JP2020164016A - Railway vehicle - Google Patents

Abstract

To provide a railway vehicle that can improve the strength of the joint portion between a front end structure and an underframe and absorb the impact force caused by a collision to mitigate a shock.SOLUTION: A railway vehicle includes an underframe 11 and a front end structure 12 that is joined to the underframe 11 substantially perpendicular thereto, In the railway vehicle, the front end structure 12 has corner posts 122 disposed substantially perpendicular to the underframe 11, through passage posts 123, and end posts 124. The corner posts 122, through passage posts 123 and end posts 124 have protrusions 122a, 123a, 124a protruding substantially perpendicular to the front end structure 12. The corner posts 122, through passage posts 123 and end posts 124 and the protrusions 122a, 123a, 124a are connected to each other smoothly with curves at ends of the corner posts 122, through passage posts 123 and end posts 124 on the floor surface side of the railway vehicle, and form substantially L-shapes. The protrusions 122a, 123a, 124a are abutted on the end of the underframe 11 on the head side of the railway vehicle and are joined to the underframe 11 at at least two places of the upper surface side and the lower surface side of the underframe 11.SELECTED DRAWING: Figure 2

Description

The present invention relates to a railroad vehicle having an underframe and a front end structure that is arranged substantially at right angles to the underframe and is coupled to the underframe.

The car body of a railroad car has an underframe that forms the floor surface, a wife structure that forms the leading part or connecting part of the car body by being erected at both ends of the underframe in the vehicle longitudinal direction, and the underframe in the vehicle width direction. It is configured to form a hexahedron by a side structure that forms the side surface of the car body by being erected at both ends, and a roof structure that forms the roof of the car body by being placed at the upper ends of the wife structure and the side structure. ..
The connection between the underframe and each structure is generally performed by welding or the like via a joint plate, etc., instead of directly connecting the strength members such as the beams of the underframe and the columns of each structure. .. For example, as shown in FIGS. 8 and 9, when the underframe 11 and the front wife structure 12 are connected, the front wife structure 12 is placed on the underframe 11 and the wife pillars 127 and 128 constituting the front wife structure 12 are placed. At the lower end of the gusset, welding is performed through a joint plate 23 called a gusset. At this time, instead of directly welding the underframe 11 and the end pillars 127 and 128 by abutting the underframe 11 and the end pillars 127 and 128, the contact plate 23 is welded to the underframe 11 and the end pillars 127 and 128. By doing so, the underframe 11 and the wife pillars 127 and 128 are connected. By connecting with the joint plate 23, the position of the front end wife structure 12 is adjusted in order to absorb the dimensional variation due to the tolerance by providing a gap between the underframe 11 and the end post columns 127 and 128. It becomes easier. For example, in the railroad vehicle disclosed in Patent Document 1, a wife pillar is placed on an end beam of the underframe, and the underframe and the end pillar are connected by a reinforcing angle.

Japanese Unexamined Patent Publication No. 2011-235733 Japanese Unexamined Patent Publication No. 2011-235728 JP-A-2005-53306

However, the above-mentioned prior art has the following problems.
For example, in the event of an accident in which a railroad vehicle collides head-on with an obstacle on the track, such as a car stuck in a railroad crossing, if the car is a small car such as a passenger car, the underframe of the railroad car will be the car. collide. Since the underframe is equipped with a pillow beam and a middle beam, it has strong rigidity, and it is unlikely that the leading part of the railway vehicle will sink into the passenger compartment due to a collision. Therefore, it is unlikely that passengers and crew members will be injured by the collision obstacles sunk into the passenger compartment, and the safety of the passenger compartment is maintained.

On the other hand, when the vehicle that collided is a large vehicle such as a large truck, the truck bed is often located higher than the underframe of the railroad vehicle, and as shown in FIG. 10, the impact of the collision. The force F may be applied to the front end structure 12 at a position higher than the underframe 11. When an impact force F is applied to the front wife structure 12 at a position higher than the underframe 11, the substantially L-shaped corner portion formed by the underframe 11 and the front wife structure 12 becomes a fulcrum, and a moment is applied to the front wife structure 12. Works. The substantially L-shaped corner portion serving as the fulcrum is the connecting portion between the underframe 11 and the front end wife structure 12, and the underframe 11 and the end end columns 127 and 128 are not directly connected and are via the joint plate 23. Since they are connected, a large load is applied to the joint plate 23. Since the joint plate 23 has low rigidity and is easily deformed, and the welding length cannot be increased, the joint portion between the underframe 11 and the front end wife structure 12 is easily destroyed, and the front end end structure 12 is placed in the vehicle interior. I dig in as if I fell down. Then, there is a high possibility that the colliding obstacle will sink into the passenger compartment and injure passengers and crew members.

Further, since the joint plate 23 is easily deformed and the joint portion between the underframe 11 and the front end structure 12 is easily destroyed, the impact force F due to the collision cannot be absorbed, and the passengers and crew members due to the collision cannot be absorbed. The impact cannot be mitigated. Therefore, there is a high possibility that a passenger or a crew member who has been shocked will be injured by being hit by a sleeve partition on the side of a seat in the passenger compartment or a grip bar.

The present invention is for solving the above-mentioned problems, and it is possible to improve the strength of the joint portion between the front end structure and the underframe, absorb the impact force caused by the collision, and mitigate the impact. The purpose is to provide a variety of railway vehicles.

In order to solve the above problems, the railway vehicle of the present invention has the following configuration.
(1) In a railroad vehicle having an underframe and a front wife structure arranged substantially at right angles to the underframe and coupled to the underframe, the front wife structure is a wife arranged substantially at right angles to the underframe. Having a pillar, the underframe has a projecting portion formed so as to project substantially at right angles to the front end structure, and the underframe and the projecting portion are at the floor side end of the railcar. , Smoothly connected by a curve and forming a substantially L-shape, the protruding part is abutted against the front end face of the underframe railcar, and the underframe is at least at two points, the upper surface side and the lower surface side of the underframe. It is characterized by being combined with.

