JP6251365B2 - Railway vehicle with collision energy absorption structure - Google Patents

Description

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

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

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

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

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

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

JP 2007-326550 A

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

  For this reason, in addition to the collision energy absorbing device, a collision energy absorbing structure that absorbs collision energy is incorporated into a part of the vehicle body, and the structure reduces the crushing (peak) load at the time of the collision and reduces the impact on passengers and the like. Has been devised. However, when an area that undergoes plastic deformation at the time of a collision is provided in a part of the vehicle body, if the area includes a crew room or an entrance / exit that serves as an evacuation route, the safety of the crew will be impaired, or evacuation guidance after the collision will occur. There were problems such as becoming difficult.

  An object of the present invention is to provide a railway vehicle including a collision energy absorbing structure that can alleviate a shock at the time of a collision without impairing the safety of a crew member or the like.

  The above object is a railway vehicle having a collision energy absorbing structure that absorbs collision energy, and the vehicle body of the railway vehicle is fixed to a base frame forming a floor surface and an end beam provided at an end of the base frame in the longitudinal direction. Provided on the upper surface of the front end portion of the center portion in the width direction of the first end floor, and the through-passage frame. A collision energy absorbing structure comprising: a pair of through-passage frame pillars; a corner pillar provided on an upper surface of a front end portion of the widthwise end of the first end floor; and a crew member room provided behind the corner pillar The through-passage frame column has a rectangular cross section whose longitudinal dimension is larger than the widthwise dimension, and the lower beam is below the rear end of the through-passage frame column fixed to the first end floor. By a railway vehicle equipped with a collision energy absorption structure, characterized in that the longitudinal center portion is located It can be determined.

  ADVANTAGE OF THE INVENTION According to this invention, a rail vehicle provided with the collision energy absorption structure which can relieve | moderate the impact at the time of a collision, without impairing safety | security of a crew member etc. can be provided.

FIG. 1 is a side view showing an example of a railway vehicle having a through-passage at the head. FIG. 2 is a perspective view of a framework of a railway vehicle (see FIG. 1) having a collision energy absorbing structure at the top. FIG. 3 is a vertical cross-sectional view (cross-sectional view of FIG. 2A-A) in the direction along the longitudinal direction of a railway vehicle having a collision energy absorbing structure at the head. FIG. 4 is a horizontal sectional view (FIG. 1B-B sectional view) of the floor height of a railway vehicle provided with a collision energy absorbing structure at the top. FIG. 5 is a perspective view of the lower beam provided at the head of the railway vehicle. FIG. 6 is a horizontal sectional view (corresponding to the sectional views of FIGS. 1B and 1B) of the floor surface of a railway vehicle provided with a collision energy absorbing structure at the top, and is an example of a first end floor provided with a slit. FIG. 7 is an example of a slit shape provided in the first end floor and the lower beam.

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

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

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

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

The Maruzuma structure 18 including the driver's seat (crew cabin) is provided with a through-passage 16a (see FIG. 2) for passengers to move to adjacent vehicles. The through-passage 16a has a through-passage frame 40 and a bellows-like shape. It is composed of a through-pass hood 16b and the like. The crew room 300 included in the Marutama structure 18 is provided at both ends in the width direction 110 of the connecting portion between the Maruzuma structure 18 and the underframe 20 (see FIG. 4).
The side structure 7 is provided with a window for daylighting or natural ventilation, a crew lift 14a for a crew to get on and off, and a passenger board 14b for a passenger to get on and off. Furthermore, the railway vehicle 1 is supported by a carriage 5 that moves along the track below both ends of the vehicle body 3 in the longitudinal direction 100.

