JP3848355B2

JP3848355B2 - Rail vehicle

Info

Publication number: JP3848355B2
Application number: JP2005260706A
Authority: JP
Inventors: 隆久山本; 澄生奥野; 俊昭牧野; 佳彦稲
Original assignee: Hitachi Ltd
Current assignee: Hitachi Ltd
Priority date: 2005-09-08
Filing date: 2005-09-08
Publication date: 2006-11-22
Anticipated expiration: 2022-09-02
Also published as: JP2005350065A

Description

本発明は、鉄道車両等の車体に係り、軽合金製中空形材によって構成される鉄道車体に好適である。 The present invention relates to a vehicle body such as a railway vehicle, and is suitable for a railway vehicle body constituted by a light alloy hollow shape member.

鉄道車両において、衝突の際、乗客に加わる衝撃力を緩和することが求められている。特許文献１のように、先頭の車体の先頭部に衝突時の衝撃によって生成するエネルギーをその変形によって吸収するようにしている。この緩衝装置は衝撃方向に対して垂直な面内に三角形を有するエレメントやハニカムパネル等からなる。緩衝装置は衝撃方向に対して並列にまた衝撃方向に沿ってそれぞれ複数に設置している。 In a railway vehicle, it is required to reduce the impact force applied to passengers in the event of a collision. As in Patent Document 1, the energy generated by the impact at the time of collision is absorbed by the deformation of the head portion of the head vehicle body. This shock absorber includes an element having a triangle in a plane perpendicular to the impact direction, a honeycomb panel, and the like. A plurality of shock absorbers are installed in parallel with each other along the impact direction.

部材を接合する手段として、摩擦攪拌接合が提案され、鉄道車両にも適用されている。これは特許文献２に示されている。 Friction stir welding has been proposed as a means for joining members, and is also applied to railway vehicles. This is shown in Patent Document 2.

特許文献３によれば、部材に対して摩擦攪拌処理を行うと、摩擦攪拌処理の部分の金属組織が微細になり、エネルギー吸収値が高くなることが報告されている。 According to Patent Document 3, it is reported that when the friction stir processing is performed on the member, the metal structure of the portion of the friction stir processing becomes fine and the energy absorption value increases.

これはアルミニウム合金の中空の押出し材に対して、輪状またはらせん状に摩擦攪拌処理して、自動車のステアリング用シャフトに用いている。衝撃エネルギーの方向に対して直角方向に摩擦攪拌処理されており、この部分で衝撃エネルギーを吸収する。また、長さの短い筒を衝撃エネルギーの方向に沿って直列に配置し、部材同士を摩擦攪拌接合して構成している。
特開平７−１８６９５１号公報（ＵＳＰ５７１５７５７）特許第３０１４６５４号公報（ＥＰ０７９７０４３Ａ２）特開平１１−５１１０３号公報 This is used for a steering shaft of an automobile by subjecting an aluminum alloy hollow extruded material to a frictional stirring treatment in a ring shape or a spiral shape. Friction stirring is performed in a direction perpendicular to the direction of impact energy, and this portion absorbs impact energy. In addition, a short cylinder is arranged in series along the direction of impact energy, and the members are configured by friction stir welding.
JP-A-7-186951 (USP 5715757) Japanese Patent No. 3014654 (EP0797043A2) Japanese Patent Laid-Open No. 11-51103

前記特許文献１では鉄道車両における衝突時の緩衝装置が提案されている。この緩衝装置は多数の緩衝装置からなり、乗客の安全を図っている。 Patent Document 1 proposes a shock absorber at the time of a collision in a railway vehicle. This shock absorber is composed of a large number of shock absorbers and is intended for passenger safety.

緩衝装置は車体に設けるので、乗客スペースの確保の点から緩衝装置の長さは短いほうがよい。 Since the shock absorber is provided in the vehicle body, the length of the shock absorber is preferably short from the viewpoint of securing passenger space.

本発明は、衝撃エネルギーを大きく吸収できる軌条車両を提供することを目的とする。 An object of this invention is to provide the rail vehicle which can absorb impact energy largely.

上記目的は、車体の走行方向の端部を構成する部材が緩衝装置になっており、前記緩衝装置は、複数の中空部を有する押出し形材からなり、該押出し形材は実質的に平行な２枚の面板と、これに接続する複数の接続板と、からなり、前記押出し形材は、その押出し方向を車体の長手方向に向けており、前記押出し形材の幅方向の一方の端部には前記２枚の面板を接合した板があること、によって達成できる。 The above object is that the member constituting the end of the vehicle body in the traveling direction is a shock absorber, and the shock absorber comprises an extruded shape member having a plurality of hollow portions, and the extruded shape members are substantially parallel. It consists of two face plates and a plurality of connection plates connected thereto, and the extruded shape member has its extruding direction oriented in the longitudinal direction of the vehicle body, and one end portion in the width direction of the extruded shape member Can be achieved by having a plate in which the two face plates are joined.

本発明によれば、衝撃エネルギーを吸収して安全な軌条車両を提供できるものである。 According to the present invention, it is possible to provide a safe rail vehicle by absorbing impact energy.

本発明の一実施例を図１〜図１２により説明する。理解を容易にするために、図１は各車体を分割して示し、図２は車体とその先頭部とを分割して示している。図９、図１０において、（Ａ）は圧縮前の形状を示し、（Ｂ）は圧縮後の形状を模式的に示すものである。図５、図７、図９、図１０において中空形材のトラスの数は一致していない。 An embodiment of the present invention will be described with reference to FIGS. In order to facilitate understanding, FIG. 1 shows each vehicle body in a divided manner, and FIG. 2 shows the vehicle body and its leading portion in a divided manner. 9 and 10, (A) shows the shape before compression, and (B) schematically shows the shape after compression . In FIGS. 5, 7, 9, and 10, the number of trusses in the hollow shape does not match.

編成車両は前後の先頭車Ａと所要数の中間車Ｂ（図では一つの中間車を示している。）とからなる。先頭車Ａの先頭部１００は前方に凸の円弧状である。先頭部１００に緩衝装置２００を配置している。先頭車Ａの後端と中間車Ｂの前後端部のそれぞれにも緩衝装置４００を配置している。まず、先頭部１００の緩衝装置２００を説明する。 The formation vehicle is composed of front and rear leading vehicles A and a required number of intermediate vehicles B (one intermediate vehicle is shown in the figure). The leading portion 100 of the leading wheel A has an arc shape that protrudes forward. A shock absorber 200 is disposed at the leading portion 100. A shock absorber 400 is also arranged at each of the rear end of the leading vehicle A and the front and rear ends of the intermediate vehicle B. First, the shock absorber 200 of the head part 100 will be described.

