JP7002809B2 - End beam structure of railroad vehicle end underframe - Google Patents

Description

The present invention relates to an energy absorbing structure of a railroad vehicle, and specifically to a technique of a structure that absorbs energy generated at the time of a collision of a railroad vehicle.

It is assumed that a railroad vehicle may lead to an accident due to unexpected contact with an obstacle on the railroad track while traveling. It is necessary to protect passengers and the like from the impact caused by such unexpected contact, and protective structures have been proposed so far. Basically, a method of adding a protection mechanism in order to provide a crushable region that absorbs the energy generated at the time of a collision is common.

Patent Document 1 discloses a technique relating to an energy absorbing member. A beam-shaped energy absorbing member is provided at the end of the vehicle and the lower part of the wife structure, and a member called an anticlimer is provided at the tip thereof. The other end of the energy absorbing member is fixed to the mounting frame by a method such as welding. The mounting frame is provided at the end of the wife structure, and the anticlimate and energy absorbing member are arranged so as to be located at the lower part of the wife structure. The beam-shaped energy absorbing member provided so as to be longitudinal in the traveling direction of the vehicle is made of a hollow-shaped member and has a structure that absorbs energy generated at the time of a collision by being plastically deformed at the time of a collision.

Japanese Unexamined Patent Publication No. 2008-18849

However, the energy absorbing member and the anti-climber as shown in Patent Document 1 may not function efficiently when used for the connecting portion between vehicles. This is because energy absorbing members, anti-climers, etc. are attached to the end beams of the vehicle body by welding or bolting, and in the event of a collision, the anti-climers of the front and rear vehicles may shift in the vertical direction due to the impact. be. The applicant believes that the deviation at the vehicle connecting part is due to the fact that there is no vertical restraint when the vehicles collide with each other, and the energy absorbing member is not crushed as planned and the crushed residue occurs. Due to unexpected crushing, reliable energy absorption may not be performed.

A structure in which an anti-climber is provided at the tip of an energy absorbing member as shown in Patent Document 1 can be expected to have an effect of suppressing vertical displacement that occurs after the anti-climers of front and rear vehicles come into contact with each other at the time of a collision. There is no effect of suppressing the vertical displacement that occurs in the front and rear vehicles before the collision. When a collision occurs at the vehicle connection, the vehicle body of the vehicle in front is already suddenly decelerated by an obstacle on the track or a vehicle in front and leans forward. The applicant thinks that there will be a large vertical deviation.

In the case of a structure in which the vehicle ends of both the front and rear vehicles have an energy absorbing member as shown in Patent Document 1, if a large deviation occurs between the energy absorbing member of the front and rear vehicles and the center in the vertical direction, each energy absorbing member There is a risk of unexpected crushing such as breaking from the vehicle body mounting part. Further, in an energy absorbing member that absorbs energy by plastically deforming in the longitudinal direction, it is generally difficult to use the entire length before crushing as a stroke for energy absorption, and crushing residue occurs. Therefore, when the energy absorbing member is attached to the same surface as the car body wife, the remaining crushed part and the anti-climber are caught between the front and rear vehicles, so that the distance between the car wives cannot be used as an effective stroke for shock absorption. ..

In the structure as shown in Patent Document 1, the vehicle end portion is made independent from the vehicle body center portion, the energy absorbing member is provided at the lower part of the mounting frame to the vehicle body center portion, and the vehicle body portion including the wife at the upper portion of the mounting frame. By providing the structure, since the energy absorbing member is attached closer to the center of the vehicle body than the end surface, the remaining crushed portion of the energy absorbing material can be accommodated between the end surface and the mounting frame. However, in the structure as shown in Patent Document 1, since the mounting portion of the vehicle end portion and the vehicle center portion has a double structure, the weight may increase, and the vehicle end portion structure is independent, so that the vehicle is connected. In the department, there are also problems with the cabin at the end of the car, especially the structure of the floor.