  FIG. 2 is a perspective view of a framework of a railway vehicle (see FIG. 1) having a collision energy absorption structure at the head portion, and FIG. 3 is a direction along the longitudinal direction of the rail vehicle having a collision energy absorption structure at the head portion. It is a vertical sectional view (FIG. 2A-A sectional view). FIG. 4 is a horizontal sectional view (FIG. 1B-B sectional view) of the floor height of a railway vehicle provided with a collision energy absorbing structure at the head, and FIG. 5 is a diagram of the lower beam provided at the head of the railway vehicle. It is a perspective view. Furthermore, FIG. 6 is a horizontal sectional view (corresponding to a sectional view of FIGS. 1B-B) of the floor surface of a railway vehicle provided with a collision energy absorbing structure at the head portion, and is an example of a first end floor board provided with a slit. FIG. 7 is an example of a slit shape provided in the first end floor and the lower beam.

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

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

  A pair of lower beams 30 along the longitudinal direction 100 is provided in a cantilever manner at the center of the end beam 25 in the width direction 110. The lower beam 30 is fixed to the end beam 25 by welding or the like so as to be continuous with the central middle beam 23. A substantially semicircular first end floor 26a is placed and welded to the upper end edge of the side plate 30a forming the lower beam 30 and the upper end edge of the end beam 25 (see FIGS. 3, 4 and 5).

  The welded portion between the upper edge of the side plate 30a and the lower surface of the first end floor 26a is not necessarily welded along the entire length of the upper edge, and is an intermittent welded portion in consideration of a crushing load at the time of collision. There may be. A pair of energy absorbing devices 90 (only one of which is shown in FIG. 4) are provided at both ends of the end beam 25 in the width direction 110 in a cantilever manner along the longitudinal direction 100.

  The lower beam 30 is a member composed of a rectangular bottom plate 30b and side plates 30a erected from both ends in the width direction 110 of the bottom plate 30b, and a cross-sectional shape intersecting the longitudinal direction 100 is a C channel shape. The side plate 30 a is provided with a slit 30 as along the longitudinal direction 100. Similarly, the slit 30bs of the same aspect is provided also in the baseplate 30b. These slits are provided in order to promote the crushing of the lower beam 30 and to appropriately set the crushing load when the railway vehicle collides with an obstacle.

  A through-passage frame 40 (through-passage frame pillar 40a1) is erected on the end (front end edge) of the upper surface of the first end floor 26a in the longitudinal direction 100, and in order toward the center in the longitudinal direction 100, A horseshoe-shaped first frame 50 and second frame 70 are provided (see FIG. 2). The first frame 50 is provided on the upper surface of the first end floor 26a, and the second frame 70 is provided on the upper surface of the second end floor 26b (frame 20) (see FIG. 3).

  The through-passage frame 40 has a pair of through-passage frame pillars 40a1 erected on the end portion (front end edge portion) in the longitudinal direction 100 of the first end floor 26a, and a penetration spanning over the upper end portion of the through-passage frame 40a1. It is comprised from the road frame horizontal beam 40a2. The cross-sectional shape of the through-passage frame column 40a1 is a rectangular cross section in which the longitudinal dimension 100 is larger than the width dimension 110.

  The through-passage frame column 40a1 is fixed to the upper surface of the first end plate 26a supported by the lower beam 30 by welding or the like. The dimension L1 in the longitudinal direction 100 of the through-passage frame pillar 40a1 is set larger than the dimension L2 of the corner pillar 46. The longitudinal end portion (hereinafter referred to as the front end portion) of the through-passage frame column 40a1 welded to the first end plate 26a is longer than the front end portion of the corner column 46 by a longitudinal dimension L3. It is located on the end side (hereinafter referred to as the front side) (see FIG. 4).

  An end portion (hereinafter referred to as a rear end portion) in the longitudinal direction 100 of the through-passage frame column 40a1 welded to the first end floor 26a is a lower beam positioned below the first end plate 26a1. This corresponds to approximately the center of 30 longitudinal directions 100.

  Furthermore, a slit (notch) 15a along the width direction 110 is provided on the first end floor 26a1 on the side of the central portion in the longitudinal direction 100 (hereinafter referred to as the rear side) of the through-passage frame column 40a1 and is provided with a corner (corner) 15a. A similar slit (notch) 15b is provided on the rear side of the column 46 (see FIG. 6).

