JP6039359B2 - Front shock absorption structure of railway vehicles - Google Patents

Description

  The present invention relates to a leading shock absorbing structure for a railway vehicle that absorbs collision energy when an obstacle has an offset frontal collision above an underframe of the railway vehicle.

  Conventionally, various methods for absorbing collision energy applied to a railway vehicle when colliding with an obstacle have been proposed (see, for example, Patent Documents 1, 2, and 3). Specifically, Patent Document 1 discloses an impact absorbing device installed under the floor of a railway vehicle. The shock absorbing device absorbs the collision energy by the shock absorbing member by stopping and fixing the movement of the shock absorbing member at the time of the collision. Patent Document 2 discloses a shock absorber frame structure for a railway vehicle that incorporates a structure that is fragile and has a large amount of shock energy absorption.

  As shown in FIG. 15, Patent Document 3 discloses a bone member 17 (FIG. 15 (b)) that is an impact absorbing member extending in the longitudinal direction of the vehicle in the crushable zone 11 (FIG. 15 (b)) of the vehicle. Are provided discretely in the vertical direction between the strength members 15 and 16. The bone member 17 includes two flanges 17c and 17d and a web 17b connecting the flanges, and has a U-shaped cross section. The web 17b side is fillet welded to the outer plate 18 (FIG. 15B).

  A notch 21 having an opening is provided at an end of the flange at a middle position in the longitudinal direction of the bone member 17. Further, openings 22 and 23 are provided in the vicinity of both ends of the web 17b. When a collision load is applied, the notch 21 is bent to the side opposite to the outer plate 18, so that even if the bone member 17 is buckled, the outer plate 18 is not caught and the collision load is absorbed, and the crushable zone For example, an impact is prevented from reaching the outside, for example, the window W.

JP 2010-241305 A JP 2000-52984 A JP 2008-62817 A

  First, with reference to FIG. 16, an offset frontal collision of a railway vehicle in which the leading shock absorbing structure according to the present invention reduces the impact will be described. FIG. 16 schematically shows an internal state of the head portion (hereinafter “head vehicle head portion Vcf”) of the head rail vehicle Vc (hereinafter “vehicle Vc”) as viewed from the side. In the present invention, the leading vehicle leading portion Vcf is intended for a driver's room partitioned from a passenger compartment (not shown) by the passenger partition P in the vehicle Vc.

  FIG. 17 shows a part of the base frame Fuc (FIG. 16) of the vehicle Vc. The left side in FIG. 17 is the front in the longitudinal direction Dl of the vehicle Vc. The upper side in FIG. 17 is the right side in the vehicle width direction Dw of the vehicle Vc, and the lower side is the left side in the vehicle width direction Dw. The underframe Fuc has a vertical beam extending in the vehicle longitudinal direction Dl and a horizontal beam extending in the vehicle width direction Dw, and has a generally symmetrical shape in a plan view.

  The underframe Fuc includes one side beam 204R and 204L (collectively referred to as side beam 204 as required), and one middle beam 206R and 206L (collectively referred to as middle beam 206 as necessary). , Respectively, one end beam 202R and 202L (collectively referred to as end beam 202 if necessary), one pillow beam 210, three transverse beams 208R (transverse beam 208aR, transverse beam 208bR, and transverse beam 208cR), respectively. 208L (transverse beam 208aL, transverse beam 208bL, and transverse beam 208cL). The horizontal beam 208R and the horizontal beam 208L are collectively referred to as the horizontal beam 208 as necessary.

  Each of the side beams 204R and 204L is located at an end portion of the underframe Fuc in the vehicle width direction Dw and extends in the vehicle longitudinal direction Dl. The middle beams 206R and 206L are located between the side beams 204R and 204L in the vehicle width direction Dw, and extend in the vehicle longitudinal direction Dl.

  The end beams 202R and 202L are located at the front end of the underframe Fuc in the vehicle longitudinal direction Dl and extend in the vehicle width direction Dw. One end of the end beam 202R is connected to the front end of the side beam 204R, and the other end is connected to the front end of the middle beam 206R. Similarly, one end of the end beam 202L is connected to the front end portion of the side beam 204L, and the other end is connected to the front end portion of the middle beam 206L. The lower surface portion of the lower end portion of the through-pass column of the vehicle Vc is fixed to the upper surface portion of the end portion on the middle beam 206R side of the end beam 202R. Similarly, the lower end of the through-pass column is fixed to the end of the end beam 202L on the middle beam 206L side. Note that the end beam 202 and the side beam 204 may be integrally formed.

  The lateral beam 208 is disposed behind the end beam 202 in the vehicle longitudinal direction Dl. The horizontal beams 208 extend in the vehicle width direction Dw and are arranged at predetermined intervals in the vehicle longitudinal direction Dl. The lateral beam 208 connects the side beam 204 and the middle beam 206. In the underframe Fuc, between the end beam 202 and the pillow beam 210, the side beam 204R and the middle beam 206R are connected to each other by three lateral beams 208R (a lateral beam 208aR, a lateral beam 208bR, and a lateral beam 208cR). Similarly, the side beam 204L and the middle beam 206L are connected to each other by three lateral beams 208L (a lateral beam 208aL, a lateral beam 208bL, and a lateral beam 208cL).

  The middle beam 206R and the middle beam 206L are connected to each other by a predetermined number n of horizontal beams 212 (FIGS. 17 and 19). Each of the horizontal beams 212 extends in the vehicle width direction Dw. Both ends of each lateral beam 212 in the vehicle width direction Dw are opposed to the ends of the lateral beams 208R and 208L in the vehicle width direction Dw.

  FIG. 18 shows the positional relationship between the two lateral beams 212 located rearward in the vehicle longitudinal direction Dl (FIG. 17) and the wheels Wh.