Therefore, in order to solve such a problem, it is an object of the present invention to provide an end beam structure of a railroad vehicle end underframe capable of reliably functioning a shock absorbing member.

In order to achieve the above object, the end beam structure of the railroad vehicle end underframe according to one aspect of the present invention has the following features.

(1) In the end beam structure of the railcar end frame having a shock absorbing mechanism provided at the connecting portion of a plurality of railroad vehicles, the shock absorbing mechanism is provided at the underframe end portion of the railroad vehicle. It is composed of one end beam, a second end beam, and a shock absorbing member. Are arranged at positions facing each other, and the second end beam is provided with a recess into which one end of the shock absorbing member, which is edged in the traveling direction of the railcar, is inserted and fixed. It is a feature.

(2) In the end beam structure of the railroad vehicle end frame according to (1), when the shock absorbing mechanism is activated, the first end beam and the shock absorbing member come into contact with each other and then enter the recess. It is preferable that the shock absorbing member is crushed and stored.

According to the embodiment described in (1) or (2) above, the distance between vehicle wives can be used up as an effective stroke of the shock absorbing member. This is because one end of the shock absorbing member is inserted into the recess of the second end beam, so that when the distance between the vehicle ends is shortened due to a vehicle collision, the shock absorbing member is crushed accordingly and the recess is provided. By being housed inside, the crushed shock absorbing member does not protrude from the end face of the vehicle's wife structure. For example, if a shock absorbing member is attached to the end face of the wife structure of the vehicle, the shock absorbing member in a crushed state will exist in a form protruding from the end face of the wife structure, so that the distance between the vehicle wives is effective. There is a concern that it cannot be used, but by providing a recess, the distance between the vehicle wives can be used effectively. In addition, it can be expected that the shock absorbing member will be crushed as planned by being guided by the recess. As a result, it can be expected that the shock absorbing member absorbs the energy generated at the time of collision as planned.

It is a side view of the railroad vehicle of 1st Embodiment. It is a perspective view from the lower surface rear of the front vehicle of 1st Embodiment. It is a perspective view from the lower surface front of the front vehicle of 1st Embodiment. It is sectional drawing of the 1st end beam member of 1st Embodiment. It is a perspective view from the lower surface front of the rear vehicle of 1st Embodiment. It is a perspective view from the lower surface rear of the rear vehicle of 1st Embodiment. It is sectional drawing of the 1st end beam member of 1st Embodiment. It is an enlarged view about the shock absorption mechanism of 1st Embodiment. It is a side view at the time of a collision of a railroad vehicle of 1st Embodiment. It is a side view of the railroad vehicle of the 2nd Embodiment. It is a perspective view from the lower surface rear of the front vehicle of the 2nd Embodiment. It is a perspective view from the lower surface front of the front vehicle of the 2nd Embodiment. It is sectional drawing of the 1st end beam member of 2nd Embodiment. It is a perspective view from the lower surface front of the rear vehicle of the 2nd Embodiment. It is a perspective view from the lower surface rear of the rear vehicle of the 2nd Embodiment. It is sectional drawing of the 2nd end beam member of 2nd Embodiment. It is an enlarged view about the shock absorption mechanism of 2nd Embodiment. It is a side view of the state at the time of the collision of the railroad vehicle of the 2nd embodiment.

First, the first embodiment of the present invention will be described with reference to the drawings. FIG. 1 shows a side view of the railway vehicle 10 according to the first embodiment. The railroad vehicle 10 is composed of two or more cars, and for convenience, one of them shown in FIG. 1 is referred to as a front vehicle 10A and the other is referred to as a rear vehicle 10B. There is a connecting portion between the front vehicle 10A and the rear vehicle 10B, and a shock absorbing mechanism 200 is provided. In FIG. 1, the connected portion is omitted for convenience of explanation. The railroad vehicle 10 includes a roof structure 11, a side structure 12, a wife structure 13, a floor plate 14, and an underframe 100, and the underframe 100 is composed of a floor plate and a bone member. Regarding the underframe 100, for convenience, the front vehicle 10A side is the underframe 100A, and the rear vehicle 10B side is the underframe 100B.

