, it is possible to effectively absorb and absorb the impact (collision energy) when the railway vehicle collides with an obstacle. It is possible to provide a railway vehicle including a collision energy absorbing structure that can mitigate an impact acting on the vehicle.

  Furthermore, by providing the crushing region E2 in a part of the side structure 7 above the crew entrance / exit 14a, it is possible to prevent the crew entrance / exit 14a from being destroyed at the time of collision and to secure an evacuation route. It is possible to evacuate easily via the entrance / exit 14a.

DESCRIPTION OF SYMBOLS 1 ... Railway vehicle 3 ... Car body 4 ... Connector 5 ... Carriage 7 ... Side structure 8 ... Wife structure 9 ... Roof structure 14a ... Crew member entrance / exit 14b ... Passenger entrance 16a ... Through-passage 16b ... Through-pass hood 18 ... Maruzuma structure (Operating cab) 20 ... frame 21 ... pillow beam 22 ... side beam 23 ... center beam 24 ... end beam 25 ... end beam 26a ... first end floor 26b ... second end floor 30 ... lower beam 32L ... first longitudinal beam 32s ... first transverse oblique beam 32u ... first longitudinal oblique beam 34s ... second transverse oblique beam 40 ... through passage frame 40a1 ... through passage frame column 40a2 ... through passage frame transverse beam 43 ... cab window 45 ... reinforcing member 46 ... corner column 50 ... first frame 50a1 ... first frame column 50a2 ... first frame arc beam 50b ... first frame transverse beam 50v ... first frame upper column 62 ... beam 70 ... second frame 70a1 ... second Frame pillar 70a2 ... second frame arc beam 70b ... second frame transverse beams 80a, 80b ... doorway frame 90 ... energy Formic absorber 100 ... longitudinal 110 ... width direction 120 ... height direction H ... impact

Claims (7)

A railway vehicle having a collision energy absorption structure for absorbing collision energy,
The body of the railway vehicle is
The underframe that forms the floor,
Side structures having entrances at both ends in the width direction of the underframe,
A first end floor provided at a longitudinal end of the underframe;
A through-passage frame erected on the upper surface of the front end of the first end floor;
A horseshoe-shaped first frame erected on the upper surface of the first end floor on the side of the longitudinal center of the through-passage frame;
A horseshoe-shaped second frame erected on the upper surface of the frame on the side of the central part of the first frame in the longitudinal direction;
In a rail vehicle having a collision energy absorption structure comprising:
An entrance / exit adjacent to the second frame and provided in the side structure,
A first beam group connecting the upper part of the through-passage frame and the upper part of the first frame;
A second beam connecting the upper part of the first frame and the upper part of the second frame;
A crushing region provided in the side structure at the upper part of the entrance,
A railway vehicle having a collision energy absorbing structure. In the railway vehicle having the collision energy absorbing structure according to claim 1,
The first end floor is fixed to an end beam provided at a longitudinal end of the underframe and supported by a pair of lower beams provided along the longitudinal direction of the vehicle body. A railway vehicle having a collision energy absorbing structure. In the railway vehicle having the collision energy absorbing structure according to claim 1,
The through-passage frame is
A pair of through-passage frame pillars erected on the upper surface of the first end floor; and a through-passage frame cross beam spanned over the upper end of the through-passage frame pillar,
The first frame is
A pair of first frame pillars erected on the upper surface of the first end floor, and a first frame arc beam spanning the upper end of the first frame pillar,
The second frame is
It has a collision energy absorption structure comprising a pair of second frame pillars erected on the upper surface of the underframe and a second frame arc beam spanning the upper end of the second frame pillar Railway vehicle. In the railway vehicle having the collision energy absorbing structure according to claim 3,
The first frame is
Below the first frame arc beam is provided with a first frame horizontal beam that extends substantially horizontally, and both ends of the first frame horizontal beam are connected to the first frame arc beam,
Collision energy, comprising: a second frame transverse beam extending substantially horizontally below the second frame arc beam, wherein both ends of the second frame transverse beam are connected to the second frame arc beam. Railway vehicle with an absorption structure. In the railway vehicle having the collision energy absorbing structure according to claim 4,
A rail vehicle having a collision energy absorbing structure, wherein the rail vehicle includes a pair of first frame upper columns that are erected on an upper surface of the first frame horizontal beam and connected to a lower surface of the first frame arc beam. In the railway vehicle having the collision energy absorbing structure according to claim 5,
The first beam group is:
A pair of first longitudinal beams connecting the upper end portion of the through-passage frame column and the connection portion between the first frame lateral beam and the first frame upper column;
A pair of first longitudinal beams connecting the upper end portion of the through-passage frame column and the connection portion between the first frame arc beam and the first frame upper column in an inclined manner in a substantially vertical plane;
It is comprised from the upper end part of the said through-passage frame pillar, and the 1st horizontal oblique beam which connects the said 1st frame circular beam and the connection part of the said 1st frame horizontal beam in the aspect inclined in a substantially horizontal surface. A railway vehicle having a collision energy absorption structure. In the railway vehicle having the collision energy absorbing structure according to claim 5,
The second beam is
A second horizontal oblique beam connected in a manner inclined in a substantially horizontal plane with a connection portion between the first frame horizontal beam and the first frame upper column, a connection portion between the second frame arc beam and the second frame horizontal beam. A railway vehicle having a collision energy absorption structure.

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