JP7022580B2 - Railroad vehicle structure - Google Patents

Description

The present invention relates to a structure of a railroad vehicle provided with a pillar member extending from an end beam located at the end of the underframe in the longitudinal direction of the vehicle toward the roof structure.

In a railroad vehicle, a collision pillar and a corner pillar may be provided on the end surface of the vehicle body in order to withstand a large load at the time of a collision (see, for example, Patent Document 1). Since these columns are required to withstand a large load, the requirements for load capacity have been achieved by increasing the cross section and plate thickness of the columns.

Japanese Patent No. 6074168

However, in recent years, there has been an increasing demand for weight reduction of vehicles. Therefore, a design that fully considers the deformation and breaking behavior of the column is desired so that the impact absorption capacity of the column can be maximized without excessively increasing the cross section and plate thickness of the collision column or corner column. ..

The lower end (or upper end) of the column is joined to the underframe (or roof structure) by welding, and when an obstacle collides with the column, a large shearing force is generated at the joint of the lower end (or upper end) of the column. , The pillars come off from the underframe (or roof structure). In that case, since the column is not sufficiently bent and deformed, the impact absorption capacity of the column itself cannot be fully exhibited. On the other hand, if the columns are excessively firmly joined to the underframe (or roof structure) so that the columns do not come off from the underframe (or roof structure), the columns themselves break in the shearing direction. Even in that case, since the column is not sufficiently bent and deformed, the impact absorption capacity of the column itself cannot be fully exhibited.

Therefore, according to the present invention, in a railroad vehicle structure provided with a pillar member extending from an end beam located at the end of the underframe in the longitudinal direction of the vehicle toward the roof structure, the pillar member is sufficiently provided when an obstacle collides with the pillar member. It is an object of the present invention to provide a structure capable of bending and deforming.

The structure of a railroad vehicle according to one aspect of the present invention is a structure of a railroad vehicle including a pillar member extending from an end beam located at an end portion of the underframe in the longitudinal direction of the vehicle toward the roof structure, and the pillar member is , It is located between the joint portion joined to the end beam or the roof structure and the vertical center position of the pillar member from the joint portion, and is located on the inner surface of the vehicle, and a load of a predetermined value or more is applied. Then, the bending deformation is started before the joint portion is broken, and the hinge portion serving as the starting point of the bending deformation is provided.

The structure of the railroad vehicle according to another aspect of the present invention is a structure of a railroad vehicle provided with a pillar member extending from an end beam located at an end portion in the longitudinal direction of the underframe toward the roof structure, and the pillar member is the structure of the railroad vehicle. , Located at the end in the vertical direction and having the first moment of inertia Za, and the center located in the center in the vertical direction and having the second moment of inertia Zb, and located between the center and the root. , A hinge portion having a third moment of inertia Zc, and the first moment of inertia Za indicates the maximum value among the moments of inertia of each horizontal section of the column member between the central portion and the root portion. , The third moment of inertia Zc is smaller than the first moment of inertia Za. Here, the first section modulus Za is a section coefficient with respect to the central axis in the horizontal cross section of the root portion, and the second section coefficient Zb is a section coefficient with respect to the central axis in the horizontal section of the center portion, the third section coefficient. Zc is a section modulus with respect to the central axis in the horizontal section of the hinge portion.

According to each of the above configurations, when an obstacle collides with the column member, the column member bends and deforms with the hinge portion as a base point, and the column member bends and deforms. Therefore, the shearing force applied to the joint portion of the column member is increased. It is reduced and it is possible to prevent the column member from peeling off from the end beam or the roof structure. Further, since the shearing force applied to the joint portion of the column member is suppressed, it is not necessary to excessively firmly join the column member to the underframe (or roof structure), and the column itself can be prevented from breaking in the shearing direction. Therefore, the column member is sufficiently bent and deformed when an obstacle collides, and the impact absorption capacity of the column member itself can be sufficiently exhibited.