The underframe 100A provided in the front vehicle 10A is provided with a first end beam member 140. The underframe 100B provided in the rear vehicle 10B is provided with a second end beam member 150, a shock absorbing beam 160, and a slip stopper plate 170. When the front vehicle 10A and the rear vehicle 10B are connected, the front surface of the first end beam member 140 and the displacement stop plate 170 are arranged so as to face each other and function as a shock absorbing mechanism 200. .. Similarly, a shock absorbing mechanism 200 is provided in each connecting portion of the railway vehicle 10 of the first embodiment.

FIG. 2 shows a perspective view from the lower surface rear of the front vehicle 10A. FIG. 3 shows a perspective view of the front vehicle 10A from the front of the lower surface. FIG. 4 shows a cross-sectional view of the first end beam member 140. FIG. 4 corresponds to the AA cross section shown in FIG. The first end beam member 140 is attached to the lower portion of the end beam structure 13A and the lower surface of the underframe 100A, and is configured such that the hollow first square timber 140a and the second square timber 140b are overlapped with each other as shown in FIG. .. The first square lumber 140a and the second square lumber 140b are hollow lumbers having the same cross-sectional shape formed by extrusion processing made of an aluminum alloy, and a plurality of protrusions are provided on the surface thereof, and the protrusions are provided with respect to the floor plate 14. They are arranged in parallel to form a slip-stopping surface 141. As shown in FIG. 4, the protrusion of the slip stop surface 141 has its tip and the center of the base in the longitudinal direction of the vehicle flush with the end surface 13Aa which is the outer surface of the end structure 13A. That is, the tip of the protrusion is designed to protrude from the end surface 13Aa, and the root is designed to come to a position ahead of the end surface 13Aa toward the vehicle 10A ahead.

A first middle beam 110A and a second middle beam 120A are provided on the back surface of the first middle beam member 140, and the end face of the first middle beam 110A and the end face of the rib 121A of the second middle beam 120A are the first end beam members. It is in contact with the back surface of 140. Since a coupler (not shown) is arranged between the first middle beams 110A, the first middle beam 110A has a shape that extends to the outside of the front vehicle 10A at the end. The explanation of the coupler is omitted. The first end beam member 140 is arranged so as to be symmetrical on both sides of the coupler (not shown).

FIG. 5 shows a perspective view of the rear vehicle 10B from the front of the lower surface. FIG. 6 shows a perspective view from the lower surface rear of the rear vehicle 10B. FIG. 7 shows a cross-sectional view of the second end beam member 150. FIG. 7 corresponds to the BB cross section shown in FIG. The second end beam member 150 is attached to the lower part of the end beam structure 13B and the lower surface of the underframe 100B of the rear vehicle 10B, and is provided with a recess 151 as shown in FIG. It is preferable that the second end beam member 150 also uses an extruded aluminum alloy material. One end of the shock absorbing beam 160 is arranged so as to abut on the bottom surface of the recess 151.

The shock absorbing beam 160 preferably uses a square steel pipe, and is formed so that the longitudinal direction of the square steel pipe coincides with the traveling direction of the railway vehicle 10. The amount of protrusion of the shock absorbing beam 160 is designed to be approximately twice the depth of the recess 151. That is, the length of the shock absorbing beam 160 is about three times the depth of the recess 151. Further, as shown in FIG. 1, the surface position of the second end beam member 150 is arranged at a position ahead of the end surface of the end surface 13Bb which is the outer surface of the end structure 13B and the end surface of the underframe 100B, and is enlarged in FIG. As shown in the above, the distance L4 between the end surface 13Bb and the end surface of the second end beam member 150 is equal to the thickness L3 of the misalignment stop plate 170.