先頭部１００を除く車体９０は、側面を構成する側構体１０、屋根構体２０、床を構成する台枠３０等から構成している。側構体１０、屋根構体２０、台枠３０はそれぞれ複数の中空形材を接合して構成している。中空形材は軽合金（例えば、アルミニウム合金）製の押出し形材で、その押出し方向（すなわち、長手方向）を車体の長手方向に向けている。中空形材の幅方向を車体の周方向に並べ、溶接して一体にしている。車体９０の端部には先頭部１００を固定するための座４０を設置している。車体９０の前端部の空間８０は運転室であり、台枠３０の上の床に運転者の座席８５を設置している。 The vehicle body 90 excluding the head portion 100 is composed of a side structure 10 that constitutes a side surface, a roof structure 20, a frame 30 that constitutes a floor, and the like. The side structure 10, the roof structure 20, and the underframe 30 are each configured by joining a plurality of hollow shapes. The hollow shape member is an extruded shape member made of a light alloy (for example, an aluminum alloy), and the extrusion direction (that is, the longitudinal direction) is directed to the longitudinal direction of the vehicle body. The width direction of the hollow profile is aligned in the circumferential direction of the vehicle body and welded together. A seat 40 for fixing the leading portion 100 is provided at the end of the vehicle body 90. A space 80 at the front end of the vehicle body 90 is a driver's cab, and a driver's seat 85 is installed on the floor above the underframe 30.

先頭部１００は、車体に固定するための枠１１０、複数の柱１２０，１３０、複数の横骨１４０、緩衝装置２００、アンチクライマー２５０等からなる。枠１１０は四辺からなり、上部はＵ状である。枠１１０を車体９０の座４０にボルトで着脱自在に固定する。柱１２０は枠１１０の上端と緩衝装置２００の前端側とを連結する。柱１２０は車体を前方から見て中央側にある。柱１２０は連結器７０の両側にある。柱１３０は枠１１０の上部と緩衝装置２００の側面とを接続する。柱１３０は緩衝装置２００の長手方向の中央部であって、車体の両側面に連結している。柱１２０は障害物に衝突する可能性が高いので、柱１３０よりも大きく、強くしている。横骨１４０は枠１１０の上端、中間の高さ位置で、柱１２０、柱１３０、枠１１０を接続する。これらの接続部は溶接している。枠１１０、柱１２０，１３０、横骨１４０からなる領域は金属製の板やガラス（いずれも図示せず）で円滑に覆われている。 The leading portion 100 includes a frame 110 for fixing to the vehicle body, a plurality of pillars 120 and 130, a plurality of transverse bones 140, a shock absorber 200, an anti-climber 250, and the like. The frame 110 consists of four sides, and the upper part is U-shaped. The frame 110 is detachably fixed to the seat 40 of the vehicle body 90 with bolts. The pillar 120 connects the upper end of the frame 110 and the front end side of the shock absorber 200. The pillar 120 is on the center side when the vehicle body is viewed from the front. The pillars 120 are on both sides of the coupler 70. The pillar 130 connects the upper portion of the frame 110 and the side surface of the shock absorber 200. The pillar 130 is a central portion in the longitudinal direction of the shock absorber 200 and is connected to both side surfaces of the vehicle body. The pillar 120 is larger and stronger than the pillar 130 because the pillar 120 is likely to collide with an obstacle. The horizontal bone 140 connects the column 120 , the column 130, and the frame 110 at the upper end of the frame 110 and at an intermediate height position. These connections are welded. An area composed of the frame 110, the pillars 120 and 130, and the horizontal bone 140 is smoothly covered with a metal plate or glass (none of which is shown).

緩衝装置２００の後端は枠１１０の下辺に突合せて溶接している。緩衝装置２００は上下２層になっている。下部の緩衝装置２００は枠１１０の下辺よりも下方において平行に設けた当て座１１５に溶接している。当て座１１５は枠１１０の下辺に溶接している。 The rear end of the shock absorber 200 is butted against the lower side of the frame 110 and welded. The shock absorber 200 has two upper and lower layers. Lower part of the shock absorber 200 is welded to rely seat 115 than the lower side of the frame 110 is provided in parallel in the lower. The abutment seat 115 is welded to the lower side of the frame 110.

側構体１０、屋根構体２０、台枠３０は複数の軽合金（例えば、アルミニウム合金）製の中空押出し形材を接合して構成したものである。特に台枠３０は強固に構成している。座４０の下辺は当て座１１５と同一形状である。座４０の背面と台枠３０の下面は複数のステー５０で強固に連結している。 The side structure 10, the roof structure 20, and the underframe 30 are configured by joining a plurality of hollow extruded shapes made of a light alloy (for example, an aluminum alloy). In particular, the underframe 30 is firmly constructed. The lower side of the seat 40 has the same shape as the rest seat 115. The back surface of the seat 40 and the lower surface of the frame 30 are firmly connected by a plurality of stays 50.

上部の緩衝装置２００は枠１１０の下辺を介して台枠３０の座４０に対向している。下部の緩衝装置２００は当て座１１５を介して台枠３０の座４０の下部に対向している。 The upper shock absorber 200 faces the seat 40 of the frame 30 via the lower side of the frame 110. The lower shock absorber 200 is opposed to the lower portion of the seat 40 of the underframe 30 via the abutment seat 115.

上下の緩衝装置２００，２００の前端はアンチクライマー２５０に溶接している。アンチクライマー２５０の前端には凹凸があり、衝突した障害物が上方に移動しないようにしている。アンチクライマー２５０の前端と緩衝装置２００，２００の間にはゴム製の緩衝部（図示せず。）がある。 The front ends of the upper and lower shock absorbers 200, 200 are welded to the anti-climber 250. The front end of the anti-climber 250 has irregularities so that the colliding obstacle does not move upward. Between the front end of the anti-climber 250 and the shock absorbers 200, 200 is a rubber shock absorber (not shown).

緩衝装置２００は上下二層であるとともに、車両長手方向から見たとき、左右に分かれている。つまり、緩衝装置は４つからなる。下層の緩衝装置２００，２００の間（車両の中央部）の空間は車両の連結器７０が通過するための空間である。上層の緩衝装置２００，２００の間にも空間があるので、この空間の上部には機器の床となる板１６０を設置している。板１６０は上層の緩衝装置２００，２００に固定している。板１６０は上層の緩衝装置２００，２００に固定した支え座１５１に載っている。支え座１５１は車体の長手方向に沿って所定間隔で複数ある。板１６０は緩衝装置２００，２００の全面を覆ってもよい。 The shock absorber 200 has two upper and lower layers and is divided into left and right when viewed from the longitudinal direction of the vehicle. That is, there are four shock absorbers. The space between the lower shock absorbers 200 and 200 (the center of the vehicle) is a space through which the vehicle coupler 70 passes. Since there is a space between the upper-layer shock absorbers 200, 200, a plate 160 serving as a floor of the device is installed above this space. The plate 160 is fixed to the upper shock absorbers 200, 200. The plate 160 rests on a support seat 151 fixed to the upper shock absorbers 200, 200. A plurality of support seats 151 are provided at predetermined intervals along the longitudinal direction of the vehicle body. The plate 160 may cover the entire surface of the shock absorbers 200, 200.

