JP6374312B2 - Railway vehicle - Google Patents

Description

  The present invention relates to a railway vehicle.

  Patent Document 1 includes a base frame arranged in a driver's cab or a cabin, a connection device anchor fixed to the base frame, and a connection device fixed to the connection device anchor and connectable to another railway vehicle. It describes railway vehicles. In this railway vehicle, the connecting device anchor is composed of a solid structure, and the connecting device is firmly fixed to the frame via the connecting device anchor.

JP2011-5948A

  For example, when a railway vehicle is connected to another railway vehicle via a connecting device, if the railway vehicles approach each other due to sudden braking or a collision and an impact load is generated on the railway vehicle, a certain degree of impact load is applied to the connecting device. The shock absorber absorbs. However, since the coupling device anchor described in Patent Document 1 is composed of a solid structure, when an impact load exceeding the allowable load that can be absorbed by the shock absorber of the coupling device occurs, the impact load transmitted to the coupling device anchor is It is transmitted to the underframe as it is. Then, the underframe is greatly plastically deformed by this impact load. When the underframe is plastically deformed, there is a problem that the cabin is damaged.

  Therefore, an object of the present invention is to provide a railway vehicle capable of suppressing plastic deformation of the underframe.

The railway vehicle of the present invention is a frame, a mounted portion provided at least at one end in the front-rear direction of the frame, and a connection that is attached to the mounted portion and can be connected to another rail vehicle. In the railway vehicle including the apparatus, the coupling device is disposed between the coupler for coupling with the other railway vehicle, the coupler and the mounted portion, and the impact load in the front-rear direction is generated. A shock absorbing device that absorbs the mounting portion, the mounting portion facing the front-rear direction and an outer surface of the railway vehicle in the front-rear direction, the mounting surface for mounting the coupling device A pair of mounting plates formed integrally with the mounting plate and extending inward from the inner surface of the railcar in the front-rear direction of the mounting plate and fixed to the underframe has a supporting plate, the pair of supporting plates, said When an impact load exceeding the absorbable allowable load by opposition device occurs in the connecting device, the underframe is constituted as plastic deformation occurs before the plastic deformation, the strength is less than the other portions strength Has a decline .

According to this, even when a large impact load exceeding the allowable load that can be absorbed by the shock absorber is generated in the coupling device, the attached portion is plastically deformed before the frame and absorbs the impact load. For this reason, it is difficult for a large impact load to be transmitted to the underframe via the coupling device and the attached portion. As a result, the underframe is less likely to be plastically deformed, and the passenger compartment of the railway vehicle is less likely to be damaged. Further, the attached portion is easily plastically deformed.

Further, in the present invention, before Symbol strength reduction unit, it is preferably configured by a hole is formed in the pair of support plates. Thereby, it is possible to easily form the reduced strength portion.

  In the present invention, the apparatus further includes a plurality of plate-like members that protrude from the facing surface of the railcar facing the other railcar connected and are spaced apart from each other in the vertical direction. Preferably, the portion is configured to be plastically deformable up to a position where the plurality of plate-like members of the railway vehicle mesh with the plurality of plate-like members of the other railway vehicle. As a result, when an impact load that causes plastic deformation occurs in the mounted portion, the mounted portion is plastically deformed to a position where a plurality of plate-like members of a railway vehicle mesh with a plurality of plate-like members of another railway vehicle. To do. For this reason, it can suppress effectively that one rail vehicle climbs on the other rail vehicle.

  According to the railway vehicle of the present invention, even when a large impact load exceeding the allowable load that can be absorbed by the shock absorber is generated in the coupling device, the mounted portion is plastically deformed before the frame and absorbs the impact load. . For this reason, it is difficult for a large impact load to be transmitted to the underframe via the coupling device and the attached portion. As a result, the underframe is less likely to be plastically deformed, and the passenger compartment of the railway vehicle is less likely to be damaged.