The shock absorbing beam 160 is formed by bundling four beam members 160a, and a bottom plate 160c is welded to one end of the shock absorbing beam 160. However, on the bottom plate 160c side of the beam member 160a, there is a notch 160d provided for the purpose of starting buckling crushing from the bottom plate 160c side at the time of a collision. A slip prevention plate 170 is welded to the other end of the shock absorbing beam 160. The slip prevention plate 170 is a plate material having a plurality of protrusions, and a plurality of protrusions are arranged in parallel with the floor plate 14. As shown in FIG. 6, the underframe 100B of the rear vehicle 10B is also provided with the first middle beam 110B and the second middle beam 120B.

The end face of the first middle beam 110B and the end face of the rib 121B of the second middle beam 120B are provided so as to be in contact with the back surface of the second end beam member 150. In FIG. 7, the lengths of the upper and lower beam members 160a appear to be different, but this is due to the influence of the notch 160d provided in the beam member 160a, and the total lengths of the beam members 160a are all the same. It is a structure. FIG. 8, which will be described later, shows the state of the notch 160d. The notch 160d of the beam member 160a is provided on one set of facing surfaces of the four surfaces of the square steel pipe, and the surfaces on which the notch 160d is provided are offset by 90 degrees and bundled. There is. Although the shape of the notch 160d is a semicircular shape, it is merely an example and is not limited to this shape.

FIG. 8 shows an enlarged view of the shock absorbing mechanism 200. The shock absorbing mechanism 200 comprises a pair of mechanisms attached to the lower part of the front vehicle 10A and the rear vehicle 10B. The front vehicle 10A is provided with a first end beam member 140, and the rear vehicle 10B is provided with a shock absorbing beam 160. The second end beam member 150 into which the is inserted is provided. As a result, the misalignment stop plate 170 is arranged so as to face the misalignment stop surface 141 of the first end beam member 140. When the railroad vehicle 10 is operated, as shown in FIG. 8, the misalignment stop plate 170 and the misalignment stop surface 141 are separated from each other by the distance L1 with respect to the distance L between the wives of the railroad vehicle 10. There is.

Since the end beam structure of the railroad vehicle end underframe of the first embodiment has the above configuration, it has the following actions and effects.

First, by adopting the end beam structure of the railroad vehicle end frame of the first embodiment, it is possible to reliably function the shock absorbing beam 160 corresponding to the shock absorbing member. This is an end beam structure of a railroad vehicle end underframe having a shock absorbing mechanism 200 provided at a connecting portion of a plurality of connected railroad vehicles 10, in which the shock absorbing mechanism 200 is provided at the end of the underframe 100 of the railroad vehicle 10. The first end beam member 140, the second end beam member 150, and the shock absorbing beam 160 are provided. The first end beam member 140 is provided at one end of the railroad vehicle 10, and the second end beam member 150 is a railroad vehicle. One end of the shock absorbing beam 160 provided at the other end of the 10 is provided at a position where the front surfaces thereof face each other, and the second end beam member 150 is edged in the traveling direction of the railroad vehicle 10. This is because the recess 151 to be fixed is provided.

FIG. 9 shows a side view of the state of the railroad vehicle 10 at the time of collision. When the railroad vehicle 10 collides, the first bridge member 40 of the front vehicle 10A and the underframe 100B of the rear vehicle 10B can approach each other until the distance L2 becomes zero. At this time, the shock absorbing beam 160 is crushed so that it fits inside the recess 151 provided inside the second end beam member 150, and the surface of the slip stopper plate 170 recedes to the surface of the wife structure 13B. do. In this way, the recess 151 is provided in the second end beam member 150 so that the crushed shock absorbing beam 160 can be accommodated, so that the shock absorbing beam 160 is crushed by the distance obtained by subtracting the distance L1 from the underframe distance L2. It becomes possible to work.