  As shown in FIG. 16, the offset frontal collision means that an obstacle Oc such as a truck collides with the leading vehicle leading portion Vcf above the base frame Fuc of the vehicle Vc. In the case of an offset frontal collision, an impact force Fi is generated when the obstacle Oc collides with the front surface Wf of the vehicle Vc. In FIG. 20, the reaction force Fr with respect to the impact force Fi in the vehicle Vc is plotted on the vertical axis, the elapsed time t is plotted on the horizontal axis, and the state of the leading vehicle leading portion Vcf at the time of the offset frontal collision is described with FIG.

  When the obstacle Oc collides with the vehicle Vc by an offset frontal collision at time t0, the reaction force Fr becomes the maximum Fr1 at time t1, which is the next moment. At this time, deformation and collapse of the leading vehicle leading portion Vcf (wall, ceiling, front surface Wf) by the impact force Fi starts. The front surface Wf that has been deformed or collapsed is called the front surface Wfb to be destroyed. Deformation and collapse continues until time t2. During this time, as indicated by a two-dot chain line in FIG. 16, the impact force Fi is attenuated, and the front surface Wfb to be destroyed is pushed down toward the passenger room while destroying the side wall and the ceiling. At time t2, the front surface Wfb to be destroyed is received by the passenger partition P. This period from time t1 to time t2 is referred to as a “collapse / deformation period Pd” due to a collision.

  In the collapse / deformation period Pd, the movement of the front surface Wfb to be destroyed causes the driver O to be shockedly pressed against the driver O with equipment such as the cab Do between the front surface Wfb to be destroyed and the driver O. There is a possibility of causing death or injury by being pressed against the passenger partition P. In this way, a considerable portion of the energy of the impact force Fi is consumed and absorbed during the collapse / deformation period Pd, and the remaining impact energy is applied to the structure of the vehicle Vc such as the passenger partition P, the side wall, the ceiling, and the underframe. It is propagated and absorbed through. That is, with respect to the offset frontal collision above the underframe, the point is to sufficiently reduce the energy during the collapse / deformation period Pd. This means that the integrated value of the reaction force Fr in the collapse / deformation period Pd is increased in FIG.

  In the offset frontal collision as described above, the impact absorbing device disclosed in Patent Document 1 is installed under the floor (underframe) and can absorb the offset frontal collision energy under the underframe. However, the offset frontal collision energy on the underframe cannot be absorbed. Patent document 2 discloses a shock absorbing frame structure for a railway vehicle, and needless to say, it is unsuitable for offset frontal collision energy absorption. That is, it is clear that neither of the disclosures of Patent Document 1 and Patent Document 2 can sufficiently reduce the energy in the above-described collapse / deformation period Pd.

  On the other hand, the bone member 17 (FIG. 15) disclosed in Patent Document 3 is provided in the crushable zone 11 of the vehicle, and targets an offset frontal collision above the underframe as in the present invention. However, the bone member 17 as the shock absorbing member is separated in the traveling direction of the vehicle Vc (the propagation direction of the impact force Fi of the offset frontal collision) with the opening of the U-shaped cross section facing away from the outer plate 18. It is provided between the two strength members 15, 16. That is, the impact force applied to the head portion of the head vehicle is transmitted to the bone member 17 through the strength member 15 in a vertical direction. By this impact force, the bone member 17 is bent inward at the notch 21 to absorb the impact energy.

  However, since the bone member 17 has a three-dimensional structure with a U-shaped cross section and extends as a single member in the direction of propagation of the impact force Fi, it has a high ability to resist the force applied in the direction of extension. It is disadvantageous from the viewpoint of absorption. Therefore, a notch 21 is provided in the opening so that the notch 21 can be easily broken when an impact force Fi is applied. Therefore, one bone member 17 is bent sharply at the notch 21. That is, the bone member 17 is folded only once along the entire length (between the strength members 15 and 16). In other words, once the bone member 17 is broken, it cannot absorb the impact energy any more.

  This is because, if the bone member 17 absorbs the impact energy only once in the crushable zone 11, the impact energy cannot be absorbed later. That is, it means that the crushable zone 11 is rapidly deformed and destroyed. That is, the crushable zone 11 is deformed and broken intermittently rather than continuously. For this reason, the shock cannot be smoothly absorbed and is intermittently absorbed together with the shock, so that the shock to the occupant cannot be suppressed.

  It can be considered that the bone member 17 is folded in multiple stages by providing a plurality of notches 21 in one bone member 17. However, since the bone member 17 has a three-dimensional (U-shaped cross section) structure, even if it has a plurality of cutouts 21, if it is broken at one cutout 21, the deformation of the portion proceeds and the remaining Even if the notch 21 is broken, the contribution to energy absorption is small.

  In addition, several bone members 17 (five in the example of FIG. 15B) are provided separately in the height direction on the frame of the vehicle Vc. That is, only a part of the space of the crushable zone 11 is used for absorbing the impact force Fi. The obstacle Oc that has collided with the vehicle Vc by offset front is received by the strength member 15 and the impact force Fi seems to be distributed and transmitted to several spaced bone members 17. However, since the strength member 15 is not a rigid body, the impact force Fi is concentrated and transmitted to the bone member 17 near the portion where the obstacle Oc actually hits.

  Therefore, even if one of several bone members 17 is broken, the remaining bone members 17 may not be broken. In this case, the peripheral portion of the broken bone member 17 is extremely destroyed, but the other portions are not destroyed. That is, all of the several bone members 17 cannot be used for impact energy absorption. This means that all the bone members 17 cannot be effectively used even if the bone members 17 are not separated from each other and arranged adjacent to each other over the entire crushable zone 11. That is, it means that the impact force that can be absorbed by the crushable zone 11 is extremely low.

  Therefore, in view of the above-described problems, an object of the present invention is to provide a railroad vehicle head impact absorbing structure that absorbs collision energy when an obstacle collides with an offset frontal collision above the railcar frame. .