(A) is a side view of the railway vehicle which concerns on one Embodiment of this invention, (b) is a top view of a railway vehicle. It is a perspective view of the coupling device anchor shown in FIG. 1 and its vicinity. (A) is a side view of a coupling device anchor, (b) is a figure when the coupling device anchor is viewed from below. (A) is a situation figure which shows the state before an impact load arises between railway vehicles, (b) shows the state when the impact load substantially equivalent to the maximum permissible load of a shock absorber has arisen between railway vehicles. It is a situation diagram. (A) is a situation figure which shows the state before the impact load exceeding the allowable load of a shock absorber occurs between railway vehicles and the connecting device anchor is plastically deformed, and (b) is the state where the impact load exceeding the allowable load of the shock absorber is applied. It is a situation figure which shows the state after a coupling device anchor which arose between rail vehicles and plastically deformed. (A) is a partial side view of a railway vehicle according to a modification, and (b) is a situation diagram showing a state after an impact load exceeding the allowable load of the shock absorber is generated between the railway vehicles and the coupling device anchor is plastically deformed. It is.

  Hereinafter, a railway vehicle according to an embodiment of the present invention will be described with reference to FIGS.

[Overall configuration of railway vehicle]
As shown in FIG. 1, the train 100 includes a plurality of rail vehicles 1, 2, 3 connected in the front-rear direction A, a holo 4 disposed between the adjacent rail vehicles 1, 2, and an adjacent rail vehicle 2. , 3 and holo 5 disposed between them. The railway vehicles 1, 2, and 3 have substantially the same configuration, and the railway vehicle 2 will be described in detail below. The train 100 may not have the holo 4 and 5.

[Railway vehicles]
As shown in FIG. 1A, the railway vehicle 2 includes a vehicle body 10, a plurality of carriages 20 attached to a lower end portion of the vehicle body 10, and two connecting devices 30. These trolleys 20 are spaced apart in the front-rear direction A. Each carriage 20 has four wheels 21 and two axles 22 extending in the width direction B orthogonal to the front-rear direction A, and supports the vehicle body 10 from below. In the carriage 20, the four wheels 21 are rotated by the rotation of the axles 22 by the driving force from a driving device (not shown). Thereby, the railway vehicle 2 advances in the traveling direction (forward or backward).

  One connecting device 30 is provided at each of a lower portion of the front end portion and a lower portion of the rear end portion of the vehicle body 10. One end of the coupling device 30 is fixed to a coupling device anchor 40 described later. The connecting device 30 is configured to be connectable to the connecting device 30 of the railway vehicles 1 and 3 (other railway vehicles), connects the vehicles of the railway vehicles 1 to 3, and pulls when pulling / compressing force when propelling. It is a known device for transmitting The coupling device 30 in the present embodiment includes a coupler 31, a shock absorber 32, and a mounting portion 33. The coupler 31 is a well-known one for coupling with the coupler 31 of the coupling device 30 of the other railway vehicles 1 and 3. The attachment portion 33 is attached to the coupling device anchor 40 via a bolt.

  As shown in FIG. 4, the shock absorber 32 according to the present embodiment is filled in a cylinder 32 a, a piston 32 b provided so as to be driven in the axial direction (front-rear direction A) in the cylinder 32 a, and the cylinder. It is a known hydraulic shock absorber made of oil. The shock absorber 32 includes a viscous shock absorber that absorbs an impact load by the flow friction of a viscous fluid other than oil, a plastic shock absorber (for example, a deformation tube) that absorbs an impact load by plastic deformation, and a rubber-type shock absorber. A device or the like can be used alone or in combination. The piston 32 b of the shock absorber 32 is fixed to the coupler 31, and the cylinder 32 a is supported by the mounting portion 33. Thereby, the coupling device 30 can absorb the shock absorber 32 among the impact loads in the front-rear direction A between the railway vehicles 1 to 3 that are generated when the vehicle is coupled, during driving, during brake operation, and at the time of a collision. The impact load within the allowable load can be absorbed.