If this is a configuration in which the second end beam member 150 is not provided with the recess 151, even if the shock absorbing beam 160 is completely crushed, the front vehicle 10A is equal to the length of the shock absorbing beam 160 after being crushed. The distance between the vehicle and the rear vehicle 10B remains, and the entire underframe distance L2 cannot be used as an effective stroke for shock absorption. Therefore, the second end beam member 150 is provided with a recess 151, which is set to a size that can accommodate the crushed shock absorbing beam 160. By doing so, the distance L2 can be effectively used, and the energy generated at the time of collision can be efficiently absorbed. At this time, it can be stored between the wife surface 13Bb of the wife structure 13B and the second end beam member 150, and the displacement stop plate 170 is not sandwiched between the front vehicle 10A and the rear vehicle 10B.

Further, a slip stop plate 170 is provided at the tip of the shock absorbing beam 160, a slip stop surface 141 of the first end beam member 140 is provided, and the slip stop plate 170 is also provided on the slip stop surface 141. Since each of the protrusions is provided, the effect of suppressing the deviation at the stage of meshing can be expected. Further, by using a square steel pipe for the impact absorbing beam 160, the required impact absorbing performance can be ensured. Further, since the tip of the protrusion of the misalignment stop surface 141 and the center of the base in the longitudinal direction of the vehicle are on the same plane as the end surface 13Aa and the underframe 100A, the front vehicle 10A and the rear vehicle 10B are displaced in the vertical direction. Even when a part of the slip stopper plate 170 comes into contact with the underframe 100A, the shock absorbing beam 160 can be crushed as expected.

If the base of the protrusion of the slip stop surface 141 and the end surface 13Aa are on the same plane, the front vehicle 10A and the rear vehicle 10B are displaced vertically, and the slip stop plate 170 and the protrusion of the slip stop surface 141 When the tips are in contact with each other, a gap is created between the tip of the slip prevention plate 170 and the underframe 100A, and conversely, when the tip of the protrusion of the slip prevention plate 170 and the end surface 13Aa are on the same plane, the front When the vehicle 10A and the rear vehicle 10B are displaced up and down and the tip and root of the protrusion of the slip stopper plate 170 and the slip stopper surface 141 are in contact with each other, the tip of the slip stopper plate 170 bites into the underframe 100A. Therefore, in either case, the slip stopper plate 170 may be significantly deformed and the shock absorbing beam 160 may not be crushed as expected.

Further, the shock absorbing beam 160 is provided with a notch 160d in the beam material 160a so as to start buckling crushing from the side where the shock absorbing beam 160 is inserted into the bottom plate 160c side, that is, the recess 151. Since the crushed portion of the crushed portion fits into the recess 151 and restrains the vertical displacement of the shock absorbing beam 160, it is possible to prevent the shock absorbing beam 160 from bending up and down while buckling and crushing.

The shock absorbing beam 160 is formed by bundling a beam material 160a which is a square steel pipe, and at the time of a collision, each face plate of the beam material 160a buckles and crushes by buckling from the bottom plate 160c side where the notch 160d is located. When the buckling crushing started from the side with the notch 160d reaches the total length of the beam member 160a, the crushing load rapidly increases, and the crushing distance at that time becomes an effective stroke as a shock absorbing structure. The length of the impact absorbing beam 160 at the time when the crushing load increases is about 1/3 of the length before crushing. In the first embodiment, since the length of the impact absorbing beam 160 before crushing is about three times the depth of the recess 151, the total length of the impact absorbing beam 160 buckles when the distance L between wives becomes 0. It just fits in the crushed recess 151. As a result, the length of the shock absorbing beam 160 is not wasted, and the design is optimal in terms of weight and strength.

Next, a second embodiment of the present invention will be described. The second embodiment is almost the same as the configuration of the first embodiment, but the configuration such as the arrangement of the shock absorbing mechanism is different. This point will be explained.

FIG. 10 shows a side view of the railroad vehicle 10 of the second embodiment. The railroad vehicle is composed of two or more cars, and for convenience, one of them shown in FIG. 10 is referred to as a front vehicle 10A and the other is referred to as a rear vehicle 10B. There is a connecting portion between the front vehicle 10A and the rear vehicle 10B, and a shock absorbing mechanism 300 is provided. For the underframe 205, for convenience, the front vehicle 10A side is the underframe 205A, and the rear vehicle 10B side is the underframe 205B.