In order to solve the above-mentioned problem, the present invention is a leading shock absorbing structure that absorbs an impact when an offset frontal collision with an obstacle at a portion above the underframe of a crew member room of a railway vehicle,
The underframe has an end beam extending in the vehicle width direction. The underframe is formed with a receiving portion into which an end of the through- pass column is inserted, and the end of the through- pass post is on the front side. It is opposed and fixed to the housing part .

  The present invention can efficiently and smoothly absorb the collision energy when an obstacle has an offset frontal collision above the railcar frame.

It is the front view which looked at the structure of the railway vehicle incorporating the head impact absorption structure which concerns on embodiment of this invention from the front. It is the top view which looked at the structure of the crew member room of the rail vehicle of FIG. 1 from the top. FIG. 2 is a side view of a passenger room of the railway vehicle in FIG. 1. FIG. 4 is a cross-sectional view of the crew room taken along line IV-IV in FIG. 3. In FIG. 1, it is sectional drawing of the upper part of a crew member room cut | disconnected by the straight line VV. It is a figure which shows the structure of the base frame shown in FIG. It is the figure which expanded the VII part in FIG. In FIG. 6, it is sectional drawing of the base frame cut | disconnected by the straight line VIII-VIII. In FIG. 6, it is sectional drawing of the underframe cut | disconnected by the IX-A-B-IX line. FIG. 7 is a cross-sectional view of the underframe taken along line XX in FIG. 6. In FIG. 6, it is sectional drawing of a base frame cut | disconnected by the straight line XI-XI. It is a figure showing typically the head shock absorption structure in the crew room part concerning an embodiment of the invention. It is a figure explaining the impact absorption at the time of the offset frontal collision in the crew member room part shown in FIG. It is a figure which shows the state of the crew member room part at the time of the offset frontal collision for every stage shown in FIG. It is a figure which shows the crushable zone of the conventional railway vehicle, and the impact-absorbing member provided in the said crushable zone. It is a figure which shows the state of the head vehicle head part of a rail vehicle at the time of an offset frontal collision. It is the top view which looked at the frame shown in FIG. 16 from the top. In FIG. 17, it is sectional drawing of a base frame cut | disconnected by the straight line XVIII-XVIII. In FIG. 17, it is sectional drawing of a base frame cut | disconnected by the straight line XIX-XIX. It is a figure which shows the state at the time of the offset frontal collision of the head vehicle head part shown in FIG.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. First, referring to FIGS. 1, 2, 3, 4, 5, 6, 6, 7, 8, 9, 10, and 11, the head impact according to the embodiment of the present invention is described. The absorption structure will be described. FIG. 1 shows a state in which a structure of a crew member room portion Vpf (FIG. 3), which is a head portion of a railway vehicle Vp (hereinafter referred to as “vehicle Vp”) in which the head impact absorbing structure of the present invention is incorporated, as viewed from the front. FIG. 2 shows a state where the structure of the crew room portion Vpf of FIG. 1 is viewed from above. In the figure, the left half represents a state covered with an outer skin 102 of the roof supported by the arch girder 139 and arch girder 140 (hereinafter “roof outer plate 102”), and the right half represents the roof outer plate 102. It shows the state without. FIG. 3 shows a state in which the side surface of the driver's side passenger compartment portion Vpf in FIG. 1 is viewed. FIG. 4 is a cross-sectional view taken along the line IV-IV of the crew member room portion Vpf in FIG. 5 shows a state in which the portion between the arch girder 139 and arch girder 140 cut by the straight line VV and the camoy 114 in FIG. 1, that is, the portion of the right shock absorbing member 175R in FIG. Show. 6 to 11 show the structure of the base frame Fu of the vehicle Vp.

  As shown in FIG. 1, in the center of the front surface of the vehicle Vp (crew compartment portion Vpf), there is a through-passage column Pt configured in an H shape extending through a frame Fu from a position higher than the ceiling. It is arranged. The through-passage column Pt includes a left through-passage column unit UL shown on the right side (left side as viewed from the inside of the vehicle Vp) and a right through-passage column unit shown on the left side (right side as viewed from the inside of the vehicle Vp). UR and camoy 114 are included. When viewed from the front of the vehicle Vp, the right side from the left through road column unit UL is the driver side, and the left side from the right through road column unit UR is the assistant side. A plurality of reinforcing plates 134 </ b> L and 134 </ b> R are provided inside the outer plate 101 (hereinafter, “side outer plate 101”) on the left and right side walls, respectively.

  As shown in FIG. 2, the left through-passage column unit UL includes a left front unit 112L positioned in front (front of the vehicle Vp) and a left rear unit 113L positioned rearward with respect to the longitudinal (traveling) direction Dl of the vehicle Vp. Thus, they are integrally configured so as to have a step on each of the inner side and the outer side (FIG. 2). Similarly, the right through-passage column unit UR is configured integrally with a right front unit 112R located at the front and a right rear unit 113R located at the rear so as to have steps on the inner side and the outer side. Both ends of the camoy 114 abut against the inner step, and the right through-pass column unit UR and the left through-pass column unit UL are integrally connected (see FIG. 1). Further, the end portions of the lateral bones 124L and 124R are brought into contact with the outer steps, and are connected to the side outer plate 101 (see FIG. 1).

  The left through road column unit UL and the right through road column unit UR extend toward the passenger partition P in the vehicle longitudinal direction Dl. A left impact absorbing member 175L and a right impact absorbing member 175R are connected between the extended end portions of the left through passage column unit UL and the right through passage column unit UR and the passenger partition portion P, respectively. The plurality of reinforcing plates 134L and the reinforcing plates 134R described above (four in this example) are provided in a region from the front surface of the side outer plate 101 to the arch girder 139.

  As shown in FIG. 3, a reinforcing plate 134L is provided on the left side wall of the passenger compartment portion Vpf in the area from the front front of the vehicle to the arch girder 139, and in the area from the arch girder 139 to the arch girder 140, The entrance / exit D is opened. As shown in FIG. 4, a plurality (four in this example) of reinforcing plates 134L protrude substantially perpendicularly (parallel to the vehicle width direction Dw) with respect to the side outer plate 101, and in the vehicle height direction Dv direction. It extends to. As a result, a U-shaped space Sv extending from the underframe to the ceiling is formed by the adjacent reinforcing plate 134L and the side outer plate 101. This space Sv can be used for accommodating piping, wiring, and the like.