  As shown in FIG. 1, the vehicle body 10 is formed in a long rectangular parallelepiped shape in the front-rear direction A parallel to the traveling direction, and includes a base frame 11 serving as a bottom, two side structures 12 and 13, and two wife structures. 14, 15, roof structure 16, coupling device anchor 40, and climbing prevention device 50. The two side structures 12 and 13 are erected in the vertical direction C at both ends in the width direction B of the frame 11 and extend in the front-rear direction A. The two end structures 14 and 15 are erected in the vertical direction C at both ends in the front-rear direction A of the frame 11 and extend in the width direction B. The wife structure 14 is provided at the front end of the vehicle body 10 and faces the railcar 1. A through passage (not shown) is attached to the wife structure 14 so as to be able to travel between the railway vehicles 1 and 2. On the other hand, the wife structure 15 is provided at the rear end of the vehicle body 10 and faces the railway vehicle 3. A through passage (not shown) is attached to the wife structure 15 so as to be able to travel between the railway vehicles 2 and 3.

  A floor surface 17 is formed on the underframe 11. The roof structure 16 has a rectangular planar shape, and the peripheral ends thereof are fixed to the upper surfaces of the side structures 12 and 13 and the end structures 14 and 15. A cabin 18 is formed in the vehicle body 10 as shown in FIG. The guest room 18 is configured by being surrounded by a roof structure 16, a floor surface 17, side structures 12 and 13, and wife structures 14 and 15. Thus, the guest room 18 is configured on the underframe 11.

  As shown in FIG. 2, the frame 11 has side beams 11a1 and 11a2 that form both end portions in the width direction B, and a plurality of horizontal beams that extend over the side beams 11a1 and 11a2 and extend in the width direction B. The beams 11b1, 11b2, and 11b3 and a pair of intermediate beams 11c that extend across the lateral beams 11b1, 11b2, and 11b3 and extend in the front-rear direction A are configured in a substantially rectangular shape in plan view. The pair of intermediate beams 11 c are arranged at a distance from each other at the central portion in the width direction B of the frame 11.

  As shown in FIGS. 2 and 3, the coupling device anchor 40 (attached portion) includes a mounting plate 41 for mounting the mounting portion 33 of the coupling device 30 and a support portion 42 that supports the mounting plate 41. ing. The mounting plate 41 is a plate-like member having a mounting surface 41a facing in the front-rear direction A. The mounting plate 41 is disposed such that the mounting surface 41a is located on the outer side (left side in FIG. 2) in the front-rear direction A of the railcar 2. Four through holes 41b penetrating in the front-rear direction A are formed in the mounting surface 41a. These through holes 41 b are arranged at positions corresponding to four through holes (not shown) formed in the attachment portion 33. Then, with the mounting portion 33 in contact with the mounting surface 41a, the through hole of the mounting portion 33 and the through hole 41b of the mounting plate 41 are aligned, and the mounting portion 33 is fixed to the mounting plate 41 with bolts and nuts. To do. Thus, the coupling device 30 and the coupling device anchor 41 are firmly assembled.

  As shown in FIG. 3, the support portion 42 includes a pair of support plates 43, a lower contact plate 44, a pair of reinforcing plates 45, and a reinforcing plate 46. The pair of support plates 43 are spaced apart from each other in the width direction B. The pair of support plates 43 extend from both ends in the width direction B of the surface 41c opposite to the mounting surface 41a of the mounting plate 41 toward the inside (right side in FIG. 3) in the front-rear direction A of the railway vehicle 2. doing. Each support plate 43 is made of a plate-like member, and has a substantially triangular shape as shown in FIG. Each support plate 43 is formed with a hole 43 a penetrating in the width direction B. By forming the hole 43a, the plate-like member of the support plate 43 is formed with a strength-decreasing portion (that is, a portion of the hole 43a) whose strength is lower than that of other portions (other than the hole 43a). As shown in FIG. 3A, the hole 43a is formed in a substantially triangular shape with rounded corners. Thus, the hole 43a is formed in the plate-like member that constitutes the support plate 43, so that the support plate 43 includes a horizontal portion 43b, a vertical portion 43c, and an inclined portion 43d. The vertical plate 43c is welded to the surface 41c of the mounting plate 41, so that the support plate 43 is integrally fixed to the mounting plate 41. In addition, the upper end of the vertical part 43c and the upper end of the horizontal part 43b are parts welded to the intermediate beam 11c. The inclined portion 43d connects the inner end of the horizontal portion 43b and the lower end of the vertical portion 43c.