なお、上層の緩衝装置２００，２００の間にも緩衝装置を設け、左右の緩衝装置２００，２００と一体にできる。この場合、板１６０および支え座１５１はない。また、追加した緩衝装置２００の前端にアンチクライマー２５０を設置する。 In addition, a shock absorber can also be provided between the shock absorbers 200 and 200 in the upper layer, and can be integrated with the left and right shock absorbers 200 and 200. In this case, the plate 160 and the support seat 151 are not provided. In addition, an anti-climber 250 is installed at the front end of the added shock absorber 200.

それぞれの緩衝装置２００は軽合金（例えば、アウミニウム合金）製であって、複数の中空部を備えた押出し形材２１０（以下、単に中空形材と言う）からなる。中空形材２１０は押出し方向を車両の走行方向（長手方向）に向けている。中空部は長手方向に沿っている。車両の幅方向に沿って複数の中空形材２１０，２１０を配置している。中空形材２１０，２１０の幅方向の端部同士を接合している。 Each shock absorber 200 is made of a light alloy (for example, an aluminum alloy) and is formed of an extruded shape member 210 (hereinafter simply referred to as a hollow shape member) having a plurality of hollow portions . The hollow shape member 210 has an extrusion direction directed to a traveling direction (longitudinal direction) of the vehicle. The hollow portion is along the longitudinal direction. A plurality of hollow members 210, 210 are arranged along the width direction of the vehicle. The end portions in the width direction of the hollow shape members 210 and 210 are joined to each other.

中空形材２１０は、実質的に平行な２枚の面板２１１，２１２の両者を接続するものであって、面板２１１，２１２に対して傾斜した複数の接続板２１３、幅方向の端部において、面板２１１，２１２に対して実質的に直交した接続板２１５からなる。面板２１１，２１２と接続板２１３はトラスを構成する。接続板２１５は２つの中空形材の接合部において、一方の中空形材にある。このため、接合した２つの中空形材の幅方向の両端部の２枚の面板２１１，２１２の間は傾斜した接続板２１３，２１３となっていることが多い。 The hollow shape member 210 connects the two substantially parallel face plates 211 and 212, and a plurality of connection plates 213 inclined with respect to the face plates 211 and 212, at the end in the width direction, The connecting plate 215 is substantially orthogonal to the face plates 211 and 212. The face plates 211 and 212 and the connection plate 213 constitute a truss. The connecting plate 215 is in one hollow profile at the junction of the two hollow profiles. For this reason, there are many inclined connection plates 213 and 213 between the two face plates 211 and 212 at both end portions in the width direction of the two joined hollow shapes.

この中空形材２１０、２１０同士は摩擦攪拌接合によって接合している。接合方向は中空形材２１０長手方向（車体の長手方向）に沿っている。面板２１１（２１２）と接続板２１５との接続部から端部側に突出片２１６が突出している。接続板２１５の端部側は面板２１１、２１２の外面よりも凹んでいる。突出片２１６はこの凹んだ位置にある。この凹部に他方の中空形材２１０の面板２１１，２１２が重なる。２つの中空形材の面板２１１，２１２は突合せられている。接続板２１５がある中空形材２１０の面板２１１，２１２の端面（凹部に至る面）は接続板２１５の板厚の中心の延長線上に実質的にある。突合せる中空形材の面板２１１，２１２の端部の外面側には中空形材の厚さ方向に突出する凸部２１７がある。凸部２１７同士も突合せられている。 The hollow members 210 and 210 are joined together by friction stir welding. The joining direction is along the longitudinal direction of the hollow member 210 (the longitudinal direction of the vehicle body). A protruding piece 216 protrudes from the connecting portion between the face plate 211 (212) and the connecting plate 215 to the end side. The end side of the connection plate 215 is recessed from the outer surfaces of the face plates 211 and 212. The protruding piece 216 is in this recessed position. The face plates 211 and 212 of the other hollow member 210 overlap with this recess. The two hollow shape face plates 211 and 212 are butted together. The end surfaces (surfaces reaching the recesses) of the face plates 211 and 212 of the hollow profile 210 having the connection plate 215 are substantially on the extension line at the center of the plate thickness of the connection plate 215. On the outer surface side of the end portions of the face plates 211 and 212 of the hollow shape material to be abutted, there is a convex portion 217 protruding in the thickness direction of the hollow shape material. The convex portions 217 are also abutted with each other.

摩擦攪拌接合を説明する。一対の中空形材２１０，２１０は架台３００に載せられている。下方の凸部２１７，２１７は架台３００に載っている。突合せ部はアーク溶接によって長手方向に沿って仮止め溶接する。この状態で、上方の突合せ部を回転工具３１０によって摩擦攪拌接合する。回転工具３１０の大径部の下端は面板２１１（２１２）の外面と凸部２１７，２１７の頂との間に位置させる。接合後に、残った凸部は必要により切削して除く。上方を摩擦攪拌接合したら、この中空形材２１０，２１０を反転させ、同様に摩擦攪拌接合する。凸部２１７は無くてもよい。 The friction stir welding will be described. The pair of hollow shapes 210 and 210 are placed on the gantry 300. Lower projections 217 and 217 are placed on the gantry 300. The butt portion is temporarily welded along the longitudinal direction by arc welding. In this state, the upper butt portion is friction stir welded by the rotary tool 310. The lower end of the large-diameter portion of the rotary tool 310 is positioned between the outer surface of the face plate 211 (212) and the tops of the convex portions 217 and 217. After joining, the remaining convex part is cut off if necessary. When the friction stir welding is performed on the upper side, the hollow shape members 210 and 210 are reversed and similarly friction stir welding is performed. The convex portion 217 may not be provided.

中空形材２１０は例えば台枠３０に用いる中空形材である。緩衝装置２００の必要幅（車体の幅方向）になるように、一つ又は複数の中空形材を用いる。必要により中空形材の幅を切断する。緩衝装置２００の幅方向は平であることが望ましいので、台枠３０の中空形材がよい。但し、台枠３０の側梁は使用しない。側構体１０も直線状の中空形材があるので、利用できる。中空形材を流用するので、安価にできる。 The hollow shape member 210 is a hollow shape member used for the frame 30, for example. One or a plurality of hollow shapes are used so that the required width of the shock absorber 200 (the width direction of the vehicle body) is obtained. If necessary, cut the width of the hollow profile. Since it is desirable that the shock absorber 200 is flat in the width direction, a hollow shape of the frame 30 is preferable. However, the side beams of the underframe 30 are not used. The side structure 10 can also be used because it has a linear hollow shape. Since the hollow profile is used, the cost can be reduced.