The first end beam member 240 is provided as a part of the underframe 205A provided in the front vehicle 10A. Further, a second end beam member 250 is provided as a part of the underframe 205B provided in the rear vehicle 10B. When the front vehicle 10A and the rear vehicle 10B are connected to each other, the front surface of the second end beam member 250 and the displacement stop plate 270 are arranged so as to face each other, and function as a shock absorbing mechanism 300. Similarly, a shock absorbing mechanism 300 is provided in each connecting portion of the railway vehicle 10 of the second embodiment.

FIG. 11 shows a perspective view of the front vehicle 10A from the rear of the lower surface. FIG. 12 shows a perspective view of the front vehicle 10A from the front of the lower surface. FIG. 13 shows a cross-sectional view of the first end beam member 240. FIG. 13 corresponds to the CC cross section shown in FIG. The first end beam member 240 is attached to the lower portion of the end beam structure 13A and the side surface of the underframe 205A, and it is preferable that the first end beam member 240 also uses an extruded aluminum alloy material. As shown in FIG. 13, the first end beam member 240 has recesses 241 provided at two locations and shock absorbing beams 260 provided in the recesses 241. The shock absorbing beam 260 is formed by bundling four beam members 260a, and a bottom plate 260c is welded to one end of the shock absorbing beam 260.

However, a notch 260d is provided on the bottom plate 260c side of the beam member 260a in order to start buckling crushing from the bottom plate 260c side at the time of a collision. A slip prevention plate 270 is welded to the other end of the shock absorbing beam 260. The slip prevention plate 270 is a plate material having a plurality of protrusions, and a plurality of protrusions are arranged in parallel with the floor plate 14. A first middle beam 210A and a second middle beam 220A are provided on the back surface of the first end beam member 240, and the end face of the first middle beam 210A and the end face of the second middle beam 220A are the back surfaces of the first end beam member 240. It is provided so as to come into contact with the beam.

The misalignment stop plate 270 side end portion of the first end beam member 240 and the misalignment stop plate 270 side end portion of the first end beam member 240 are chamfered as shown in FIG. Further, as shown in FIG. 17, the height L7 of the recess 241 is made larger than the height L8 of the slip stopper plate 270. In FIG. 13, the lengths of the upper and lower beam members 260a appear to be different. This is because the cross section of the beam material 260a shown in FIG. 17 is obtained by cutting a portion of the notch 260d, and the total length of the beam material 260a is the same and the structure is also the same. The notch 260d of the beam material 260a is provided on one set of facing surfaces of the four surfaces of the square steel pipe, and the surfaces on which the notch 260d is provided are offset by 90 degrees and bundled. ing. Although the shape of the notch 260d is a semicircular shape, it is merely an example and is not limited to this shape.

The shock absorbing beam 260 preferably uses a square steel pipe, and is formed so that the longitudinal direction of the steel pipe coincides with the traveling direction of the railway vehicle. The amount of protrusion of the shock absorbing beam 260 is designed to be approximately the same as the depth of the recess 241. That is, the length of the shock absorbing beam 260 is about twice the depth of the recess 241.

FIG. 14 shows a perspective view of the rear vehicle 10B from the front of the lower surface. FIG. 15 shows a perspective view from the lower surface rear of the rear vehicle 10B. FIG. 16 shows a cross-sectional view of the second end beam member 250. FIG. 16 corresponds to the DD cross section shown in FIG. The second end beam member 250 is attached to the lower part of the end beam structure 13B and the end of the underframe 205B of the rear vehicle 10B so that the hollow first square timber 250a and the second square timber 250b are overlapped with each other as shown in FIG. It is composed of. The first square lumber 250a and the second square lumber 250b are hollow members having the same cross-sectional shape formed by extrusion processing made of an aluminum alloy, and a plurality of protrusions are provided on the surface thereof, and these protrusions are provided on the upper surface of the floor plate 14. On the other hand, they are arranged in parallel to form a slip-stopping surface 251.