  As shown in FIG. 3B, the lower contact plate 44 is made of a plate-like member having a substantially U-shaped planar shape. Further, as shown in FIG. 3A, the lower contact plate 44 is bent along the lower end surfaces of the pair of support plates 43. The lower contact plate 44 is welded to the pair of support plates 43 and the mounting plate 41. In addition, the site | part which is the inner edge (right side in FIG. 3) edge part of the lower contact plate 44 and opposes the middle beam 11c is a site | part directly welded to the middle beam 11c.

  The pair of reinforcing plates 45 are spaced apart from each other in the width direction B. The pair of reinforcing plates 45 extends from both ends in the width direction B of the mounting surface 41 a of the mounting plate 41 toward the outside (left side in FIG. 3) in the front-rear direction A of the railway vehicle 2. As shown in FIG. 3A, each reinforcing plate 45 is made of a plate-like member having a substantially triangular shape. The reinforcing plate 45 and the mounting plate 41 are integrally fixed by welding the vertical sides of the reinforcing plate 45 to the mounting surface 41a.

  The reinforcing plate 46 extends from the center in the width direction B of the surface 41c of the mounting plate 41 toward the inside (right side in FIG. 3) in the front-rear direction A of the railway vehicle 2. As shown in FIG. 3A, the reinforcing plate 46 is made of a plate-like member having a substantially triangular shape. The reinforcing plate 46, the mounting plate 41, and the lower contact plate 44 are integrally fixed by welding the vertical side portion of the reinforcing plate 46 to the surface 41c and the lower end surface of the reinforcing plate 46 to the lower contact plate 44. .

  The upper end of the mounting plate 41, the upper end of the vertical portion 43 c and the upper end of the horizontal portion 43 b of the pair of support plates 43, the inner end portion of the lower contact plate 44, and the pair of reinforcing plates 45 constituting the coupling device anchor 40. The connecting device anchor 40 is firmly fixed to the frame 11 by welding the horizontal side portion to the horizontal beam 11b2 and the intermediate beam 11c. In addition, the collapse load of the coupling device anchor 40 is adjusted by the mounting plate 41 and the support portion 42. Specifically, when an impact load exceeding the allowable load that can be absorbed by the coupling device 30 is generated between the railway vehicle 2 and the other rail vehicles 1 and 3, a pair of support plates of the coupling device anchor 40 is mainly used. By the hole 43a (strength reduction part) formed in 43, the coupling device anchor 40 is adjusted so as to be plastically deformed before the underframe 11 (that is, the intermediate beam 11c) is plastically deformed.

  As illustrated in FIG. 1A, the riding-up preventing device 50 is provided on each of the front end surface and the rear end surface of the underframe 11 (that is, the surface facing the other rail vehicles 1 and 3 of the rail vehicle 2). . As shown in FIG. 2, the boarding prevention device 50 includes three plate-like members 51 that project outward from the underframe 11 in the longitudinal direction A of the railway vehicle 2 and are spaced apart from each other in the vertical direction C. Has been. The plate-like member 51 extends in the width direction B. In addition, the boarding prevention device 50 may be configured by two or four or more plate-like members 51. Furthermore, the riding-up preventing device 50 may be provided only on one end surface of the frame 11 in the front-rear direction.