(2) In the railway vehicle according to (1), the protrusion is characterized in that it is connected to the underframe on an extension of a beam of the underframe arranged along the longitudinal direction of the railway vehicle. To do.
(3) In the railcar according to (1) or (2), the railcar has a roof structure forming the roof of the railcar, and the end pillar is at the upper end so as to face the protrusion. It has a second protrusion, and the end pillar and the second protrusion are smoothly connected by a curve at the roof side end of the railcar, and the end pillar, the protrusion, and the second. It is characterized in that it forms a substantially U-shape with the protruding portion of the roof structure, and the second protruding portion is abutted against the front end surface of the railroad vehicle of the roof structure and is connected to the roof structure.
(4) In the railway vehicle according to (3), the end pillar is characterized in that the cross-sectional area of the end pillar expands from the central portion to both ends in the height direction of the railway vehicle of the end pillar.

The railway vehicle of the present invention has the following actions and effects by having the above configuration.
According to the railroad vehicle described in (1), the joint portion between the front end wife structure and the underframe is not easily destroyed, the impact force caused by the collision can be absorbed, and the impact can be mitigated.

That is, the wife pillars constituting the front wife structure have protrusions formed substantially at right angles to the front wife structure, and the wife pillars and the protrusions are the ends of the wife pillars on the floor side of the railcar. The portions are smoothly connected by curves (for example, arcs) to form a substantially L-shape. Then, the protruding portion is abutted against and connected to the end surface of the underframe on the front side of the railroad vehicle, so that the underframe and the front end structure form a substantially L-shape.
When a railroad vehicle collides with an obstacle on the track and the front wife structure is impacted at a position higher than the underframe, the approximately L-shaped corner between the front wife structure and the underframe becomes the fulcrum, and the front A moment acts on the wife structure, but as mentioned above, the wife pillar is approximately L-shaped and the protruding part is connected to the underframe, so the corners of the approximately L-shape formed by the front wife structure and the underframe are , It is not the joint between the front wife structure and the underframe. Therefore, the fulcrum portion of the moment acting on the front wife structure is destroyed, and the possibility that the front wife structure collapses into the vehicle interior is reduced. If the risk of the front wife structure falling into the passenger compartment is reduced, the risk of collision obstacles falling into the passenger compartment is also reduced, and the possibility of injury to passengers and crew is reduced.

Further, since the end pillar and the protruding portion are smoothly connected by an arc, the substantially L-shaped corner portion formed by the front end structure and the underframe is arcuate. Since the stress is dispersed due to the arc shape, the arc shape portion is widely plastically deformed as a whole, and the impact force due to the collision can be effectively absorbed. By absorbing the impact force due to the collision, it is possible to mitigate the impact on the passengers and crew caused by the collision, and the passengers and crew can hit the sleeve partitions on the side of the seat or the grip bar in the passenger compartment. The chances of being injured are reduced.

Furthermore, when an impact is applied to the front wife structure at a position higher than the underframe, the joint between the protruding part and the underframe becomes a fulcrum, and a moment acts on the front wife structure, causing the protrusion and the underframe to work together. There is a concern that the joint part will be destroyed, but as mentioned above, the substantially L-shaped corner part formed by the front end structure and the underframe is no longer the joint part, and the arc-shaped part of the end pillar is plastically deformed. Since it is promoted and absorbs the impact force, the stress applied to the joint portion between the projecting portion and the underframe is relaxed. Further, the projecting portion is abutted against the end surface of the underframe on the front side of the railway vehicle, and is connected at least at two points, the upper surface side and the lower surface side of the underframe. Since at least two joints where the projecting portion and the underframe are connected are formed in the vertical direction of the railway vehicle, there are two joints when an impact is applied to the front wife structure at a position higher than the underframe. Of the joints, the joint on the upper surface side of the underframe serves as a fulcrum, and a moment acts on the front wife structure, while the joint on the lower surface side of the underframe serves as the fulcrum on the upper surface side. It will resist the moment acting on the structure. Therefore, the joint portion between the protruding portion and the underframe is not easily broken.
Therefore, the risk of the front wife structure falling into the vehicle interior and being sunk is reduced. If the risk of the front wife structure falling into the passenger compartment is reduced, the risk of collision obstacles falling into the passenger compartment is also reduced, and the possibility of injury to passengers and crew is reduced.
Since the end pillar has a protruding part that is smoothly connected by a curve, it is desirable to use a metal rod or pipe such as stainless steel, steel, or aluminum alloy, and bend it with a roller. It is easy to produce by bending and can be mass-produced at low cost.
In addition, by combining two breath members whose cross section is substantially U-shaped and whose web surface is approximately L-shaped with arcs at the corners, a hollow wife pillar with a substantially L-shape is produced. It is possible.

According to the railcar described in (2), when the railcar collides head-on with an obstacle on the track, the impact received by the front wife structure is received by a beam arranged along the vehicle longitudinal direction of the underframe. It is possible to reduce the deformation of the underframe due to a collision.
That is, the leading end of the underframe railcar is generally formed by an end beam extending in the vehicle width direction, and the protrusion of the end column is connected to the end beam. .. When a railroad vehicle collides with an obstacle on the track and the front end structure is impacted, the end beam may be locally impacted where the protrusions are joined. Then, since the locally applied impact force is applied from the direction perpendicular to the longitudinal direction of the end beam, the end beam may be easily deformed.
Therefore, since the underframe generally has a side beam or the like that is arranged and connected along a direction substantially perpendicular to the end beam, that is, a longitudinal direction of the railroad vehicle, it is on an extension line of the side beam or the like. By connecting the end beam and the protruding portion, even if a local impact force is applied to the end beam at the joint portion, the side beam or the like becomes a support and deformation of the end beam can be prevented. As a result, it is possible to prevent deformation of the underframe.