  Returning to FIG. 3, it can be seen that the left impact absorbing member 175 </ b> L is connected to the camo 114 and the passenger partition P at the upper part of the entrance / exit D. Similarly, the reinforcing plate 134R protrudes substantially perpendicular to the side outer plate 101 (parallel to the vehicle width direction Dw) and extends in the vehicle height direction Dv direction on the right side wall of the passenger compartment portion Vpf. Yes. The adjacent reinforcing plate 134R and the side outer plate 101 form a U-shaped space Sv extending from the underframe to the ceiling. This space Sv can be used for accommodating piping, wiring, and the like. The right impact absorbing member 175R is connected to the rear end portion of the camo 114 and the passenger partition P at the upper part of the entrance D.

  With reference to FIG. 5, the structure of the right shock absorbing member 175R will be described. In the present example, the right shock absorbing member 175R is configured as a two-body object that is connected to the camo 114 and the cross beam 151 and that connected to the cross beam 151 and the cross beam 152. For this reason, the impact energy at the time of the offset frontal collision is absorbed by the right impact absorbing member 175R being deformed or collapsed. For that purpose, if it is greatly deformed or moved when receiving the impact force Fi, it will no longer be able to receive the impact force Fi. It is held by the reaction force receiving. The same applies to the left impact absorbing member 175L. Needless to say, the right shock absorbing member 175R and the left shock absorbing member 175L may be configured as a single body.

  That is, in order to prevent the right impact absorbing member 175R from escaping with respect to the impact force Fi, the right impact absorbing member 175R is divided into a plurality of members and each is held on the propagation path of the impact force Fi. Therefore, the number of right impact absorbing members 175R is not limited to two and can be determined as appropriate. The same applies to the left impact absorbing member 175L. The shock absorbing member 175 (generically referring to the right shock absorbing member 175R and the left shock absorbing member 175L) needs to be a member that is easily buckled and deformed with respect to a collision load while having strength to withstand a normal load. Specific examples of the impact absorbing member 175 include a metal square pipe and a metal tube-shaped member in which a plurality of holes are formed. The material of the shock absorbing member 175 is an aluminum alloy material or steel material.

  Next, the frame Fu (FIGS. 1 and 3) of the vehicle Vp will be described with reference to FIGS. 6, 7, 8, 9, 10, and 11. FIG. As described with reference to FIG. 1, the lower end of the through-pass post Pt is inserted and held in the underframe Fu. The frame Fu basically has a structure in which a plurality of types of members are added or changed to the above-described frame Fuc (FIG. 17). Specifically, as shown in FIG. 6, the underframe Fu has a longitudinal beam extending in the vehicle longitudinal direction Dl and a transverse beam extending in the vehicle width direction Dw, and is substantially bilaterally symmetric in plan view. Has a shape. The frame Fu is provided with a receiving portion Cpt (receiving portions CptR and CptL), a horizontal beam 224, a longitudinal beam 226, and a side beam reinforcing member Re204, and a horizontal beam 208 (horizontal beams 208R and 208L) and an end beam 202 (end beam). 202R and 202L) are replaced by the cross beams 228 (cross beams 228R and 228L) and end beams 222 (end beams 222R and 222L), respectively.

  The shapes of the end beams 222R and 222L are slightly different from the shapes of the end beams 202R and 202L (FIG. 17), but this difference is due to a difference in vehicle design. In the following, members corresponding to those of the conventional underframe Fuc are denoted by the same reference numerals, description thereof will be omitted unless particularly necessary, and members and features unique to the present invention will be mainly described.

  The distance between the transverse beams 228 in the vehicle longitudinal direction Dl is smaller than the distance between the transverse beams 208 (FIG. 17) in the vehicle longitudinal direction Dl. Accordingly, the rigidity reinforcement of the frame Fu by the horizontal beam 228R (228L) is larger than the rigidity reinforcement of the frame Fuc (FIG. 17) by the horizontal beam 208R (208L).

  In the frame Fu, between the end beam 222 and the pillow beam 210, the side beam 204R and the middle beam 206R are connected to each other by three horizontal beams 228R (the horizontal beam 228aR, the horizontal beam 228bR, and the horizontal beam 228cR). Similarly, the side beam 204L and the middle beam 206L are connected to each other by three lateral beams 228L (a lateral beam 228aL, a lateral beam 228bL, and a lateral beam 228cL). As described above, in this example, the three transverse beams 228R and 228L are arranged on the frame Fu, but the number is not limited to three, and an arbitrary predetermined number N of the transverse beams 228R and 228R, respectively. 228L can be provided. The predetermined number N is determined based on the strength required for the underframe Fu and the length of the vehicle Vp in the vehicle longitudinal direction Dl. In the example shown in FIG. 6, N = 3.

  Next, with reference to FIG.6 and FIG.7, the accommodating part Cpt by which the lower end of the penetration path pillar Pt is inserted is demonstrated. The housing part Cpt includes a housing part CptR and a housing part CptL. The accommodating portions CptR and CptL are respectively formed at the end on the middle beam 206R side of the end beam 222R and the end on the middle beam 206L side of the end beam 222L. As shown in FIG. 7, the accommodating portion Cpt (CptL) corresponds to the outer shape of the lower end portion of the through-pass column Pt from the upper surface portion of the end beam 222 (222L) toward the inside (see FIG. 7B). It is the recessed part formed by notching partially to the shape (refer Fig.7 (a)) to do. The lower end portion of the through-pass column Pt is inserted into the recess, and the through-pass column Pt is held by the end beam 222 of the base frame Fu. In this sense, hereinafter, the accommodating portion Cpt is referred to as a notch Cpt.