  Further, the plate-like member 51 of the climbing prevention device 50 provided in the railcars 1 and 3 is arranged in substantially the same position as the plate-like member 51 of the climbing prevention device 50 provided in the railcar 2 in the vertical direction C. ing. Thus, even if the riding-up preventing device 50 is disposed at the same position in the vertical direction C, the railcars 1 to 3 are eventually provided due to the vertical movement of the railcars 1 to 3 or the wear of the wheels 21. The plate-like member 51 of the climbing prevention device 50 is shifted in the vertical direction C. As a result, as shown in FIG. 4B, when the rail vehicles 1 and 2 come close to each other, the plate-like members 51 of the ride-up preventing devices 50 provided on the rail vehicles 1 and 2 mesh with each other. For this reason, it becomes possible to suppress that the rail vehicle 2 rides on the other rail vehicles 1 and 3. It should be noted that the plate-like member 51 of the climbing prevention device 50 provided in the railcars 1 and 3 is arranged at a position slightly shifted from the plate-like member 51 of the climbing prevention device 50 provided in the railcar 2 in the vertical direction C. May be.

  Here, the operation when the shock absorber 32 absorbs the impact load generated between the railway vehicles 1 and 2 will be described below with reference to FIGS. 4 and 5. For example, in the railway vehicles 1 and 2 running at a low speed, an impact load is generated between the railway vehicles 1 and 2 when a sudden brake is applied or the leading vehicle (the railway vehicle 1 in this case) collides with an obstacle. . At this time, if an impact load that is within the allowable load that can be absorbed by the shock absorber 32 and is about the same as the maximum allowable load is generated between the rail vehicles 1 and 2, the shock absorber 32 of the rail vehicles 1 and 2 has the piston 32b. The impact load is absorbed while shrinking. That is, the piston 32b contracts from a state where it is extended from the cylinder 32a as shown in FIG. 4 (a) to a state where it is housed in the cylinder 32a as shown in FIG. 4 (b). At this time, the shock absorber 32 absorbs the impact load in the process of contracting the piston 32b. When an impact load (approximately the same as the maximum allowable load) is generated so that almost the entire piston 32b is accommodated in the cylinder 32a, the riding-up preventing devices 50 of the railway vehicles 1 and 2 are also engaged with each other.

  On the other hand, when the brakes are suddenly applied to the railway vehicles 1 and 2 running at high speed or the leading vehicle collides with an obstacle, a sudden impact load is generated between the railway vehicles 1 and 2. When such a sudden impact load is generated between the railway vehicles 1 and 2, as shown in FIG. 5A, the piston 32b is accommodated in the cylinder 32a to some extent so as to absorb the impact load. Due to the speed dependency of the type shock absorber 32, the piston 32b does not contract. That is, the shock absorber 32 cannot absorb the impact load, and the movement of the piston 32b in the contracting direction stops. When an impact load exceeding the allowable load of the shock absorber 32 is transmitted to the coupling device anchor 40 through the coupling device 30, the coupling device anchor 40 is plastically deformed before the frame 11. A hole 43 a (strength reduction portion) is formed in the support portion 42 of the coupling device anchor 40, and the collapse load of the coupling device anchor 40 itself is smaller than that of the frame 11. For this reason, as shown in FIG.5 (b), while the inclined part 43d of the support part 42 deform | transforms, the hole 43a (strength reduction part) is crushed. With the deformation of the inclined portion 43d and the hole 43a, the mounting plate 41, the pair of reinforcing plates 45 and the reinforcing plate 46 are also plastically deformed. In this way, before the frame 11 is plastically deformed, the coupling device anchor 40 itself is plastically deformed and absorbs the impact load. In the rail vehicles 1 and 2 that are traveling at low speed, as in the case of the rail vehicles 1 and 2 that are traveling at high speed, when an impact load exceeding the allowable load of the shock absorber 32 occurs between the rail vehicles 1 and 2, Similarly, the coupling device anchor 40 is plastically deformed before the frame 11.