According to the railroad vehicle described in (3), in the wife pillars constituting the front wife structure, not only the protrusion is connected to the underframe, but also the second protrusion is connected to the roof structure. .. Therefore, the front wife structure is supported in two places, the underframe side and the roof structure side, the railroad vehicle collides with an obstacle on the track, and the front wife structure is impacted at a position higher than the underframe. In that case, the risk that the front wife structure will fall into the passenger compartment and sink into the vehicle will be further reduced. If the risk of the front wife structure falling into the passenger compartment is reduced, the risk of collision obstacles falling into the passenger compartment is also reduced, and the possibility of injury to passengers and crew is reduced.

According to the railroad vehicle described in (4), the strength of the end pillar is weakest in the central portion where the cross-sectional area is the smallest, and the strength increases toward both ends. Therefore, when an impact is applied to the front end structure, the central portion having a small cross-sectional area and low strength is plastically deformed to more effectively absorb the impact force. By absorbing the impact force due to the collision, it is possible to mitigate the impact on the passengers and crew caused by the collision, and the passengers and crew can hit the sleeve partitions on the side of the seat or the grip bar in the passenger compartment. The chances of being injured are reduced.
When the end pillar whose cross-sectional area expands from the central portion to both ends as described above is formed by a hollow member, the hollow member is pressed with a substantially U-shaped cross section. A method of constructing by combining two members can be considered.

It is a figure which shows the side surface of the railroad vehicle 1 which concerns on this invention. It is a perspective view which shows the coupling state of the underframe 11 and the front end structure 12 which concerns on 1st Embodiment. It is sectional drawing which shows the joint part of the underframe 11 and the front end structure 12 which concerns on 1st Embodiment. In the first embodiment, it is a figure showing a deformed state in which an impact force F is applied to the front end wife structure 12. It is a perspective view which shows the coupling state of the underframe 11 and the front end structure 12 which concerns on 2nd Embodiment. It is sectional drawing which shows the joint part of the roof structure 14 and the front end structure 12 which concerns on 2nd Embodiment. In the second embodiment, it is a figure showing a deformed state in which an impact force F is applied to the front end wife structure 12. It is a perspective view which shows the coupling state of the underframe 11 and the front end structure 12 in the prior art. It is sectional drawing which shows the joint part of the underframe 11 and the front end structure 12 in the prior art. FIG. 5 is a diagram showing a state in which an impact force F is applied to the front end wife structure 12 in the prior art and is destroyed.

The first embodiment of the railway vehicle 1 of the present invention will be described in detail with reference to the drawings.
FIG. 1 is a side view of a railroad vehicle 1 according to an embodiment of the present invention. As shown in FIG. 1, the vehicle body 2 of the railcar 1 is erected at one end of the underframe 11 forming the floor surface and the underframe 11 in the vehicle longitudinal direction to form the front portion of the vehicle body 2. The front wife structure 12 and the continuous wife structure 15 that forms a connecting portion of the vehicle body 2 by being erected at the other end of the underframe 11 and the underframe 11 are erected at both ends in the vehicle width direction. As a result, the side structure 13 forming the side surface of the vehicle body 2 and the roof structure 14 forming the roof of the vehicle body 2 by being arranged at the upper ends of the front wife structure 12, the continuous wife structure 15, and the side structure 13 are formed. The vehicle body 2 is supported by a bogie 16 having wheels 17 via a pillow spring 24. The side structure 13 is provided with a crew entrance 19A leading to the driver's seat, a passenger entrance 19B leading to the passenger compartment, and a window 19C.
Further, at the end of the underframe 11 in the longitudinal direction of the vehicle, a coupler 18 is provided so as to project outward in the longitudinal direction of the vehicle from the front end structure 12 and the continuous end structure 15, and an adjacent railcar. It is possible to connect each other.

FIG. 2 is a perspective view showing a connected state between the underframe 11 and the front end wife structure 12.
As shown in FIG. 2, the underframe 11 includes an end beam 111, a pair of side beams 112, a pillow beam 113, and a pair of middle beams 114. The end beam 111 forms an end portion of the underframe 11 in the vehicle longitudinal direction, and the end portions of the side beam 112 are joined to both ends of the end beam 111 so that the end beam 111 and the side beam 112 are orthogonal to each other. ing. A pillow beam 113 to which the carriage 16 is attached extends in the vehicle width direction between the pair of side beams 112 facing each other, and both ends of the pillow beam 113 in the vehicle width direction are connected to the side beams 112. A pair of middle beams 114 extend in parallel with the side beams 112 between the pillow beam 113 and the end beam 111, and the ends of the middle beam 114 in the vehicle longitudinal direction are the end beam 111 and the pillow beam, respectively. It is coupled to 113.
Further, the underframe 11 includes a lateral reinforcing beam 115 and a vertical reinforcing beam 116 between the side beam 112 and the middle beam 114. One end of the lateral reinforcing beam 115 is connected to the side beam 112, and the other end is connected to the middle beam 114. Further, one end of the vertical reinforcing beam 116 is connected to the central portion in the longitudinal direction of the horizontal reinforcing beam 115, and the other end is connected to the end beam 111.
The end beam 111, side beam 112, pillow beam 113, middle beam 114, horizontal reinforcing beam 115, and vertical reinforcing beam 116 are made of a metal plate such as stainless steel, steel, or aluminum alloy to have a substantially U-shaped cross section or a tubular shape. It is generally formed, and the connections between the beams are made by welding.