  The slit 15a (15b) provided in the first end floor 26a1 and the slit 30as (30ab) provided in the lower beam 30 described above include a groove portion and an elliptical hole portion 44 continuous to both ends of the groove portion. . The width dimension (minor axis) W2 of the hole 44 is set larger than the width dimension W1 of the groove (see FIG. 7). By providing the hole 44, when the first end floor 26a1 and the lower beam 30 are crushed, it is prevented that the predetermined impact energy is not absorbed due to the rapid progress of the crush due to cracks or the like generated at both ends of the slit. can do.

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

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

  The upper part of the through-passage frame 40 and the upper part of the first frame 50 are connected by a pair of first longitudinal oblique beams 32u and a pair of first longitudinal beams 32L. The first longitudinally inclined beam 32u includes an upper end portion of the through-passage frame column 40a1 forming the through-passage frame 40 (both ends of the through-passage frame horizontal beam 40a2), and a connection portion between the first frame arc beam 50a2 and the first frame upper column 50v. Are connected in such a manner that they are arranged to be inclined in a substantially vertical plane.

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

  The first frame 50 and the second frame 70 are connected by a plurality of beams 62 along the longitudinal direction 100 as well as along the vehicle outer surface of the roof structure 9 and the side structure 7 constituting the vehicle body 3 (see FIGS. 2 and 3).

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

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

  When the railway vehicle 1 collides with an obstacle, the impact is transmitted to the coupler 4 and the folded through-hole hood 16b. The buffer mechanism connected to the coupler 4 is compressed, and the coupler 4 moves backward while absorbing an impact toward the central portion in the longitudinal direction 100 of the railway vehicle 1. Subsequently, the through-passage frame 40 having the through-pass hood 16b is retracted, the energy absorbing device 90 and the lower beam 30 are crushed, and the first end floor 26a is also plastically deformed.

  The lower part of the rear end portion of the through-passage frame column 40a1 constituting the through-passage frame 40 is located at a substantially central portion in the longitudinal direction 100 of the lower beam 30, and the lower beam 30, the first end floor 26a, and the through-passage The frame column 40a1 is connected by welding. For this reason, when the through-passage frame column 40a1 moves backward due to the collision, the rear end portion of the through-passage frame post 40a is a region 91 between the center portion of the lower beam 30 and the connection portion with the end beam 25 of the lower beam 30. Since a strong pressure is applied to the central portion of the first end floor 26a in the width direction 110, the region 91 is greatly crushed backward to absorb collision energy (see FIG. 4).

  When the through-passage frame column 40a1 further retreats and the retraction amount exceeds L3, the energy absorber 90 further collapses as the corner column 46 retreats, and the region 92 (in the width direction 110 of the first end floor 26a) The crushing of both ends starts to absorb the collision energy.

  That is, in the region 92 in the vicinity of the crew member room 300, the first end floor 26a at the rear of the corner column 46 due to the retraction of the corner column 46 and the energy absorbing device 90 provided below the corner column 46 are further before the collapse. In addition, in the region 91 away from the crew room 300, as the through-passage frame column 40a1 moves backward, the lower beam 30 and the first end floor 26a etc. are crushed and absorb a lot of collision energy. Can be reduced.

  With the above configuration, when the railway vehicle including the gable structure 18 including the crew member room 300 collides with an obstacle, the longitudinal direction 100 of the widthwise central part (region 91) of the first end floor 26a that is separated from the crew member room 300 is obtained. The crushing amount in the longitudinal direction 100 at both ends (region 92) in the width direction 110 of the first end floor 26a in the vicinity of the crew room 300 is reduced while absorbing more collision energy. It is set.

  For this reason, since the deformation | transformation etc. of the crew member room 300 can be suppressed, a rail vehicle provided with the collision energy absorption structure which can relieve | moderate the impact at the time of a collision, without impairing safety | security of a crew member etc. can be provided.