  The lower end of the through-pass post Pt is inserted into the notch CptL. Similarly, the lower end portion of the through-pass post Pt is also inserted into the notch CptR. In this state, the through passage pillar Pt is fixed and held on the underframe Fu. The accommodating portion Cpt may be a through hole, or may be formed by partially bending the end beam 222. And the lower end of penetration column Pt may penetrate base frame Fu.

  Next, the horizontal beam 224 will be described with reference to FIGS. 6 and 8. Each of the cross beams 224 includes one cross beam 224R and a cross beam 224L. The transverse beam 224R is disposed between the end beam 222R and the foremost transverse beam 228R (lateral beam 228aR), and extends in the vehicle width direction Dw. Note that the position of the transverse beam 224R relative to the middle beam 206R is the same as the position of the leading transverse beam 208aR relative to the middle beam 206R in the conventional underframe Fuc. That is, one horizontal beam 224R and three horizontal beams 228R are arranged in an area equivalent to the area where the three horizontal beams 208R are arranged in the underframe Fuc. Similarly, the lateral beam 224L is disposed between the end beam 222L and the foremost lateral beam 228L (lateral beam 228aL), and extends in the vehicle width direction Dw. In other words, the frame Fu is reinforced by more transverse beams 224 and 228 than the frame Fuc.

  As shown in FIG. 8, the cross section of the horizontal beam 224 has a so-called U-shape (C-shape) including three sides from which one side of the right-angled quadrilateral is removed. The horizontal beam 224 includes horizontal beam horizontal portions 224u and 224b facing each other, and a horizontal beam vertical portion 224v that connects the horizontal beam horizontal portion 224u and the horizontal beam horizontal portion 224b. As can be seen from FIGS. 6 and 8, the cross beam 224 is arranged so that the cross beam vertical portion 224 v faces the end beam 222. The open portion formed between the horizontal beam horizontal portions 224u and 224b faces the open portion of the cross beam U-shaped cross beam 228 located at the forefront (see FIG. 6B).

  The width w224 of the cross beam 224 (the length of the horizontal beam horizontal portion 224u in the vehicle longitudinal direction Dl) is larger than the width of the cross beam 228 (the length in the vehicle longitudinal direction Dl). In the illustrated example, the width w 224 of the cross beam 224 is approximately twice the width of the cross beam 228. Further, the thickness t224 of the cross beam 224 is larger than the thickness of the cross beam 228. In the illustrated example, the thickness t 224 of the cross beam 224 is approximately twice the thickness of the cross beam 228. That is, the rigidity of the cross beam 224 is larger than the rigidity of the cross beam 228. In this sense, the lateral beam 224 is hereinafter referred to as a reinforced beam as necessary. Note that the width w224 and the thickness t224 of the cross beam 224 can be appropriately determined as necessary.

  The underframe Fu includes a rear region extending from the reinforcing beam 224 (including the horizontal beam 224) toward the vehicle rear side in the vehicle longitudinal direction D1, and the vehicle front side (end beam) from the reinforcing beam 224 (not including the horizontal beam 224). 222) and the front region extending toward the front. In other words, the rear region is reinforced by the cross beams 224 and the N × 2 cross beams 228, and has greater structural strength and rigidity than the front region that is not reinforced.

  Next, the longitudinal beam 226 will be described with reference to FIGS. 6 and 9. The longitudinal beam 226 is disposed between the transverse beam 224 and the pillow beam 210 and extends in the vehicle longitudinal direction Dl. The longitudinal beam 226 includes a predetermined number L (L is a natural number) of the longitudinal beams 226R disposed between the lateral beam 224R and the pillow beam 210, and a predetermined number L of the longitudinal beams 226 disposed between the lateral beam 224L and the pillow beam 210. Long beam 226L. In the illustrated example, L = 8.

  The longitudinal beam 226R includes a longitudinal beam 226aR, a longitudinal beam 226bR, a longitudinal beam 226cR, a longitudinal beam 226dR, a longitudinal beam 226eR, and a longitudinal beam 226gR. Similarly, the longitudinal beam 226L includes a longitudinal beam 226aL, a longitudinal beam 226bL, a longitudinal beam 226cL, a longitudinal beam 226dL, a longitudinal beam 226fL, and a longitudinal beam 226gL.

  The longitudinal beam 226aR is disposed between the transverse beam 224R and the transverse beam 228aR, and connects the transverse beam 224R and the transverse beam 228aR. In the illustrated example, two longitudinal beams 226aR are arranged. Similarly, the longitudinal beam 226aL is disposed between the transverse beam 224L and the transverse beam 228aL, and connects the transverse beam 224L and the transverse beam 228aL. In the illustrated example, two longitudinal beams 226aL are arranged. The cross sections of the longitudinal beams 226aR and 226aL are U-shaped (C-shaped).

  The longitudinal beam 226bR is disposed between the transverse beam 228aR and the transverse beam 228bR, and connects the transverse beam 228aR and the transverse beam 228bR. In the illustrated example, two longitudinal beams 226bR are arranged. Similarly, the longitudinal beam 226bL is disposed between the transverse beam 228aL and the transverse beam 228bL, and connects the transverse beam 228aL and the transverse beam 228bL. In the illustrated example, two longitudinal beams 226bL are arranged. The cross sections of the longitudinal beams 226bR and 226bL are U-shaped (C-shaped).

  The longitudinal beam 226cR is disposed between the transverse beam 228bR and the transverse beam 228cR, and connects the transverse beam 228bR and the transverse beam 228cR. In the illustrated example, one longitudinal beam 226cR is arranged. Similarly, the longitudinal beam 226cL is disposed between the horizontal beam 228bL and the horizontal beam 228cL, and connects the horizontal beam 228bL and the horizontal beam 228cL. In the illustrated example, one longitudinal beam 226cL is arranged. As can be seen from FIG. 9, the cross section of the longitudinal beam 226cL is a so-called L-shape consisting of two sides from which two adjacent sides of a right-angled quadrilateral are removed.