A front end structure 12 is joined to the end of the underframe 11 in the vehicle longitudinal direction at a substantially right angle to the underframe 11.
The front end wife structure 12 includes an end end plate 121, a corner column 122 joined to the end end outer plate 121 by welding, a gangway column 123, and an end column 124.
The end skin plate 121 has a substantially rectangular through-passage opening 121b in the center, and two window openings 121a forming a driver's seat window are provided so as to sandwich the through-passage opening 121b. There is.
Further, on the end skin plate 121, a corner pillar 122 extending from the lower end portion to the upper end portion in the height direction of the railroad vehicle 1 of the end end plate 121 and a gangway pillar 123 are each provided by the railroad vehicle 1 of the end end plate 121. Both ends in the width direction and both sides of the gangway opening 121b are arranged and connected.
Further, a wife pillar 124 extending from the lower end of the railroad vehicle 1 height direction of the wife outer plate 121 to the lower end of the window opening 121a is between the corner pillar 122 and the gangway pillar 123 sandwiching the window opening 121a. Arranged and combined.

The corner pillar 122, the gangway pillar 123, and the end pillar 124 are provided with projecting portions 122a, 123a, 124a at the lower end portions thereof so as to project substantially at right angles to the front end end structure 12, respectively. It forms a character shape. Then, the corner pillar 122 and the protruding portion 122a are smoothly connected by the through-passage pillar 123 and the protruding portion 123a, and the end pillar 124 and the protruding portion 124a are smoothly connected by an arc.
Since the corner pillar 122, the gangway pillar 123, and the end pillar 124 each have protrusions 122a, 123a, 124a that are smoothly connected by a curved line, it is desirable to perform production by bending with a roller. It is easy to produce by bending and can be mass-produced at low cost. Further, it is desirable to use a member having a closed cross section or a solid member so that stable bending can be performed. When a member having a closed cross section is used, it is possible to perform a more stable bending process by filling the inside with rubber, resin, or the like.
Further, by combining two breath members having a substantially U-shaped cross section and a substantially L-shaped web surface having arcs at the corners, the web surface has a substantially L-shaped shape, and the hollow corner pillar 122, It is possible to produce the through-passage pillar 123 and the end pillar 124.

The protrusions 122a, 123a, 124a are connected to the end beam 111 so as to be abutted against the end surface of the end beam 111 on the outer side in the vehicle longitudinal direction.
The protruding portions 122a of the corner pillar 122 connected to both ends of the railcar 1 width direction of the end skin plate 121 are connected so as to be located on the extension line of the side beam 112 in the vehicle longitudinal direction, and the end. Since the projecting portion 124a of the column 124 is connected so as to be located on the extension line of the vertical reinforcing beam 116 in the vehicle longitudinal direction, the front end wife structure 12 will move when the railcar 1 collides head-on with an obstacle on the track. The received impact can be received by the side beam 112 or the vertical reinforcing beam 116, and the deformation of the underframe 11 due to the collision can be reduced.

That is, when the railroad vehicle 1 collides with an obstacle on the track and the front end beam structure 12 is impacted, the end beam 111 is locally located at the position where the protrusions 122a and 124a of the end beam 111 are connected. Impact force may be applied to. Then, since the locally applied impact force is applied from the direction perpendicular to the longitudinal direction of the end beam 111, the end beam 111 may be easily deformed.
Therefore, by connecting the end beam 111 and the projecting portions 122a and 124a on the extension line of the side beam 112 which is arranged along the longitudinal direction of the vehicle and is connected to the end beam 111 and the vertical reinforcing beam 116, the end beam Even if a local impact force is applied to the portion where the projecting portions 122a and 124a are connected to the 111, the side beam 112 and the vertical reinforcing beam 116 serve as a support to prevent the end beam 111 from being deformed. As a result, it is possible to prevent the underframe 11 from being deformed.
In FIG. 2, since the arrangement interval of the pair of through-passage columns 123 is wider than the arrangement interval of the pair of middle beams 114, the protruding portion 123a is positioned on the extension line of the middle beams 114 in the vehicle longitudinal direction. Although it is not connected to the end beam 111, for example, by bending the end portion of the middle beam 114 on the end beam 111 side, the distance between the pair of middle beams 114 increases toward the end beam 111. It may be formed so that the protruding portion 123a is located on an extension line in the longitudinal direction of the vehicle at the joint portion between the middle beam 114 and the end beam 111.

The joint portion between the underframe 11 and the front end wife structure 12 will be described in more detail with reference to FIG.
The end faces of the projecting portions 122a, 123a, 124a protruding from the corner pillar 122, the gangway pillar 123, and the end pillar 124, respectively, and the end face of the end beam 111 constituting the underframe 11 on the vehicle front side are connected via the spacer 21. Arrange them so that they match each other. The spacer 21 plays a role of adjusting the gap between the projecting portions 122a, 123a, 124a and the end beam 111 in order to absorb the dimensional variation due to the tolerance, and the railroad vehicle 1 collides with an obstacle on the track, and the front end wife. When an impact is applied to the structure 12, it has a role of transmitting an impact force from the corner column 122, the through-passage column 123, and the end column 124 to the underframe 11.

The end beam 111 and the protrusions 122a, 123a, 124a are welded and connected at two positions, the upper end surface side and the lower end surface side, of the end beam 111 and the protrusions 122a, 123a, 124a.
That is, the welded portions 122b, 123b, 124b project in the vehicle longitudinal direction from the upper end of the end surface of the protruding portions 122a, 123a, 124a facing the end beam 111, and the welded portions 122b, 123b, 124b are end beams 111. It touches so that it can be placed on the upper end surface of. Then, the welded portions 122b, 123b, 124b and the upper end surface of the end beam 111 are welded.
Further, the lower end surfaces of the protruding portions 122a, 123a, 124a and the lower end surfaces of the end beams 111 are arranged so that the connecting plate 20 is in contact with the lower end surfaces of the protruding portions 122a, 123a, 124a and the connecting plate 20. It is welded, and the lower end surface of the end beam 111 and the joint plate 20 are welded.