A first middle beam 210B and a second middle beam 220B are provided on the back surface of the second end beam member 250, and the end face of the first middle beam 210B and the end face of the second middle beam 220B are the back surfaces of the second end beam member 250. It is provided so as to come into contact with the beam. The protrusion of the slip stop surface 251 has its tip and the center of the base in the longitudinal direction of the vehicle on the same plane as the end surface 13Bb. A shock absorbing beam receiver 280 is provided on the lower surface of the second end beam member 250, a wife reinforcement 290 is provided on the upper surface of the second end beam member 250, and the end portion of the shock absorbing beam receiver 280 has a wife surface 13Bb. It is on the same plane.

FIG. 17 shows an enlarged view of the shock absorbing mechanism 300. The shock absorbing mechanism 300 comprises a pair of mechanisms attached to the lower part of the front vehicle 10A and the rear vehicle 10B, and the front vehicle 10A is provided with a first end beam member 240 into which the shock absorbing beam 260 is inserted, and is rearward. The vehicle 10B is provided with a second end beam member 250. The position where the shock absorbing beam 260 is provided is different from that of the first embodiment, and it is used on the front vehicle 10A side. However, since the railway vehicle 10 can generally switch the traveling direction, the front vehicle Whichever of the 10A and the rear vehicle 10B is provided with the shock absorbing beam, it can be regarded as essentially equivalent.

As a result, the misalignment stop plate 270 is arranged so as to face the misalignment stop surface 251 of the second end beam member 250. When the railroad vehicle 10 is operated, as shown in FIG. 17, the misalignment stop plate 270 and the misalignment stop surface 251 are separated from each other by the distance L5 with respect to the distance L between the wives of the railroad vehicle 10. There is.

Since the end beam structure of the railroad vehicle end underframe of the second embodiment has the above configuration, it has the following actions and effects.

First, by adopting the end beam structure of the railroad vehicle end frame of the second embodiment, it becomes possible to reliably function the shock absorbing beam 260 corresponding to the shock absorbing member as in the first embodiment. .. This is an end beam structure of a railroad vehicle end underframe having a shock absorbing mechanism 300 provided at a connecting portion of a plurality of connected railroad vehicles 10, in which the shock absorbing mechanism 300 is attached to the end of the underframe 205 of the railroad vehicle 10. The first end beam member 240, the second end beam member 250, and the shock absorbing beam 260 are provided, the first end beam member 240 is provided at one end of the railroad vehicle 10, and the second end beam member 250 is a railroad. One end of the shock absorbing beam 260, which is provided at the other end of the vehicle 10 and whose front surfaces are arranged at positions facing each other and is edged in the traveling direction of the railway vehicle 10, is inserted into the first end beam member 240. This is because the recess 241 to be fixed is provided.

FIG. 18 shows a side view of the state of the railway vehicle 10 at the time of collision. When the railroad vehicle 10 collides, the distance L6 between the first end beam member 240 of the front vehicle 10A and the second end beam member 250 of the rear vehicle 10B becomes 0. At this time, the shock absorbing beam 260 is crushed so that it fits inside the recess 241 provided inside the first end beam member 240, and the surface of the slip stopper plate 270 recedes to the surface of the wife structure 13A. do. In this way, the recess 241 is provided in the first end beam member 240 so that the crushed shock absorbing beam 260 can be accommodated, so that the shock absorbing beam 260 is crushed by the distance obtained by subtracting the distance L5 from the underframe distance L6. It becomes possible to work.

At this time, since the height L7 of the recess 241 is larger than the height L8 of the displacement stop plate 270, not only the shock absorbing beam 260 but also the displacement stop plate 270 can be stored in the recess 241. Even if the shock absorbing beam 260 is deformed up and down during buckling crushing and one of the upper and lower ends of the slip stop plate 270 comes into contact with the end of the first end beam member 240, the slip stop plate 270 Since the end portion of the first end beam member 240 is chamfered, the displacement stop plate 270 is guided by the chamfered surface and housed in the recess 241.