  The longitudinal beam 226dR and the longitudinal beam 226eR are disposed between the transverse beam 228cR and the pillow beam 210, and connect the transverse beam 228cR and the pillow beam 210. In the illustrated example, the longitudinal beams 226dR and 226eR are arranged one by one. As can be seen from FIG. 9, the cross-sections of the longitudinal beams 226dR and 226eR are U-shaped (C-shaped). Similarly, the longitudinal beam 226dL and the longitudinal beam 226fL are disposed between the transverse beam 228cL and the pillow beam 210, and connect the transverse beam 228cL and the pillow beam 210. In the illustrated example, the longitudinal beams 226dL and 226fL are arranged one by one.

  The longitudinal beam 226gR is disposed between the transverse beam 228bR and the transverse beam 228cR, and connects the transverse beam 228bR and the transverse beam 228cR. In the illustrated example, one longitudinal beam 226gR is arranged. Similarly, the longitudinal beam 226gL is disposed between the horizontal beam 228bL and the horizontal beam 228cL, and connects the horizontal beam 228bL and the horizontal beam 228cL. In the illustrated example, one longitudinal beam 226gL is arranged. As can be seen from FIG. 9, the cross section of the longitudinal beam 226gL is L-shaped.

  The distance between the longitudinal beam 226cR and the longitudinal beam 226gR in the vehicle width direction Dw is larger than the distance between the longitudinal beam 226aR and the longitudinal beam 226aR in the vehicle width direction Dw. Similarly, the distance between the longitudinal beam 226cL and the longitudinal beam 226gL in the vehicle width direction Dw is larger than the distance between the longitudinal beam 226aL and the longitudinal beam 226aL in the vehicle width direction Dw. That is, the longitudinal beam 226cR and the longitudinal beam 226gR are disposed so as to avoid an underfloor device (not shown) attached to the underfloor of the vehicle Vp. Similarly, the longitudinal beam 226cL and the longitudinal beam 226gL are arranged so as to avoid the underfloor equipment.

  As described above, the rigidity of the rear region of the base frame Fu reinforced by the cross beam 224 and the cross beam 228 is further improved by the longitudinal beam 226 as well as the strength reinforcement. That is, the difference in structural strength and rigidity of the rear region with respect to the front region is increased.

  Next, the side beam reinforcing member Re204 will be described with reference to FIGS. The side beam reinforcing member Re204 includes a side beam reinforcing member Re204R and a side beam reinforcing member Re204L. The side beam reinforcing members Re204R and Re204L extend in the vehicle longitudinal direction Dl. As can be seen from FIG. 11, the plate-like side beam reinforcing member Re204L is disposed so as to close the opening of the side beam 204L having a U-shaped cross section (C shape). Similarly, the side beam reinforcing member Re204R is disposed so as to close the opening of the side beam 204R having a U-shaped cross section (C shape). As described above, the strength and rigidity of the rear region of the underframe Fu are further improved by the side beam reinforcing member Re204.

  In summary, the underframe Fu has the following three features as compared with the conventional underframe Fuc. First, the frame Fu is provided with a receiving portion (notch) Cpt into which the through-pass pillar Pt is inserted and fixed. Secondly, the underframe Fu is newly provided with reinforcing beams (lateral beams) 224 extending in the vehicle width direction Dw. Thirdly, the underframe Fu is newly provided with a longitudinal beam 226 extending in the vehicle longitudinal direction Dl and a side beam reinforcing member Re204.

  In the frame Fu having the above-described configuration, the structural strength of the portion behind the reinforcing beam 224 (including the horizontal beam 224) in the vehicle longitudinal direction Dl is improved as compared with the conventional frame Fuc. In the frame frame Fu, the structural strength of the portion in front of the reinforcing beam 224 (not including the horizontal beam 224) is approximately the same as that of the conventional frame frame Fuc. That is, as described above, two regions (a rear region and a front region) having different rigidity (structural strength) are formed in the frame Fu with the reinforcing beam 224 as a boundary.

  The rear region includes a plurality of longitudinal beams (longitudinal beams 226) connected to the transverse beams 224 that are reinforcing beams. Therefore, the rigidity of the portion behind the transverse beam 224 is higher (larger) than the rigidity of the front region. In this sense, hereinafter, a portion (front region) in front of the horizontal beam 224 in the frame Fu is referred to as a frame flexible portion VpFr (FIG. 6), and a portion (rear region) behind the horizontal beam 224 is referred to as a frame rigid portion VpRi ( FIG. 6). The frame rigid portion VpRi is particularly improved in strength against compression / tension load acting in the vehicle longitudinal direction Dl.

  The shock absorption by the frame Fu when the vehicle Vp collides with an obstacle in an offset front will be described with reference to FIG. When the obstacle collides with the through road column Pt of the vehicle Vp, the through road column Pt falls backward in the vehicle longitudinal direction Dl. In the present invention, the lower end of the through-pass post Pt is inserted and fixed in a notch Cpt provided in the frame Fu. Therefore, even during an offset frontal collision, the through-pass column Pt approaches the passenger partition P while rotating with the portion inserted and fixed in the notch Cpt as a fulcrum. As shown in FIG. 16, the front surface Wfb is not translated toward the driver O. The frame Fu is turned up from the end beam 222 to the front of the horizontal beam 224 by the rotation of the through-passage column Pt. At this time, the collision energy is absorbed.

  In the frame frame Fu, the structural strength of the frame frame rigid portion VpRi with respect to the compression / tension load acting in the vehicle longitudinal direction Dl is improved. Therefore, the collision energy is absorbed mainly by turning up the underframe flexible portion VpFr and deforming the bone member included in the underframe flexible portion VpFr.