Next, with reference to FIG. 4, a case where the railroad vehicle 1 collides head-on with an obstacle on the track and an impact force F is applied to the front end wife structure 12 at a position higher than the underframe 11 will be described.
When the obstacle that the railcar 1 collides head-on with is a large truck or the like, the truck bed is often located higher than the underframe 11 of the railcar, as shown in FIG. , The impact force F of the collision may be applied to the front end structure 12 at a position higher than the underframe 11. When an impact force F is applied to the front wife structure 12 at a position higher than the underframe 11, the substantially L-shaped corner portion formed by the underframe 11 and the front wife structure 12 becomes a fulcrum, and a moment is applied to the front wife structure 12. Works.
In the prior art, the substantially L-shaped corner portion serving as the fulcrum is the connecting portion between the underframe 11 and the front end wife structure 12, and the underframe 11 and the end end columns 127 and 128 are not directly connected to each other. Since they are connected via the plate 23, a large load is applied to the joint plate 23. Since the joint plate 23 has low rigidity and is easily deformed, and the welding length cannot be made large, the joint portion between the underframe 11 and the front end structure 12 is easily broken (FIGS. 9 and 10). reference).

On the other hand, in the present invention, since the protruding portions 122a, 123a, 124a are formed on the corner pillar 122, the gangway pillar 123, and the end pillar 124 so as to project substantially at right angles to the front end end structure 12, the railway vehicle. 1 It has a substantially L-shape when viewed from the side surface. The substantially L-shaped corner portion formed by the underframe 11 and the front end wife structure 12 is not the joint portion between the underframe 11 and the front end end structure 12, and the corner column 122 and the protruding portion 122a are further formed as a through-passage column. Since the 123 and the projecting portion 123a are smoothly connected to each other by the arcs of the end pillar 124 and the projecting portion 124a, the substantially L-shaped corner portion formed by the underframe 11 and the front end structure 12 is a circle. It has an arc shape.

When the railroad vehicle 1 collides with an obstacle on the track and the front wife structure 12 is impacted at a position higher than the underframe 11, a substantially L-shaped corner portion formed by the front wife structure 12 and the underframe 11 Is a fulcrum, and a moment acts on the front end wife structure 12, but as described above, since the projecting portions 122a, 123a, 124a are connected to the underframe 11, the front end end structure 12 and the underframe 11 form a substantially L. At the corners of the character shape, not the joint between the front wife structure 12 and the underframe 11, but the fulcrum part of the moment acting on the front wife structure 12 is destroyed, and the front wife structure 12 may collapse into the vehicle interior. Is reduced. Therefore, the possibility that the colliding obstacle will be sunk into the passenger compartment is reduced, and the possibility of injuring passengers and crew members is reduced.

Further, since the corner pillar 122, the gangway pillar 123, and the end pillar 124 and the protrusions 122a, 123a, 124a are smoothly connected by an arc, the front end end structure 12 and the underframe 11 have a substantially L-shape. The corners are arcuate. Since the stress is dispersed due to the arc shape, the arc shape portion is widely plastically deformed as a whole, and the impact force F due to the collision can be effectively absorbed. By absorbing the impact force F due to the collision, it is possible to mitigate the impact on the passengers and crew due to the collision, and the passengers and crew can use it as a sleeve partition on the side of the seat, a grip bar, etc. in the passenger compartment. The chances of being hit and injured are reduced.

Here, the connecting portion between the protruding portions 122a, 123a, 124a and the underframe 11 serves as a fulcrum, a moment acts on the front end structure 12, and the connecting portion between the protruding portions 122a, 123a, 124a and the underframe 11 is destroyed. However, as mentioned above, the substantially L-shaped corners formed by the front wife structure and the underframe are no longer joints, which promotes plastic deformation of the front wife structure and reduces the impact force F. Since it is absorbed, the stress applied to the joint portion between the protruding portions 122a, 123a, 124a and the underframe 11 is relaxed. Further, the projecting portions 122a, 123a, 124a are abutted against the end surface of the underframe 11 on the front side of the railroad vehicle, and are connected at least at two positions on the upper surface side and the lower surface side of the underframe 11. Since at least two connecting portions in which the projecting portions 122a, 123a, 124a and the underframe 11 are connected are formed in the vertical direction of the railroad vehicle 1, the front end wife structure 12 is formed at a position higher than the underframe 11. When an impact is applied, of the two joints, the joint on the upper surface side of the underframe 11 serves as a fulcrum, and a moment acts on the front end structure 12, while the joint on the lower surface of the underframe 11 With the connecting portion on the upper surface side as a fulcrum, the moment acting on the front end wife structure 12 is resisted. Therefore, the joint portion between the protruding portions 122a, 123a, 124a and the underframe 11 is not easily broken.
Therefore, the possibility that the front wife structure 12 will fall into the vehicle interior is reduced, and the possibility that the colliding obstacle will be depressed into the vehicle interior is also reduced, so that the passengers and crew members are less likely to be injured.