緩衝装置２００のそれぞれは上下左右に合計４つある。それぞれの緩衝装置２００は、前側の中空形材２１０Ｆ，２１０Ｆと後側の中空形材２１０Ｒ，２１０Ｒとからなる。前側の中空形材の２１０Ｆ，２１０Ｆの水平方向の幅は、後側の中空形材の２１０Ｒ，２１０Ｒの水平方向の幅よりも小さい。前側の中空形材の２１０Ｆ，２１０Ｆ同士の接合位置と、後側の中空形材の２１０Ｒ，２１０Ｒ同士の接合位置は水平方向において同一位置にある。一方の中空形材２１０の面板２１１，２１２、接続板２１３，２１５の延長線上に他方の中空形材２１０の面板２１１，２１２、接続板２１３，２１５がある。前側の中空形材の２１０Ｆ，２１０Ｆと、後側の中空形材の２１０Ｒ，２１０Ｒとの間は板２２０で仕切られている。 There are a total of four shock absorbers 200 in the vertical and horizontal directions. Each shock absorber 200 is composed of front hollow members 210F and 210F and rear hollow members 210R and 210R. The horizontal widths of the front hollow members 210F and 210F are smaller than the horizontal widths of the rear hollow members 210R and 210R. The joining positions of the front hollow members 210F and 210F and the joining positions of the rear hollow members 210R and 210R are in the same position in the horizontal direction. The face plates 211 and 212 and the connection plates 213 and 215 of the other hollow shape 210 are on the extended lines of the face plates 211 and 212 and the connection plates 213 and 215 of the one hollow shape member 210. A plate 220 separates the front hollow members 210F and 210F and the rear hollow members 210R and 210R.

前方の中空形材２１０Ｆ，２１０Ｆの前端には板２２１を隅肉溶接している。板２２１は中空形材２１０Ｆに一様に衝突荷重を伝達する。板２２１はアンチクライマー２５０の取り付け座となる。 A plate 221 is fillet welded to the front ends of the front hollow members 210F and 210F. The plate 221 transmits the collision load uniformly to the hollow shape member 210F. The plate 221 serves as a mounting seat for the anti-climber 250.

板２２０は中空形材２１０Ｆ、２１０Ｒをその長手方向から見たとき、中空形材２１０Ｆ、２１０Ｆ、２１０Ｒ，２１０Ｒの外形よりも若干大きい。中空形材２１０Ｆ、２１０Ｆ、２１０Ｒ，２１０Ｒの端部は板２２０に隅肉溶接されている。 The plate 220 is slightly larger than the outer shape of the hollow members 210F, 210F, 210R, 210R when the hollow members 210F, 210R are viewed from the longitudinal direction. The ends of the hollow members 210F, 210F, 210R, 210R are fillet welded to the plate 220.

また、摩擦攪拌接合した２つの中空形材２１０Ｆ、２１０Ｆ（２１０Ｒ、２１０Ｒ）の幅方向の左右の端部の２枚の面板２１１，２１２は板２２３、２２４，２２５，２２６に隅肉溶接されている。板２２３〜２２６は、中空形材の幅方向から見たときの中空形材２１０Ｆ、２１０Ｒの外形よりも若干大きい。接合した２つの中空形材の幅方向の端部の接続板２１３も板２２０、２２３に隅肉溶接してもよい。 Further, the two face plates 211 and 212 at the left and right end portions in the width direction of the two hollow shape members 210F and 210F (210R and 210R) which are friction stir welded are fillet welded to the plates 223, 224, 225 and 226, respectively. Yes. The plates 223 to 226 are slightly larger than the outer shapes of the hollow members 210F and 210R when viewed from the width direction of the hollow members. The connecting plate 213 at the end in the width direction of the two hollow profiles joined may also be fillet welded to the plates 220 and 223.

緩衝装置２００，２００は上下２段であるが、板２２０、２２１、２２３〜２２６は上下２段で１枚である。板２２０、２２１、２２３〜２２６の高さ寸法は、上下２段の緩衝装置２００，２００間の空間の大きさ寸法を含む。板２２０，２２３〜２２６の隅肉溶接の箇所は、中空形材２１０と板２２０，２２３の接触箇所の全てではなく、溶接電極が届く範囲でよい。 The shock absorbers 200 and 200 have two upper and lower stages, but the plates 220, 221 and 223 to 226 have one sheet in two upper and lower stages. The height dimensions of the plates 220, 221, 223 to 226 include the size of the space between the upper and lower shock absorbers 200, 200. The fillet welded portions of the plates 220 and 223 to 226 may be in a range where the welding electrodes reach, not all of the contact portions between the hollow shape member 210 and the plates 220 and 223.

または、板２２０，２２１，２２３〜２２６を上下で異ならせることができる。例えば、上段の板２２０に上段の中空形材２１０Ｆ、２１０Ｒを隅肉溶接する。板２２１も同様である。次に、上段の板２２０、２２１と下段の板２２０、２２１の上端とを突合せ溶接する。次に、側面の板２２３〜２２６を溶接する。板２２３〜２２６の車両の長手方向の端部は板２２０の面に突合せている。この部分を隅肉溶接してもよい。 Alternatively, the plates 220, 221, 223 to 226 can be made different in the vertical direction. For example, the upper hollow plates 210F and 210R are fillet welded to the upper plate 220. The same applies to the plate 221. Next, the upper plates 220 and 221 and the upper ends of the lower plates 220 and 221 are butt welded. Next, the side plates 223 to 226 are welded. The ends of the plates 223 to 226 in the longitudinal direction of the vehicle are in contact with the surface of the plate 220. This portion may be fillet welded.

柱１３０の下端は板２２０の垂直面に溶接している。柱１２０の下端は車両の長手方向に沿ったステー１７０を介して板２２０に溶接している。 The lower end of the column 130 is welded to the vertical surface of the plate 220. The lower end of the column 120 is welded to the plate 220 via a stay 170 along the longitudinal direction of the vehicle.

板２２０，２２１，２２３〜２２６と中空形材２１０との溶接はＭＩＧ溶接で行う。また、この溶接は連続溶接でも、間欠的な溶接でもよい。いずれにしても、衝突加重に対して溶接部に亀裂を生じないように溶接する。 Welding of the plates 220, 221, 223 to 226 and the hollow member 210 is performed by MIG welding. Further, this welding may be continuous welding or intermittent welding. In any case, welding is performed so as not to cause a crack in the welded portion against the collision load.