  Next, with reference to FIG. 12, FIG. 13, and FIG. 14, the impact absorption at the time of offset frontal collision by the leading impact absorbing structure according to the embodiment of the present invention will be described below. FIG. 12 schematically shows the leading shock absorbing structure in the crew room portion Vpf. In the figure, the left side of the passenger partition P is the crew room portion Vpf, and the right side is the cabin portion Vpp. The leading shock absorbing structure according to the present invention includes a structure in which an end portion of the through-pass column Pt is inserted into the receiving portion Cpt of the underframe Fu (hereinafter referred to as a “through-through column base frame fixing structure Spf”), and a underframe Fu. In which two regions (underframe flexible portion VpFr and underframe rigid portion VpRi) having different stiffness (structural strength) are provided (hereinafter, “underframe flexible-rigid structure”) and a plurality of (in this example, Three (three) shock absorbing members 175 are held between the camoy 114 of the through-passage column Pt and the passenger partition P (hereinafter “ceiling shock absorbing structure Spc”), and a plurality (in this example, The four reinforcing plates 134 include a structure (hereinafter referred to as “side wall impact absorbing structure Sps”) that extends perpendicularly to the side outer plate 101 and extends from the underframe toward the ceiling.

  Next, with reference to FIG. 13, the shock absorption by the through-passage column base frame fixing structure Spf and the ceiling shock absorbing structure Spc when the crew member room portion Vpf shown in FIG. The description will be divided into five stages of S5.

  In the stage S1, the obstacle Oc (for example, a 25-ton truck) collides with the through road column Pt of the vehicle Vp at a speed of 60 km / h.

  In stage S2, the through-passage pillar Pt falls down. In the present invention, the through-path column Pt frame fixing structure Spf inserts and fixes the lower end of the through-channel column Pt into the accommodating portion Cpt of the underframe Fu, so that the through-channel column Pt is like the conventional front surface Wf. In other words, the front surface Wfb is not translated toward the driver O. The through-pass column Pt approaches the passenger partition P while rotating with the portion of the through-pass column base frame fixing structure Spf as a fulcrum. Due to the rotation of the through-pass pillar Pt, the underframe Fu rises up from the top to the second end beam (the reinforcing beam 224 (FIG. 6)). At this time, the collision energy is absorbed. This is called primary absorption Aec1 of collision energy.

  In the stage S3, the through passage pillar Pt crushes the roof portion and the side portion of the crew member room portion Vpf together with the shock absorbing member 175 of the ceiling portion shock absorbing structure Spc. At this time, the collision energy that has not been absorbed in the stage S2 is absorbed by the shock absorbing member 175 (hereinafter referred to as “secondary absorption Aec2”) and is also absorbed by the roof portion and the side portion of the crew room portion Vpf (hereinafter referred to as “third absorption”). Aec3 ").

  In stage S4, the through-passage pillar Pt (and the crushed shock absorbing member 175) is received by the passenger partition P, and the energy that is not absorbed in the stage S3 is transferred from the passenger partition P to the cabin part Vpp. Propagated.

  In stage S5, the collapse / deformation ends, and the transmitted energy is gently reduced by the rear structure. In this state, the speed of the obstacle and the train are almost equal, but the reaction force Fr does not become zero because there is resistance to drag the obstacle.

  FIG. 14 describes the state of the crew room portion Vpf at the time of the offset frontal collision in the vehicle Vp from the stage S1 to the stage S5 in comparison with FIG. In the figure, a two-dot chain line Lc indicates a relation of reaction force Fr-time t in the vehicle Vc shown in FIG. The solid line Lp shows the relationship between the reaction force Fr and the time t in the vehicle Vp (passenger room portion Vpf) in which the through-pass post frame fixing structure Spf and the ceiling impact absorbing structure Spc according to the embodiment of the present invention are incorporated. For comparison, the start time t1 and the end time t2 of the collapse / deformation period Pd are shown as being the same, but actually the crew room portion Vpf, the through-passage column base frame fixing structure Spf, and the ceiling impact absorption, respectively. Needless to say, it differs depending on the structure Spc.

  As shown in FIG. 14, by using the leading shock absorbing structure according to the present invention, the peak value of the impact force is lowered from Fr1 to Frp. In particular, in the stage S3, the slope of the straight line Lp becomes the slope of the straight line Lc. It can be seen that energy is effectively absorbed because it is smaller. Thus, the impact force peak, that is, Frp (Fr1) is in the stage S1 with a short time. From the viewpoint of the effect of energy absorption, it is also effective to increase the impact force peak. However, since the acceleration increases, there is a tendency that damage to the occupant increases. Further, increasing the decay time Pd also increases energy absorption.

  However, since the amount of deformation is proportional to time, the space for protecting the passenger is reduced. Based on these, from the viewpoint of occupant protection, the structure in which the crushable zone is provided is a combination of the energy absorbing element and the allowable deformation amount, and holds the stage S3 portion at a position where the reaction force is high for a long time. is there.

  The number of impact absorbing members 175 and reinforcing plates 134 is not limited to the illustrated example, and can be determined as appropriate. In the illustrated example, two shock absorbing members 175 (left shock absorbing member 175L and right shock absorbing member 175R) are arranged in the vehicle width direction Dw. However, the arrangement of the shock absorbing member 175 is not limited to this, and is appropriately determined. can do. For example, three impact absorbing members 175 may be arranged in the vehicle width direction Dw. Moreover, you may arrange | position the some impact-absorbing member 175 so that the height from the base frame Fu may differ in the predetermined position in the vehicle width direction Dw.

  With reference to FIG. 13 and FIG. 14, the impact energy absorption in the combination of the through-pass pillar frame fixing structure Spf and the ceiling impact absorbing structure Spc has been described. Since the ceiling impact absorbing structure Spc and the side wall impact absorbing structure Sps are different in structure, strictly speaking, the impact absorbing pattern is different from the ceiling impact absorbing structure Spc.

  That is, since the reinforcing plate 134 of the side wall shock absorbing structure Sps is provided on the inner surface of the side outer plate 101, the outer plate does not hit the side wall shock absorbing structure Sps (the side outer plate 101 or the reinforcing plate 134) at the time of collision. . That is, after the obstacle Oc hits the through-pass pillar Pt, it hits the side wall impact absorbing structure Sps. Subsequent operations are basically the same as the operations of the through-passage column Pt and the ceiling impact absorbing structure Spc.