As described above, according to the railway vehicle 1 of the first embodiment,
(1) In a railroad vehicle 1 having an underframe 11 and a front end wife structure 12 arranged substantially perpendicular to the underframe 11 and coupled to the underframe 11, the front end end structure 12 is relative to the underframe 11. Having a corner pillar 122, a through-passage pillar 123, and a tail pillar 124 arranged substantially at right angles, the corner pillar 122, the through-passage pillar 123, and the end pillar 124 are formed so as to project substantially at right angles to the front end wife structure 12. It has protruding portions 122a, 123a, 124a, and the corner pillar 122, the through-passage pillar 123, and the end pillar 124 and the protrusions 122a, 123a, 124a are the railways of the corner pillar 122, the through-passage pillar 123, and the end pillar 124. At the floor side end of the vehicle 1, it is smoothly connected by a curve to form a substantially L shape, and the protrusions 122a, 123a, 124a are abutted against the front end surface of the railcar 1 of the underframe 11. Since it is characterized in that it is connected to the underframe 11 at least at two locations, the upper surface side and the lower surface side of the underframe 11, the joint portion between the front end structure 12 and the underframe 11 is not easily destroyed and collides. It is possible to absorb the impact force F caused by the above and alleviate the impact.

That is, the corner pillar 122, the gangway pillar 123, and the wife pillar 124 constituting the front end wife structure 12 have protrusions 122a, 123a, 124a formed substantially perpendicular to the front end end structure 12, and the protrusions 122a. , 123a, 124a are abutted against and connected to the front end surface of the railroad vehicle 1 of the underframe 11, so that the underframe 11 and the front end wife structure 12 form a substantially L-shape.
When the railroad vehicle 1 collides with an obstacle on the track and the front wife structure 12 is impacted at a position higher than the underframe 11, a substantially L-shaped corner portion formed by the front wife structure 12 and the underframe 11 Is a fulcrum, and a moment acts on the front wife structure 12, but as described above, the corner pillar 122, the through-passage pillar 123, and the wife pillar 124 have a substantially L-shape, and the front wife structure 12 and the underframe 11 form a substantially L shape. The corner portion of the character shape is not a connecting portion between the front end structure 12 and the underframe 11. Therefore, the fulcrum portion of the moment acting on the front wife structure 12 is destroyed, the risk of the front wife structure 12 collapsing into the vehicle interior is reduced, and the risk of the collision obstacle being depressed into the vehicle interior is also reduced. And the crew are less likely to be injured.

Further, since the corner pillar 122, the gangway pillar 123, and the end pillar 124 and the protrusions 122a, 123a, 124a are smoothly connected by an arc, the front end end structure 12 and the underframe 11 have a substantially L-shape. The corners are arcuate. Since the stress is dispersed due to the arc shape, the arc shape portion is widely plastically deformed as a whole, and the impact force F due to the collision can be effectively absorbed. By absorbing the impact force F due to the collision, it is possible to mitigate the impact on the passengers and crew due to the collision, and the passengers and crew can use it as a sleeve partition on the side of the seat, a grip bar, etc. in the passenger compartment. The chances of being hit and injured are reduced.

Furthermore, when an impact is applied to the front wife structure 12 at a position higher than the underframe 11, the joint portion between the protruding portions 122a, 123a, 124a and the underframe 11 becomes a fulcrum, and a moment is applied to the front wife structure 12. There is a concern that the joint portion between the protruding portions 122a, 123a, 124a and the underframe 11 will be destroyed, but as described above, the substantially L-shaped corner portion formed by the front end structure 12 and the underframe 11. Is no longer a joint portion, and plastic deformation of the arcuate portion of the corner column 122, the through-passage column 123, and the end column 124 is promoted, and the impact force F is absorbed, so that the projecting portions 122a, 123a, 124a and the underframe 11 The stress applied to the joint part of is relieved. Further, the projecting portions 122a, 123a, 124a are abutted against the end surface of the underframe 11 on the front side of the railroad vehicle 1, and are connected at least at two positions on the upper surface side and the lower surface side of the underframe 11. Since at least two connecting portions in which the projecting portions 122a, 123a, 124a and the underframe 11 are connected are formed in the vertical direction of the railroad vehicle 1, the front end wife structure 12 is formed at a position higher than the underframe 11. When an impact is applied, of the two joints, the joint on the upper surface side of the underframe 11 serves as a fulcrum, and a moment acts on the front end structure 12, while the joint on the lower surface of the underframe 11 With the connecting portion on the upper surface side as a fulcrum, the moment acting on the front end wife structure 12 is resisted. Therefore, the joint portion between the protruding portions 122a, 123a, 124a and the underframe 11 is not easily broken.
Therefore, the possibility that the front wife structure 12 will fall into the vehicle interior is reduced, and the possibility that the colliding obstacle will be depressed into the vehicle interior is also reduced, so that the passengers and crew members are less likely to be injured.
Further, by combining two breath members having a substantially U-shaped cross section and a substantially L-shaped web surface having arcs at the corners, the web surface has a substantially L-shaped shape, and the hollow corner pillar 122, It is possible to produce the through-passage pillar 123 and the end pillar 124.

(2) In the railcar 1 according to (1), the protruding portions 122a and 124a are on the extension lines of the side beams 112 and the vertical reinforcing beams 116 of the underframe 11 arranged along the longitudinal direction of the railcar. Since it is coupled to the underframe 11, the impact received by the front end wife structure 12 when the railcar 1 collides head-on with an obstacle on the track is applied along the vehicle longitudinal direction of the underframe 11. It can be received by the side beams 112 and the vertical reinforcing beams 116 arranged so as to reduce the deformation of the underframe 11 due to the collision.
That is, the leading end of the railcar 1 of the underframe 11 is generally formed by end beams 111 extending in the vehicle width direction, and the protruding portion 122a of the corner pillar 122 and the end pillar 124. , 124a are coupled to the end beam 111. When the railroad vehicle 1 collides with an obstacle on the track and the front end beam structure 12 is impacted, the end beam 111 is locally subjected to an impact force at the position where the protrusions 122a and 124a are connected. there is a possibility. Then, since the locally applied impact force is applied from the direction perpendicular to the longitudinal direction of the end beam 111, the end beam 111 may be easily deformed.
Therefore, the underframe 11 and the end beam 111 are on the extension line of the side beam 112 and the vertical reinforcing beam 116 which are arranged and connected along the direction substantially perpendicular to the end beam 111, that is, the longitudinal direction of the railway vehicle 1. By connecting the projecting portions 122a and 124a, even if a local impact force is applied to the end beam 111 at the joint portion, the side beam 112 and the vertical reinforcing beam 116 serve as a support, and the end beam 111 is deformed. It can be prevented, and thus the deformation of the underframe 11 can be prevented.