  Further, the coupling device anchor 40 is configured to be plastically deformable to a position where the riding-up preventing devices 50 are engaged with each other even if the piston 32b of the shock absorber 32 is not fully contracted from the state where the piston 32b extends from the cylinder 32a. Yes. For this reason, as shown in FIG.5 (b), the boarding prevention apparatuses 50 mutually mesh. Thus, when the coupling device anchor 40 is plastically deformable, even when an impact load exceeding the allowable load of the coupling device 30 is generated, the climbing prevention device 50 of the railway vehicle 2 is prevented from climbing other railcars 1. Mesh with. For this reason, one railcar 2 climbs on the other railcar 1, that is, climbs on the railcars 1 and 2, and suppresses knitting buckling (train buckling) of the railcars 1 and 2. Can do.

  As described above, according to the railway vehicle 2 of the present embodiment, the impact load generated when the railway vehicle 2 and the other railway vehicles 1 and 3 approach in a state where the railway vehicle 1 and 3 are connected to each other. Even if the impact load exceeds a permissible load that can be absorbed by the shock absorber 32, the coupling device anchor 40 is plastically deformed before the frame 11 and absorbs the impact load. For this reason, it becomes difficult for a large impact load to be transmitted to the frame 11 via the coupling device 30 and the coupling device anchor 40. As a result, the underframe 11 is less likely to be plastically deformed, and the cabin 18 of the railway vehicle 2 is less likely to be damaged.

  As a modification, the coupling device anchor 40 may be provided in the lower part of the front end portion of the frame 211 of the leading vehicle 201 of the train, as shown in FIG. And the connection apparatus 30 should just be provided in the connection apparatus anchor 40 in the state which the connector 31 protruded ahead of the front end of the frame 211. FIG. In addition, about the thing similar to the above-mentioned embodiment, it shows with the same code | symbol and abbreviate | omits description. For example, another railway vehicle 202 (same vehicle as the leading vehicle 201) is stopped in the track, and the leading vehicle 201 collides with the other railway vehicle 202 and is connected as shown in FIG. 6B. If the impact load exceeding the allowable load of the shock absorber 32 is transmitted to the coupling device anchor 40 via the coupling device 30 in the state where the containers 31 are engaged with each other, the coupling device anchor 40 is moved to the frame 211. The plastic deformation occurs earlier. For this reason, it is difficult for a large impact load to be transmitted to the underframe 211, the underframe 211 becomes difficult to be plastically deformed, and the cabin of the leading vehicle is less likely to be damaged.

  Note that an obstacle such as a truck is stopped in the track, the leading vehicle 201 collides with the obstacle (the coupler 31 collides with the obstacle), and a collision load exceeding the allowable load of the coupling device 30 is coupled. When it occurs in the device 30, the connecting device anchor 40 is plastically deformed prior to the frame frame 211 as described above. For this reason, it is difficult for a large impact load to be transmitted to the underframe 211, the underframe 211 becomes difficult to be plastically deformed, and the cabin of the leading vehicle is less likely to be damaged.

  In addition, the collapse load of the coupling device anchor 40 is smaller than the collapse load of the frame 11, and the collapse load is smaller as the plastic device is deformed when an impact load exceeding the allowable load of the coupling device 30 is applied. In general, the collapse load and the rigidity are generally correlated, and the connecting device anchor 40 according to the present embodiment is formed with a strength reduction portion to reduce the rigidity. For this reason, the connecting device anchor 40 in the present embodiment is more easily elastically deformed than the conventional connecting device anchor having a collapse load greater than the collapse load of the underframe 11 and having high rigidity. A load acting in the front-rear direction A generated between railway vehicles can be effectively absorbed together with the connecting device 30. As a result, the vibration in the front-rear direction A in the cabins 18 of the railway vehicles 1 to 3 is reduced, and the riding comfort is improved.