各部の大きさを説明すると、前方の中空形材２１０Ｆの押出し方向の長さ：約６００ｍｍ、後方の中空形材２１０Ｒの押出し方向の長さ：約４００ｍｍ、各中空形材２１０の幅：約４００ｍｍ、厚さ：６０ｍｍ、面板２１１，２１２、接続板２１３，２１５の厚さ：約２．５〜３．２ｍｍである。板２２０、２２１の厚さ：１２ｍｍ、板２２３〜２２６の厚さ：６ｍｍである。 Explaining the size of each part, the length in the extrusion direction of the front hollow shape 210F: about 600 mm , the length in the direction of extrusion of the rear hollow shape 210R: about 400 mm, the width of each hollow shape 210 : about 400 mm, thickness: 60 mm, thickness of the face plates 211 and 212 and connection plates 213 and 215: about 2.5 to 3.2 mm. The thickness of the plates 220 and 221 is 12 mm, and the thickness of the plates 223 to 226 is 6 mm.

かかる構成において、車両が他の車両または障害物に衝突したとき、緩衝装置２００は長手方向に、座屈し、衝突エネルギーを吸収する。 In such a configuration, when the vehicle collides with another vehicle or an obstacle, the shock absorber 200 buckles in the longitudinal direction and absorbs the collision energy.

緩衝装置２００の中空形材２１０は台枠３０、側構体１０、屋根構体２０の中空形材よりも柔らかく、衝突時に潰れやすく、衝撃エネルギー吸収できる。中空形材２１０は焼なましして柔らかくしている。中空形材２１０は台枠３０に用いる中空形材を焼きなまし処理して柔らかくしている。 The hollow shape member 210 of the shock absorber 200 is softer than the hollow shape members of the underframe 30, the side structure 10, and the roof structure 20, and is easily crushed at the time of collision, and can absorb impact energy. The hollow member 210 is annealed and softened. The hollow member 210 is softened by annealing the hollow member used for the frame 30.

この焼なましは例えばＯ材処理である。一般に、押出し形材は押出し加工の後、各種の熱処理が行われる。押出し形材の材質がＡ６Ｎ０１のとき、Ｔ５の人工時効硬化処理が行われる。前記Ｏ材の焼なましはその後行うものである。Ｏ材への焼なまし処理は３８０℃×２時間であり、耐力は３６．８ＭＰａである。Ｔ５は耐力２４５ＭＰａである。前記Ｏ材への焼なましは中空形材の材料として柔らかくすることを目的としたものである。中空形材２１０の伸びは一般の中空形材よりも大きい。中空形材２１０の耐力は一般の中空形材よりも小さい。強度と必要な柔らかさのためには、Ｏ材以外の焼なまし処理も選択される。また、中空形材の板厚も選定される。 This annealing is, for example, O material treatment. In general, an extruded shape is subjected to various heat treatments after extrusion. When the material of the extruded shape is A6N01, an artificial age hardening treatment of T5 is performed. The annealing of the O material is performed thereafter. The annealing treatment for the O material is 380 ° C. × 2 hours, and the proof stress is 36.8 MPa. T5 has a yield strength of 245 MPa. The annealing to the O material is intended to make it soft as a hollow shape material. The elongation of the hollow member 210 is larger than that of a general hollow member. The yield strength of the hollow member 210 is smaller than that of a general hollow member. An annealing treatment other than the O material is also selected for strength and necessary softness. The thickness of the hollow shape is also selected.

板２２０の目的は次ぎのとおりである。例えば、板２２０がなくて一つの連続した中空形材２１０のとき、衝突荷重によって中空形材２１０は、図９に示すように「く」状に座屈する。このように「く」状に座屈すると、吸収エネルギーが小さくなる。そこで、中空形材の中間に仕切り板２２０を配置し、この部分での座屈を防止したものである。これによれば、「く」状に座屈することがなく、図１０に示すように、板２２０の前後の位置においても蛇腹状に小さな座屈が連続して生じ、大きなエネルギーを吸収できるものである。例えば、一つの中空形材２１０の長手方向の長さは約６００ｍｍ程度以下がよい。この程度であれば、前記６００ｍｍ程度以内で、小さな座屈が連続して生じ、衝突エネルギーを大きく吸収できるものである。 The purpose of the plate 220 is as follows. For example, in the case of one continuous hollow member 210 without the plate 220, the hollow member 210 is buckled into a "<" shape as shown in FIG. When buckled like this, the absorbed energy becomes small. Therefore, a partition plate 220 is disposed in the middle of the hollow shape member to prevent buckling at this portion. According to this, as shown in FIG. 10, small buckling continuously occurs in a bellows-like manner at the front and rear positions of the plate 220 and can absorb large energy as shown in FIG. is there. For example, the length of one hollow member 210 in the longitudinal direction is preferably about 600 mm or less. If this degree, within about the 600 mm, resulting in succession small Sana buckling, but can be increased absorb the collision energy.

また、中空形材２１０の幅方向の端部の面板２１１、２１２は板２２３〜２２６に溶接されている。このため、板２２３〜２２６がない場合、中空形材の端部の面板２１１，２１２が自由端となって、この部分がエネルギーの吸収作用を行わないが、板２２３〜２２６で拘束されていれば、蛇腹状に座屈し、エネルギーを吸収できる。 Further, the face plates 211 and 212 at the end portions in the width direction of the hollow shape member 210 are welded to the plates 223 to 226. For this reason, when the plates 223 to 226 are not provided, the face plates 211 and 212 at the ends of the hollow shape members are free ends, and these portions do not absorb energy, but are restricted by the plates 223 to 226. It can buckle like a bellows and absorb energy.

台枠３０において、車体の幅方向の両端には側梁（図示せず）がある。側梁は大きくて強固な中空形材である。先頭部１００には側梁の大きさの中空形材はない。先頭部１００には台枠３０の側梁の中空形材に相当する強度の部材はない。台枠３０の下面には連結器７０を連結するための部材（図示せず）を設置している。先頭部１００にはこの部材を設置していない。この部材は車体の長手方向および幅方向にそれぞれ沿ってある。この部材や前記側梁の中空形材は車体の長手方向の圧縮荷重に対して強固である。尚、連結器７０を支える部材は設置している。 In the underframe 30, there are side beams (not shown) at both ends in the width direction of the vehicle body. The side beams are large and strong hollow profiles. There is no hollow member of the size of the side beam in the head part 100. There is no strength member corresponding to the hollow shape of the side beam of the underframe 30 in the head portion 100. A member (not shown) for connecting the coupler 70 is installed on the lower surface of the underframe 30. This member is not installed in the head part 100. This member is along the longitudinal direction and the width direction of the vehicle body. This member and the hollow shape of the side beam are strong against the compressive load in the longitudinal direction of the vehicle body. In addition, the member which supports the connector 70 is installed.

車両が障害物に衝突した場合、衝撃荷重がかかる。連結器７０が衝突するとその衝撃で連結器７０は脱落し、緩衝装置２００の緩衝作用を発揮させる。アンチクライマー２５０が衝突すると、緩衝装置２００，２００の中空形材２１０に衝撃が作用する。 When a vehicle collides with an obstacle, an impact load is applied. When the coupler 70 collides, the coupler 70 is dropped due to the impact, and the buffering function of the buffer device 200 is exhibited. When the anti-climber 250 collides, an impact acts on the hollow shape member 210 of the shock absorbers 200 and 200.