Next, a second embodiment of the railway vehicle 1 of the present invention will be described in detail with reference to the drawings.
The form of the railroad vehicle 1 is the same as that of the first embodiment shown in FIG.
FIG. 5 is a perspective view showing a connected state between the underframe 11 and the front end wife structure 12.
The configuration of the underframe 11 is the same as that of the first embodiment, and the front end beam structure 12 is substantially perpendicular to the underframe 11 on the end beam 111 forming the end portion of the underframe 11 in the vehicle longitudinal direction. Is combined with.

The front wife structure 12 includes a wife outer plate 121, a corner pillar 125, a gangway pillar 126, and a wife pillar 127.
The end skin plate 121 has a roof portion 121c protruding in the longitudinal direction of the vehicle at the upper end portion, and has a substantially L-shape.

Further, a wife pillar 127 extending from the lower end portion of the wife outer plate 121 in the vehicle height direction to the lower end portion of the window opening 121a is arranged between the corner pillar 125 and the gangway pillar 126 sandwiching the window opening 121a. , Are combined.
The corner pillar 125 and the gangway pillar 126 are provided with projecting portions 125a and 126a at the lower end portions so as to project substantially at right angles to the front end structure 12, and at the upper end portions, respectively, a second The projecting portions 125c and 126c of the above are provided so as to project substantially at right angles to the front end structure 12, and form a substantially U-shape. Then, the corner pillar 125 and the protruding portion 125a are smoothly connected to each other by a curved line, and the corner pillar 125 and the second protruding portion 125c are connected to the through-passage pillar 126. And the second protrusion 126c are smoothly connected by a curved line. Further, the cross-sectional area of the corner pillar 125 and the gangway pillar 126 is the smallest at the central portion of the end pillar in the height direction of the railroad vehicle, and expands from the central portion toward both ends.

The end pillar 127 is provided at the lower end portion so that a projecting portion 127a projects at a substantially right angle to the front end end structure 12, and has a substantially L-shape. Then, the end pillar 127 and the protruding portion 127a are smoothly connected by an arc. The cross-sectional area of the end pillar 127 is the smallest at the upper end and expands from the upper end to the lower end.
When the corner pillar 125, the gangway pillar 126, and the end pillar 127 are formed of hollow members, the hollow members are formed by combining two press members having a substantially U-shaped cross section. A method is conceivable.

Similar to the first embodiment, the projecting portions 125a, 126a, 127a are connected to the end beam 111 so as to be abutted against the end surface of the end beam 111 on the outer side in the vehicle longitudinal direction, and the welded portion 125b , 126b, 127b and the coupling plate 20 are joined by welding at two locations on the upper surface side and the lower surface side of the end beam 111, which is the same as that of the first embodiment (see FIG. 3).
Further, the second protrusions 125c and 126c are connected to the rafters 142 so as to be abutted against the outer end faces of the rafters 142 of the roof structure 14 in the vehicle longitudinal direction.

The joint portion between the front end wife structure 12 and the roof structure 14 will be described in more detail with reference to FIG.
The end faces of the second protrusions 125c and 126c and the end faces of the rafters 142 constituting the roof structure 14 on the vehicle front side are arranged so as to abut each other via the spacer 21. The spacer 21 plays a role of adjusting the gap between the second protrusions 125c and 126c and the rafters 142 in order to absorb the dimensional variation due to the tolerance, and the railroad vehicle 1 collides with an obstacle on the track, and the front wife When an impact is applied to the structure 12, it has a role of transmitting an impact force from the corner pillar 125 and the through-passage pillar 126 to the rafter 142.

The rafters 142 and the second protrusions 125c and 126c are welded and joined on the lower end surface side of the rafters 142 and the second protrusions 125c and 126c.
That is, the welded portions 125d and 126d project in the longitudinal direction of the vehicle from the lower end portions of the end faces of the second protruding portions 125c and 126c facing the rafters 142, and the welded portions 125d and 126d are placed on the lower end surfaces of the rafters 142. We are in contact with each other. Then, the welded portions 125d and 126d and the lower end surface of the rafter 142 are welded.
Further, the roof portion 121c of the end outer plate 121 is abutted against the front end surface of the railway vehicle 1 of the roof outer plate 141 and is joined by welding.

Next, with reference to FIG. 7, a case where the railroad vehicle 1 collides head-on with an obstacle on the track and an impact force F is applied to the front end wife structure 12 at a position higher than the underframe 11 will be described.
When the obstacle that the railcar 1 collides head-on with is a large truck or the like, the truck bed is often located higher than the underframe 11 of the railcar 1, as shown in FIG. In addition, the impact force F of the collision may be applied to the front end structure 12 at a position higher than the underframe 11. However, in the corner columns 125 and the through-passage columns 126 constituting the front end structure 12, not only the protrusions 125a and 126a are connected to the underframe 11, but also the second protrusions 125c and 126c are connected to the roof structure 14. Therefore, even if the impact force F is applied to the front wife structure 12, the front wife structure 12 is supported by the underframe 11 side and the roof structure 14 side, and the front wife structure 12 is supported by the front wife structure 12. The risk of falling into the passenger compartment is further reduced, and the risk of collision obstacles falling into the passenger compartment is also reduced, reducing the possibility of injury to passengers and crew.