DESCRIPTION OF SYMBOLS 1 ... Railway vehicle 3 ... Car body 4 ... Connector 5 ... Carriage 7 ... Side structure 8 ... Wife structure 9 ... Roof structure 14a ... Crew member entrance / exit 14b ... Passenger entrance 16a ... Through-passage 16b ... Through-pass hood 18 ... Maruzuma structure (Operating cab) 20 ... frame 21 ... pillow beam 22 ... side beam 23 ... center beam 24 ... end beam 25 ... end beam 26a ... first end floor 26b ... second end floor 30 ... lower beam 30as, 30bs ... slit (notch)
32L ... 1st longitudinal beam 32u ... 1st vertical oblique beam 40 ... Through-passage frame 40a1 ... Through-passage frame pillar 40a2 ... Through-passage frame lateral beam 44 ... Hole 45 ... Reinforcement member 46 ... Corner pillar 50 ... 1st frame 50a1 ... 1st 1 frame column 50a2 ... 1st frame arc beam 50b ... 1st frame horizontal beam 50v ... 1st frame upper column 62 ... beam 70 ... 2nd frame 70a1 ... 2nd frame column 70a2 ... 2nd frame arc beam 70b ... 2nd frame horizontal beam 80a, 80b ... gateway frame 90 ... energy absorbing device 91, 92 ... deformation amount 100 ... longitudinal direction 110 ... width direction 120 ... height direction

Claims (8)

A railway vehicle having a collision energy absorption structure for absorbing collision energy,
The body of the railway vehicle is
The underframe that forms the floor,
A lower beam fixed to an end beam provided at an end in a longitudinal direction of the underframe;
A first end floor placed on top of the end beam and the lower beam;
A pair of through-passage frame pillars which are provided on the upper surface of the front end portion of the center portion in the width direction of the first end floor and constitute a through-passage frame;
A corner pillar provided on the upper surface of the front end of the widthwise end of the first end floor;
A crew room provided behind the corner post;
In a rail vehicle having a collision energy absorption structure comprising:
The through-passage frame pillar has a rectangular cross section whose longitudinal dimension is larger than the widthwise dimension, and the longitudinal direction of the lower beam below the rear end part of the through-passage frame pillar fixed to the first end floor A railway vehicle having a collision energy absorption structure, characterized in that a central portion of the vehicle is located. In the railway vehicle having the collision energy absorbing structure according to claim 1,
The front end of the corner post that contacts the first end floor is located at the rear of the front end of the through-passage column post that contacts the first end floor in the longitudinal direction. A railway vehicle having an energy absorbing structure. In the railway vehicle having the collision energy absorbing structure according to claim 1,
A rail vehicle having a collision energy absorption structure, wherein a collision energy absorption device that absorbs collision energy in a cantilever manner on the end beam is provided below the corner post. In the railway vehicle having the collision energy absorbing structure according to claim 1,
The first end floor near the rear end of the through-passage column; and
The first end floor near the rear end of the corner post;
A railway vehicle having a collision energy absorbing structure, wherein a slit extending in a width direction is provided. In the railway vehicle having the collision energy absorbing structure according to claim 1,
The lower beam is composed of a rectangular bottom plate and side plates erected from both end portions in the width direction of the bottom plate, and the longitudinal cross-sectional shape thereof is a C channel shape. Railway vehicle with In the railway vehicle having the collision energy absorbing structure according to claim 5,
A railcar having a collision energy absorbing structure, wherein the bottom plate is provided with a slit along the longitudinal direction of the lower beam. In the railway vehicle having the collision energy absorbing structure according to claim 6,
A railcar having a collision energy absorbing structure, wherein the side plate is provided with a slit along a longitudinal direction of the lower beam. In the rail vehicle which has the collision energy absorption structure described in any one of Claim 4 or Claim 6 or Claim 7,
The slit is
A groove, and a hole provided at both ends of the groove,
A railway vehicle having a collision energy absorption structure.

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