中空形材２１０は柔らかいので、衝撃が加わった際、台枠３０の中空形材よりも先に変形し、衝撃を緩和する。これによって、乗客の安全を図れる。なお、衝撃によって、中空形材２１０の長さは半分〜１／３程度になる。このとき、中空形材２１０の上方にある機器が運転室８０に突入して、運転者に危害を与えないようにする。例えば、機器の設置位置、機器の大きさ等を考慮する。また、この機器側と運転室８０とを仕切る隔壁を枠１１０と上層の緩衝装置２００，２００および板１５０に設置して、運転者の安全を図る。隔壁は上記機器の箱によって構成できる。隔壁は座４０および台枠３０に設置できる。また、機器が運転室に突入した場合を考慮して、突入しない位置に運転者の座席８５を設ける。又は突入した機器と座席８５との間に十分なスペースを設ける。 Since the hollow shape member 210 is soft, when an impact is applied, the hollow shape member 210 is deformed earlier than the hollow shape member of the underframe 30 to reduce the impact. Thus, passenger safety can be achieved. In addition, the length of the hollow shape member 210 is reduced to about half to 1/3 due to the impact. At this time, the device above the hollow shape member 210 enters the cab 80 so as not to harm the driver. For example, the installation position of the device, the size of the device, and the like are considered. Moreover, the partition which partitions off this apparatus side and the driver's cab 80 is installed in the frame 110, the upper buffer device 200,200, and the board 150, and a driver | operator's safety is aimed at. The partition can be constituted by a box of the above equipment. The partition walls can be installed on the seat 40 and the underframe 30. In consideration of the case where the device enters the cab, the driver's seat 85 is provided at a position where the device does not enter. Alternatively, a sufficient space is provided between the rushed device and the seat 85.

ここで、中空形材２１０の衝撃力緩和特性について述べる。圧縮荷重が負荷されると、図１１に示す通りの荷重−変形の挙動を示す。材料の特性により、図１２に示すように、引張り強さや耐力などの強度が高く、伸びの小さい（脆い）材料ｉ、強度は低いが伸びの良い（粘い）材料ｉｉｉ、上記材料ｉ，ｉｉｉの中間の特性を示す材料ｉｉが考えられる。図１１のＸ（Ｘ_１，Ｘ_２）で示す曲線（図１２の強度特性Ｉに相当する材料）の材料では、耐荷重は大きくなるが、最大荷重を超えた後の耐荷重が急激に低下することになる。一方、強度が低く、伸びの大きい材料（図１２の強度特性ｉｉｉに相当する材料）では、図１１のＹで示す曲線のように最大の耐荷重は低くなるが、その後の耐荷重が急激に低下しない特性を示す。 Here, the impact force relaxation characteristics of the hollow profile 210 will be described. When a compressive load is applied, the load-deformation behavior as shown in FIG. 11 is shown. Depending on the characteristics of the material, as shown in FIG. 12, the material i has high strength such as tensile strength and proof stress and small elongation (brittle), the material iii has low strength but good elongation (viscous), and the materials i and iii above. A material ii that exhibits intermediate properties is conceivable. In the material of the curve shown by X (X ₁ , X ₂ ) in FIG. 11 (material corresponding to the strength characteristic I in FIG. 12), the load resistance increases, but the load resistance after exceeding the maximum load decreases rapidly. Will do. On the other hand, in a material having low strength and large elongation (material corresponding to the strength characteristic iii in FIG. 12), the maximum load resistance becomes low as indicated by the curve indicated by Y in FIG. It shows the characteristics that do not deteriorate.

Ｙ曲線の例で示す斜線部の範囲は、この材料の破壊エネルギーを示している。ＸとＹ曲線を比較すると、最大耐荷重後の変形挙動により、そこそこの強度を持ち、伸びの良い材料の方（この場合、Ｙ曲線の材料）が、破壊エネルギーは高くなることが解る。このような強度特性Ｙを持つ材料を緩衝部材Ｂとして選ぶことが重要となる。Ｙ曲線の材料は押出し形材を例えばＯ材処理することによって容易に得ることができる。 The range of the shaded portion shown in the example of the Y curve indicates the fracture energy of this material. Comparing the X and Y curves, it can be seen that the material having moderate strength and good elongation (in this case, the material of the Y curve) has higher fracture energy due to the deformation behavior after the maximum load resistance. It is important to select a material having such a strength characteristic Y as the buffer member B. The material of the Y curve can be easily obtained by treating the extruded profile with, for example, an O material.

Ｘ曲線の場合、材料の強度が高く、伸びが小さいため、部材断面内における応力のアンバランスに伸びが追随できず、部分的に破壊が生じることになり、急激に耐荷重が低下することになる。一方、Ｙ曲線の場合、部材の最大耐荷重は、Ｘ曲線の場合より低下するが、材料の伸びが大きいため、断面内の応力のばらつきに対して部分的に塑性変形する（伸びが追随できる）ことができ、全体として急激な耐荷重の低下につながらず、ある程度の耐荷重を維持しながら大きく変形することができることになる。 In the case of the X curve, since the strength of the material is high and the elongation is small, the elongation cannot follow the stress imbalance in the cross section of the member, resulting in partial breakage and a sudden decrease in load resistance. Become. On the other hand, in the case of the Y curve, the maximum load bearing capacity of the member is lower than that in the case of the X curve, but because the elongation of the material is large, it partially plastically deforms due to the stress variation in the cross section (the elongation can follow). As a whole, it does not lead to a sudden decrease in load resistance, and can be greatly deformed while maintaining a certain load resistance.

このため、中空形材２１０、２１０は蛇腹状に連続して変形し、車体に加わる衝撃を緩和することになる。さらに、中空形材２１０で構成しているので、一般の薄板構造に比較して、その面内曲げ剛性および面外曲げ剛性が高く、しかも、２枚の面板と斜材からなる複合構造であることから、圧縮荷重に対して破壊エネルギーの吸収特性が高い（単位平面積当たりの）という効果も有している。 For this reason, the hollow shape members 210 and 210 are continuously deformed in a bellows shape, and the impact applied to the vehicle body is reduced. Furthermore, since it is composed of the hollow member 210, its in-plane bending rigidity and out-of-plane bending rigidity are higher than that of a general thin plate structure, and it is a composite structure composed of two face plates and a diagonal member. For this reason, there is also an effect that the absorption characteristic of fracture energy is high (per unit plane area) with respect to the compressive load.