  However, since the plurality of reinforcing plates 134 are arranged in parallel in the vehicle longitudinal direction D1, if the side outer plate 101 is deformed out of plane by the obstacle Oc, the corresponding reinforcing plate 134 moves in the vehicle longitudinal direction Dl direction. Then, the deformed side outer plate 101 is brought into contact with the next reinforcing plate 134. As the propagation and absorption of the impact and the deformation of the side outer plate 101 proceed, the number of reinforcing plates 134 that abut on increases. Thus, the impact force Fi applied to the first reinforcing plate 134 is absorbed and more dispersed as the number of reinforcing plates 134 increases.

  That is, in the side wall impact absorption structure Sps, the reinforcing plate 134 suppresses the breakage and breakage of the side outer plate 101, and thereby the side outer plate 101 is deformed, thereby promoting the absorption of impact energy. The out-of-plane deformation of the side outer plate 101 provided with the side wall impact absorption structure Sps can be used for energy absorption. Furthermore, since the impact is distributed for each reinforcing plate 134, the impact energy can be reduced more smoothly. As described above, in the case of a bone skin structure composed of longitudinal and horizontal bone aggregates and a skin, it is possible to deform the skin outside the skin, without breaking, in order to absorb the impact energy of the vehicle at the time of the collision. Desirable from a viewpoint.

  Further, the side wall impact absorbing structure Sps is provided not in the full width of the side wall of the crew room portion Vpf but in a region having a width from the front to the arch girder 139. Therefore, even when the passenger compartment portion Vpf collides with the offset head, the deformation of the side wall of the crew compartment portion Vpf is suppressed only to the out-of-plane deformation of the side outer plate 101, and the passenger partition is separated from the rear end of the side wall impact absorbing structure Sps. The side wall to the part P is free from deformation and collapse. As a result, a space from the passenger partition P to the side wall impact absorbing structure Sps can be secured for the crew. Since the side wall impact absorbing structure Sps does not need to be connected to the passenger partition P, it can also be applied to a vehicle such as a tram that does not have the passenger partition P.

  As described above, although the way of absorbing the impact energy is different, the side wall impact absorbing structure Sps basically has the impact absorbing performance similar to the ceiling impact absorbing structure Spc. Therefore, in the present invention, the combination of the through-pass column base frame fixing structure Spf and the ceiling impact absorbing structure Spc, the combination of the through-pass column base frame fixing structure Spf and the side wall impact absorbing structure Sps, and the through-pass post column frame This can be implemented by a combination of the fixed structure Spf, the ceiling impact absorbing structure Spc, and the side wall impact absorbing structure Sps. Further, a combination of the through-pass column base frame fixing structure Spf, the underframe flexible-rigid structure, and the ceiling impact absorbing structure Spc, the through-pass column base frame fixing structure Spf, the underframe flexible-rigid structure, and the side wall impact absorbing structure Sps And a combination of the through-passage column base frame fixing structure Spf, the base frame soft-rigid structure, the ceiling impact absorbing structure Spc, and the side wall impact absorbing structure Sps. If the ceiling shock absorbing structure Spc and the side wall shock absorbing structure Sps are performed simultaneously, the timings of the stages S1 to S5 may be different from each other, but the shock absorbing capacity is added, so that the through-passage column base frame fixing structure is effectively provided. It is possible to prevent the spf from being destroyed and to ensure the safety of the crew.

  The present invention can be used for a railway vehicle structure.

Vp, Vc Railroad vehicle Vpf Crew member part Vpp Guest room part P Passenger partition part Fu Base frame Dw Vehicle width direction Dv Vehicle height direction Dl Longitudinal (traveling) direction Spf Throughway column base frame fixing structure Spc Ceiling impact absorption structure Sps Side wall impact absorption structure Oc Obstacle Fi Impact force Pt Through-pass column UL Left through-pass column unit UR Right through-pass column unit 114 Camo 101 Side outer plate 134, 134L, 134R Reinforcement plate 124L, 124R Side bone 102 Roof outer plate 139 , 140 Arch beam 151, 152 Cross beam 175, 175L, 175R Shock absorbing member Cpt, CptL, CptR receiving portion 204, 204R, 204L Side beam 206, 206R, 206L Middle beam 210 Pillow beam 222, 222L, 222R End beam 228, 228L 228R transverse beam 224, 224L, 22 R cross beam (reinforced beams)
226, 226L, 226R Longitudinal beam Vcf Leading vehicle head VpFr Underframe flexible part VpRi Underframe rigid part Fuc Underframe Wf Front Wfb Destroyed front Re204 Side beam reinforcing member

Claims (3)

It is a leading shock absorbing structure that absorbs the impact when the passenger compartment part of the railway vehicle collides with an obstacle in front of the frame at the part above the underframe,
The underframe has an end beam extending in the vehicle width direction,
The underframe is formed with an accommodating portion into which an end of the through-passage column is inserted ,
The leading shock absorbing structure, wherein an end portion of the through-passage column is fixed so that a front side thereof faces the housing portion . The underframe is
A first predetermined number of first horizontal beams extending in the vehicle width direction, the first horizontal beams being arranged at predetermined intervals in the vehicle longitudinal direction;
Having a second predetermined number of second transverse beams equal to or less than the first predetermined number, the second transverse beams being more rigid than the first transverse beams;
2. The head impact absorbing structure according to claim 1 , wherein the second transverse beam is disposed between the end beam and the first transverse beam. The underframe further comprises:
A third predetermined number of first longitudinal beams extending in a longitudinal direction of the vehicle, wherein the first longitudinal beams are respectively the first transverse beams or the first transverse beams and the second transverse beams; The head impact absorbing structure according to claim 2 , wherein the head impact absorbing structure is connected to a horizontal beam.