  The coupling device anchor 40 is formed so as to be plastically deformed before the base frame 11 when the impact load generated between the railway vehicles exceeds the allowable load of the shock absorber 32 by forming the hole 43a in the support portion 42. The collapse load is adjusted. Thereby, the strength reduction part for making the connecting device anchor 40 easy to carry out plastic deformation can be formed easily.

  As another modified example, the strength reduction portion may be formed on the coupling device anchor 40 by forming the plate thickness reduction portion on the support portion 42 by a spot face or the like. The shape of the hole 43a may be any shape such as a square, a polygon, or a circle. Furthermore, the shape of the plate thickness reducing portion may be the same shape.

  The preferred embodiments of the present invention have been described above. However, the present invention is not limited to the above-described embodiments, and various modifications can be made as long as they are described in the claims. For example, in the above-described embodiment, even when the attachment portion 33 is in contact with the attachment surface 41a, both are firmly fixed with bolts and nuts, and even if the connection device anchor 40 is plastically deformed, Although it was the structure which the connection apparatus 30 does not remove | deviate, before the frame 11 plastically deforms, the structure where a volt | bolt is fractured | ruptured and the connection apparatus 30 remove | deviates from a connection apparatus anchor may be sufficient. Thus, even if it is the structure where the connection apparatus 30 remove | deviates from a connection apparatus anchor, the redundancy in the case where a volt | bolt does not fracture | rupture can be maintained.

  Moreover, in the above-mentioned embodiment, although the connection apparatus anchor 40 is provided in both the front-end part and the rear-end part of the rail vehicle 2, you may be provided only in either one.

  Further, the climbing prevention device 50 may not be provided, and the connecting device anchor 40 cannot be plastically deformed to a position where the climbing prevention device 50 of the railway vehicle 2 meshes with the riding prevention devices 50 of the other railway vehicles 1 and 3. It may be configured. That is, the coupling device anchor 40 should just be comprised so that plastic deformation is possible even a little.

1,3,202 Railway vehicles (other railway vehicles)
2 Railway vehicles 11, 211 Underframe 30 Connecting device 31 Connecting device 32 Shock absorber 40 Connecting device anchor (attached part)
41 mounting plate 42 support part 43 support plate 43a hole (hole)
51 Plate-shaped member 201 Lead vehicle (railway vehicle)

Claims (3)

Railway vehicle comprising a frame, a mounted portion provided at least at one end in the front-rear direction of the frame, and a connecting device mounted on the mounted portion and configured to be connectable to another rail vehicle In
The coupling device includes a coupler for coupling with the other railway vehicle, and a shock absorber that is disposed between the coupler and the attached portion and absorbs the impact load in the front-rear direction. And
The attached portion faces the front-rear direction and is an outer surface of the railway vehicle in the front-rear direction, and has an attachment plate for attaching the connecting device, and the attachment plate is integral with the attachment plate And has a pair of support plates that extend inward from the inner surface of the railway vehicle in the front-rear direction of the mounting plate and are fixed to the underframe,
The pair of support plates, when the impact load in excess of absorbable allowable load by the buffer device is caused to the connecting device, the underframe is constituted as plastic deformation occurs before the plastic deformation, strength The railway vehicle is characterized by having a strength reduction part smaller than other parts . Before SL strength reduction portion, the railway vehicle according to claim 1, characterized in that it is constituted by holes formed in the pair of support plates. A plurality of plate-like members that protrude from the facing surface of the railway vehicle facing the other railway vehicle connected to each other and are spaced apart from each other in the vertical direction;
Wherein the attachment portion to a position where the plurality of plate-like members of the railway vehicle is engaged with a plurality of plate-like members of said other railway vehicle, according to claim 1 or characterized in that it is configured to be plastically deformable 2. The railway vehicle according to 2 .

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