Here, the difference from the first embodiment is that the first end beam member 240 of the second embodiment has a lateral distance between the recesses 151 provided in the second end beam member 150 of the first embodiment. It is a point that the distance between the provided recesses 241 in the left-right direction is set to be long. That is, the structure is such that the impact is absorbed outside the railroad vehicle 10. For this reason, it is not necessary to lower the position of the shock absorbing mechanism 200 for arranging the shock absorbing beam 260 as in the first embodiment and avoid a gangway at the connecting portion between the front vehicle 10A and the rear vehicle 10B. In the second embodiment, the shock absorbing mechanism 300 can be formed at the same height as the underframe 205, and the structure can be simplified and the weight can be reduced.

On the other hand, when the railroad vehicle 10 turns a curve, the front vehicle 10A and the rear vehicle 10B are close to each other on the right or left end. The length of the beam 260 is likely to be restricted. It is desirable that the first embodiment and the second embodiment be adopted after identifying such characteristics. Further, since the shock absorbing beam receiver 280 is provided on the lower surface of the second end beam member 250 and the wife reinforcement 290 is provided on the upper surface of the second end beam member 250, the front vehicle 10A and the rear vehicle 10B are displaced in the vertical direction. Even in such a case, the displacement stop plate 270 can be received and the shock absorbing beam 260 can be crushed as expected.

Although the end beam structure of the railcar end frame according to the present invention has been described above, the present invention is not limited to this, and various changes can be made without departing from the gist thereof. For example, it does not prevent the shock absorbing mechanism 200 of the first embodiment and the shock absorbing mechanism 300 of the second embodiment from being used in combination. Further, in the first embodiment and the second embodiment, although there is a part referring to the material, it does not prevent the use of parts using other materials. Further, in the first embodiment and the second embodiment, since the materials of the shock absorbing beam 160 and the second end beam member 150, and the shock absorbing beam 260 and the first end beam member 240 are different between steel and aluminum alloy, the shock absorbing beam The 160 and 260 can be attached to the vehicle body by mechanically fastening bolts or the like, but they are made of the same material and do not interfere with the welding attachment. The material and structure of the shock absorbing beams 160 and 260 are not limited to those in which square steel pipes are bundled.

It is also possible to use the structure of the first embodiment and the structure of the second embodiment in combination. For example, in the first embodiment, a shock absorbing beam receiver may be provided on the lower surface of the first end beam member 140, or the first end may be provided. It does not exclude attaching reinforcements to the underframe 100A above the beam member 140.

10 Railcar 10A Front vehicle 10B Rear vehicle 11 Roof structure 12 Side structure 13, 13A, 13B Wife structure 14 Floor material 100, 100A, 100B Underframe 110, 110A, 110B First middle beam 120, 120A, 120B Second middle beam 140 First end beam member 141 Misalignment stop surface 150 Second end beam member 151 Recess 160 Impact absorption beam 170 Misalignment stop plate 200 Impact absorption mechanism

Claims (2)

In the end beam structure of a railway vehicle end frame having a shock absorbing mechanism provided at a connecting portion of a plurality of connected railway vehicles.
The shock absorbing mechanism comprises a first end beam, a second end beam, and a shock absorbing member provided at the end of the underframe of the railway vehicle.
The first end beam is provided at one end of the railroad vehicle, the second end beam is provided at the other end of the railroad vehicle, and the front surfaces thereof are arranged at positions facing each other.
The second end beam is provided with a recess into which one end of the shock absorbing member, which is edged in the traveling direction of the railway vehicle, is inserted and fixed.
The second end beam and the recess are attached to the lower surface of the underframe.
The end beam structure of the railroad vehicle end underframe. In the end beam structure of the railroad vehicle end underframe according to claim 1.
The shock absorbing member has a bottom plate that abuts on the bottom surface of the recess and has a notch on the bottom plate side for starting buckling crushing at the time of a collision.
The end beam structure of the railroad vehicle end underframe.

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