Further, since the cross-sectional area of the corner pillar 125 and the gangway pillar 126 expands from the central portion to both ends in the height direction of the railroad vehicle of the corner pillar 125 and the gangway pillar 126, the corner pillar 125 and the through-passage pillar 126 The strength of the gangway column 126 is weakest at the central portion having the smallest cross-sectional area, and increases toward both ends. Therefore, when an impact is applied to the front end structure 12, the central portion having low strength is plastically deformed as shown in FIG. 7. The impact force F is absorbed more effectively by plastically deforming the central portion. By absorbing the impact force F due to the collision, it is possible to mitigate the impact on the passengers and crew due to the collision, and the passengers and crew can use it as a sleeve partition on the side of the seat, a grip bar, etc. in the passenger compartment. The chances of being hit and injured are reduced.

As described above, according to the railway vehicle 1 of the second embodiment,
(3) In the railcar 1 according to (1) or (2), the railcar 1 has a roof structure 14 forming the roof of the railcar 1, and the corner pillar 125 and the through-passage pillar 126 have upper ends. The second protrusions 125c and 126c are provided so as to face the protrusions 125a and 126a, and the corner pillar 125 and the through-passage pillar 126 and the second protrusion 125c and 126c are the corner pillar 125 and the penetration. At the roof side end of the railcar 1 of the road pillar 126, the corner pillar 125 and the through road pillar 126, the protrusions 125a and 126a, and the second protrusions 125c and 126c are substantially connected by a curved line. The front surface is characterized in that it has a U-shape, and the second protrusions 125c and 126c are abutted against the front end face of the railcar 1 of the roof structure 14 and are connected to the roof structure 14. In the corner pillar 125 and the through-passage pillar 126 constituting the wife structure 12, not only the protrusions 125a and 126a are connected to the underframe 11, but also the second protrusions 125c and 126c are connected to the roof structure 14. It becomes. Therefore, the front wife structure 12 is supported at two places, the underframe 11 side and the roof structure 14 side, and the railroad vehicle 1 collides with an obstacle on the track, and the front wife is at a position higher than the underframe 11. When the structure 12 receives an impact, the possibility that the front wife structure 12 collapses into the vehicle interior is further reduced. When the risk of the front wife structure 12 falling into the passenger compartment is reduced, the risk of the colliding obstacle falling into the passenger compartment is also reduced, and the possibility of injury to passengers and crew members is reduced.

(4) In the railcar 1 according to (3), the corner pillar 125 and the gangway pillar 126 have cross-sectional areas from the center to both ends of the corner pillar 125 and the gangway pillar 126 in the height direction of the railcar 1. Since it is characterized by expanding toward, the strength of the corner pillar 125 and the gangway pillar 126 is weakest at the central portion having the smallest cross-sectional area, and increases toward both ends. Therefore, when an impact is applied to the front end structure 12, the central portion having a small cross-sectional area and low strength is plastically deformed to more effectively absorb the impact force F. By absorbing the impact force F due to the collision, it is possible to mitigate the impact on the passengers and crew due to the collision, and the passengers and crew can use it as a sleeve partition on the side of the seat, a grip bar, etc. in the passenger compartment. The chances of being hit and injured are reduced.
In addition, when the corner pillar 125 and the gangway pillar 126 whose cross-sectional area expands from the central portion to both ends are formed by the hollow member as described above, the hollow member is substantially cross-sectioned. A method is conceivable in which two press members in the shape of a figure are combined.

It should be noted that the above embodiment is merely an example and does not limit the present invention in any way. Therefore, as a matter of course, the present invention can be improved and modified in various ways without departing from the gist thereof.
For example, the corner pillar 122, the gangway pillar 123 and the end pillar 124, and the protrusions 122a, 123a, 124a are assumed to be smoothly connected by arcs, respectively, but they may be curved and are limited to arcs. is not.

1 Railroad vehicle 11 Underframe 12 Front wife structure 13 Side structure 14 Roof structure 122 Corner pillar (an example of wife pillar)
123 Gangway pillar (an example of wife pillar)
124 Wife pillar 122a, 123a, 124a Protruding part

Claims (4)

In a railroad vehicle having an underframe and a front end structure that is arranged substantially at right angles to the underframe and is coupled to the underframe.
The front wife structure has a wife column arranged at a substantially right angle to the underframe.
The end pillar has a projecting portion formed so as to project at a substantially right angle to the front end structure, and the end column and the projecting portion are the floor side end portion of the end column of the railcar. In, smoothly connected by a curve to form a substantially L-shape,
The protruding portion is abutted against the front end surface of the railroad vehicle of the underframe, and is connected to the underframe at least at two positions, the upper surface side and the lower surface side of the underframe.
A railroad vehicle featuring. In the railway vehicle according to claim 1,
The protrusion is connected to the underframe on an extension of a beam of the underframe arranged along the longitudinal direction of the railway vehicle.
A railroad vehicle featuring. In the railway vehicle according to claim 1 or 2.
The railroad vehicle has a roof structure that forms the roof of the railroad vehicle.
The end pillar has a second protrusion at the upper end so as to face the protrusion, and the end pillar and the second protrusion are the roof of the railroad vehicle of the end pillar. At the side end, the end column is smoothly connected by a curve, and the end column, the protrusion, and the second protrusion form a substantially U-shape.
The second protrusion is abutted against the front end surface of the railroad vehicle of the roof structure and is connected to the roof structure.
A railroad vehicle featuring. In the railway vehicle according to claim 3,
The cross-sectional area of the end pillar expands from the central portion of the end pillar in the height direction of the railroad vehicle toward both ends.
A railroad vehicle featuring.

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