また、Ｙは、図１０のように中空形材２１０を長さ方向において板２２０で仕切った場合に相当する。Ｘは図９のように板２２０を除いた場合に相当する。 Y corresponds to the case where the hollow shape member 210 is partitioned by the plate 220 in the length direction as shown in FIG. X corresponds to the case where the plate 220 is removed as shown in FIG.

これにより、板２２０で仕切ると、吸収エネルギーが高いことが理解できる。 Thereby, when it partitions with the board 220, it can understand that absorbed energy is high.

また、前方の緩衝装置２００Ｆの中空形材２１０長さは後方の緩衝装置２００Ｒの中空形材２１０の長さよりも長く、前方の中空形材２１０の断面積（面板２１１，２１２、接続板２１３，２１５からなる。）は後方の中空形材２１０の断面積（前記に同一）よりも小さいことが望ましい。これにより、前の緩衝装置２００Ｆから座屈を生じる。 Further, the length of the hollow shape member 210 of the front shock absorber 200F is longer than the length of the hollow shape member 210 of the rear shock absorber 200R, and the cross-sectional area of the front hollow member 210 (the face plates 211 and 212, the connection plate 213, and the like). 215) is preferably smaller than the cross-sectional area (identical to the above) of the rear hollow member 210. Thereby, buckling arises from the front shock absorber 200F.

複数の中空形材２１０，２１０同士は衝撃がかかる車体の長手方向に沿って摩擦攪拌接合によって接合している。この接合がアーク溶接であった場合は、溶接部が破断し、蛇腹状に変形することが困難になり、エネルギー吸収特性が低下する。これはアーク溶接の場合、溶接部の衝撃値が母材の衝撃値に比べて大きく低下することから理解できる。しかし、摩擦攪拌接合部の衝撃値はアーク溶接の溶接部に比べて高く、接合部が破断するようなことがない。これは摩擦攪拌接合によって接合部の金属組織が微細になり、エネルギー吸収値が高くなっているためと考えられる。このため、摩擦攪拌接合した場合は、それぞれの中空形材が所定とおり変形し、衝撃エネルギーを吸収できる。 The plurality of hollow members 210, 210 are joined by friction stir welding along the longitudinal direction of the vehicle body to which an impact is applied. When this joining is arc welding, the welded portion is broken and it becomes difficult to deform into a bellows shape, and the energy absorption characteristics are deteriorated. In the case of arc welding, this can be understood from the fact that the impact value of the welded portion is greatly reduced compared to the impact value of the base material. However, the impact value of the friction stir weld is higher than that of arc welding, and the joint does not break. This is presumably because the metal structure of the joint becomes fine due to friction stir welding and the energy absorption value is high. For this reason, when friction stir welding is performed, each hollow shape is deformed as prescribed, and impact energy can be absorbed.

また、緩衝装置２００は上下にあるので、既存の中空形材を利用して所要の衝撃エネルギーを吸収できる。 Further, since the shock absorbers 200 are located at the top and bottom, the required impact energy can be absorbed using the existing hollow shape material.

柱１２０，１３０の下端は中空形材２１０に溶接している。これによって、障害物に衝突した柱１２０，１３０から中空形材２１０，２１０に衝撃を有効に伝達できる。尚、柱１２０，１３０と緩衝装置２００との溶接位置は衝突による緩衝装置２００の変形を阻害しない位置とする。 The lower ends of the columns 120 and 130 are welded to the hollow shape member 210. Thereby, the impact can be effectively transmitted from the columns 120 and 130 colliding with the obstacle to the hollow members 210 and 210. The welding position between the columns 120 and 130 and the shock absorber 200 is a position that does not hinder the deformation of the shock absorber 200 due to a collision.

上記実施例では中空形材の両面から摩擦攪拌接合しているが、前記特許第３０１４６５４号（ＥＰ０７９７０４３Ａ２）の図９のように、中空形材の一方の面から他方の面板同士を接合し、次に前記一方の面板同士を接続材で接合するようにできる。 In the above embodiment has been friction stir welding from both sides of the hollow shape member, but as shown in Figure 9 of the patent 3014654 (EP0797043A2), and joining the other face plates are from one surface of the hollow profile, the following The one face plate can be joined to each other with a connecting material.

先頭車Ａの後端および中間車Ｂの端部の緩衝装置４００について説明する。緩衝装置４００は緩衝装置２００と同様の構成である。左右の緩衝装置２００，２００（４００，４００）の間および左右の緩衝装置２００，２００（４００，４００）の上面には板と支え座があり、乗員の通路の床になっている。緩衝装置４００の先端にはアンチクライマー２５０を設置している。左右の緩衝装置４００，４００の間にも緩衝装置４００を設けた場合は、この緩衝装置４００の先端にアンチクライマー２５０を設置している。 The shock absorber 400 at the rear end of the leading wheel A and the end of the intermediate wheel B will be described. The shock absorber 400 has the same configuration as the shock absorber 200. There are plates and support seats between the left and right shock absorbers 200, 200 (400, 400) and on the upper surfaces of the left and right shock absorbers 200, 200 (400, 400), which are the floors of the passenger passage. An anti-climber 250 is installed at the tip of the shock absorber 400. When the shock absorber 400 is also provided between the left and right shock absorbers 400, 400, the anti-climber 250 is installed at the tip of the shock absorber 400.

これら緩衝装置４００や支え座の上方は出入り口５１０のための空間になっている。または緩衝装置４００の上方は配電盤のための空間になっている。または乗客の座席がない領域としている。これらによって、衝突時にできるだけ乗客に対して影響が少なくなるようにしている。 Above the shock absorber 400 and the support seat is a space for the entrance / exit 510. Alternatively, the space above the shock absorber 400 is a space for the switchboard. Or an area without passenger seats. As a result, the impact on the passengers is reduced as much as possible in the event of a collision.

緩衝装置４００を有する端部５００は先頭部１００と同様に、車体９０にボルトで着脱自在に連結している。端部５００の先端は凸型円弧ではなく、垂直である。 The end portion 500 having the shock absorber 400 is detachably connected to the vehicle body 90 with a bolt, like the head portion 100. The tip of the end 500 is not a convex arc but is vertical.

緩衝装置４００の数は先頭部の緩衝装置の数に比べて少ない場合がある。すなわち、緩衝装置の設置場所に応じて吸収すべきエネルギーが異なるので、それに対応した緩衝装置にしている。例えば、緩衝装置４００は上層のみとする。また、設置場所に応じて緩衝装置の中空形材２１０の強度部材からなる断面積（面板２１１，２１２、および接続板２１３，２１５の断面積からなる面積）を変える。先頭部１００の緩衝装置２００に対してより中央の中間車の緩衝装置はその数、断面積を少なくする。なお、上記は先頭車と中間車の緩衝装置の関係を説明したが、端部の中間車の緩衝装置４００に対してより中央の中間車の緩衝装置４００はその数、断面積を少なくする。 The number of shock absorbers 400 may be smaller than the number of shock absorbers at the top. That is, since the energy to be absorbed differs depending on the installation location of the shock absorber, a shock absorber corresponding to that is used. For example, the shock absorber 400 is only the upper layer. Moreover, the cross-sectional area (area consisting of the cross-sectional areas of the face plates 211 and 212 and the connection plates 213 and 215) made of the strength member of the hollow shape member 210 of the shock absorber is changed according to the installation location. The number and the cross-sectional area of the shock absorbers in the middle intermediate wheel are smaller than those of the shock absorbers 200 in the leading portion 100. In the above description, the relationship between the shock absorbers of the leading vehicle and the intermediate vehicle has been described, but the number and the cross-sectional area of the shock absorber 400 of the middle intermediate vehicle are smaller than those of the intermediate vehicle shock absorber 400 at the end.

前記先頭部１００と同様に、連結器７０を連結するための部材は端部５００にはない。衝突した場合、連結器７０は脱落し、緩衝装置４００が緩衝作用を発揮するようにする。また、台枠３０の側梁の中空形材に相当する強度の部材は端部５００にはない。また、端部５００の外側面を構成する板の下端は緩衝装置４００の側面を覆っている。しかし、端部５００に出入り口５１０等の荷重がかかる部分においては、床にその荷重を支持する部材がある。この部材は緩衝装置４００が潰れる場合に潰れる。出入り口５１０等の乗客の床は緩衝装置４００で支持されている。 Similar to the leading portion 100, the end portion 500 does not have a member for connecting the coupler 70. In the event of a collision, the coupler 70 drops off, so that the shock absorber 400 exhibits a shock absorbing action. Further, the end portion 500 does not have a member having a strength corresponding to the hollow shape of the side beam of the underframe 30. Further, the lower end of the plate constituting the outer surface of the end portion 500 covers the side surface of the shock absorber 400. However, in a portion where a load such as the entrance / exit 510 is applied to the end portion 500, there is a member that supports the load on the floor. This member is crushed when the shock absorber 400 is crushed. Passenger floors such as the entrance 510 are supported by the shock absorber 400.

また、端部５００に柔らかい側梁にしてもよい。これは焼鈍しや適宜な穴をもうけることによって行う。先頭部１００や端部５００は車体９０と分離させていたが、一体に設けることができる。また、中空形材２１０は所定間隔で孔を設けたり、中空形材の板厚の選定したりして、柔らかくできる。また、緩衝装置は従来一般の構成でよい場合がある。 The end portion 500 may be a soft side beam. This is done by annealing or making appropriate holes. Although the leading portion 100 and the end portion 500 are separated from the vehicle body 90, they can be provided integrally. The hollow member 210 can be softened by providing holes at predetermined intervals or selecting the thickness of the hollow member. Further, the shock absorber may have a conventional general configuration.

本発明の技術範囲は、特許請求の範囲の各請求項に記載の文言あるいは課題を解決するための手段の項に記載の文言に限定されず、当業者がそれから容易に置き換えられる範囲にも及ぶものである。 The technical scope of the present invention is not limited to the language described in each claim of the claims or the language described in the means for solving the problem, and extends to a range easily replaced by those skilled in the art. Is.

本発明の一実施例の軌条車両の編成状態の側面図。The side view of the formation state of the rail vehicle of one Example of this invention. 図１の先頭部を分離した状態の側面図。The side view of the state which isolate | separated the head part of FIG. 図２の先頭部の平面図。FIG. 3 is a plan view of the top part of FIG. 2. 図２の左側面図。The left view of FIG. 図３のＶ−Ｖ断面図。VV sectional drawing of FIG. 衝突緩和装置２００の右半分の平面図。The top view of the right half of the collision mitigation apparatus 200. FIG. 図６のＶＩＩ−ＶＩＩ断面図。VII-VII sectional drawing of FIG. 中空形材の接合状態図。The joining state figure of a hollow shape material. 従来の緩衝装置の説明図。Explanatory drawing of the conventional shock absorber. 本発明の緩衝装置の説明図。Explanatory drawing of the buffering device of this invention. 材料の衝撃エネルギーの説明図。Explanatory drawing of the impact energy of material. 材料の応力−ひずみ線図。Stress-strain diagram of the material.

Explanation of symbols

Ａ…先頭車、Ｂ…中間車、３０…台枠、９０…車体、１００…先頭部、１１０…枠、１２０，１３０…柱、２５０…アンチクライマー、２００…緩衝装置、２１０…中空形材、２２０、２２３〜２２６…板、４００…緩衝装置、５００…端部、５１０…出入り口。 A ... Leading car, B ... Intermediate car, 30 ... Underframe, 90 ... Car body, 100 ... Leading part, 110 ... Frame, 120, 130 ... Pillar, 250 ... Anti-climber, 200 ... Shock absorber, 210 ... Hollow profile, 220, 223-226 ... plate, 400 ... shock absorber, 500 ... end, 510 ... doorway.

Claims

The car body is composed of a roof structure, two side structures, and a frame.
A shock absorber is installed facing the end surface of the underframe in the longitudinal direction of the vehicle body,
In the rail vehicle, the shock absorber is installed separately on the left and right as viewed from the longitudinal direction of the vehicle body,
The shock absorber comprises a plurality of extruded shapes having a plurality of hollow portions,
Wherein the plurality of extruded shape members is toward the extrusion direction of the vehicle body longitudinal direction are formed,
Two extruded shapes are aligned along the extrusion direction of the extruded profile, and a plate is disposed between the extrusion direction ends of the two extruded profiles,
The extrusion direction ends of the two extruded shapes are joined to the plate,
The plate is configured to have a larger outer dimension than the two extruded shapes, and the two extruded shapes are fillet welded to the plate ,
Of the two extruded shapes, the cross-sectional area in the vehicle body width direction of the extruded shape member located on the vehicle end side in the longitudinal direction of the vehicle body is configured to be smaller than the extruded shape material located on the center side in the longitudinal direction of the vehicle body,
Each of the two extruded shapes is formed by friction stir welding of a pair of extruded shapes aligned in the vehicle body width direction at the butted portion, and the two extruded shapes are seen from the longitudinal direction of the vehicle body. The friction stir welding position is matched,
The two extruded shapes have a closed cross-section structure by joining a reinforcing plate to the widthwise end of the face plate,
The two extruded profiles are arranged in two stages in the vertical direction of the vehicle body,
The plate joined to the two extruded shapes arranged in two stages is composed of a single plate ,
The underframe is constituted by an extruded shape member that has its extrusion direction arranged along the longitudinal direction of the vehicle body,
An upper stage of the two extruded shapes arranged in two stages is arranged on the vehicle end side of the frame, and a lower stage of the two extruded profiles arranged in two stages is the frame. The vehicle end side of the stay installed on the lower surface of the
Rail vehicle characterized by.