According to the present invention, in a railroad vehicle structure provided with a pillar member extending from an end beam located at the end of the underframe in the longitudinal direction of the vehicle toward the roof structure, the pillar member is sufficient when an obstacle collides with the pillar member. It is possible to provide a configuration that can be bent and deformed.

It is a perspective view which looked at the front part of the structure of the leading car of the railroad vehicle which concerns on embodiment from the front. It is a vertical sectional view of the collision column shown in FIG. 1 as seen from the side. It is a perspective view which looked at the corner pillar and the like shown in FIG. 1 from the inside of a car. It is a schematic diagram of the pillar member of a vehicle. (A) to (E) are simulation results showing the behavior when an obstacle collides with the collision pillar shown in FIG.

Hereinafter, embodiments will be described with reference to the drawings.

FIG. 1 is a perspective view of the front portion of the structure 3 of the leading car 2 of the railway vehicle 1 according to the embodiment as viewed from the front. The railroad car 1 is formed by connecting a plurality of cars to each other, and FIG. 1 shows the structure 3 of the leading car 2 among them. As shown in FIG. 1, the structure 3 includes an underframe 4, a roof structure 5 arranged above the underframe 4, and a pair of collision columns 6 extending from the vehicle longitudinal end of the underframe 4 to the roof structure 5. (Pillar member) and a pair of corner pillars 7 (pillar members) are provided. The underframe 4 has a pair of side beams 4a extending in the vehicle longitudinal direction on both sides of the structure 3 in the vehicle width direction and end beams 4b extending in the vehicle width direction so as to connect the ends of the pair of side beams 4a in the vehicle longitudinal direction. And have.

The pair of corner columns 7 project upward from each end of the end beam 4b in the vehicle width direction. The pair of collision columns 6 are arranged symmetrically between the pair of corner columns 7 in the vehicle width direction. The lower ends of the collision columns 6 and the corner columns 7 are welded to the end beams 4b of the underframe 4, and the upper ends are welded to the roof structure 5. The collision pillar 6 is arranged on the outermost side in the longitudinal direction of the vehicle among the plurality of pillar members connecting the underframe 4 and the roof structure 5. In the example of FIG. 1, the collision pillar 6 is arranged outside (front side) in the vehicle longitudinal direction with respect to the corner pillar 7, but may be arranged at the same vehicle longitudinal direction position as the corner pillar 6.

FIG. 2 is a vertical cross-sectional view of the collision column shown in FIG. 1 as viewed from the side. As shown in FIGS. 1 and 2, the collision column 6 is a hollow tubular member. In the present embodiment, it is a tubular member having a rectangular horizontal cross section. The collision column 6 has a joint portion 10 (upper end portion) joined to the roof structure 5 by welding, and a joint portion 11 (lower end portion) joined to the end beam 4b by welding. From the position of the collision column 6 where the vertical distances from the joint 10 and the joint 11 are equal (that is, the central portion 12 located at the center of the collision column 6 in the vertical direction) to the joint 11 of the collision column 6. A hinge portion 13 bent in a constricted shape is provided on the inner surface of the vehicle. When a load of a predetermined value or more is applied, the hinge portion 13 starts bending deformation (plastic deformation) before the joint portions 10 and 11 break, and becomes the starting point of the bending deformation.

In other words, the collision column 6 has a root portion 11 (hereinafter, reference numeral 11 is referred to as a root portion) located at the vertical end and joined to the end beam 4b, and a central portion located at the center of the collision column 6 in the vertical direction. It has a 12 and a hinge portion 13 located between the root portion 11 and the central portion 12, and a minimum cross-sectional portion 14 located between the central portion 12 and the hinge portion 13. The root portion 11 has the first moment of inertia Za, the central portion 12 has the second moment of inertia Zb, the hinge portion 13 has the third moment of inertia Zc, and the minimum cross-section portion 14 has the fourth moment of inertia. It has the moment of inertia of area Zd. The first moment of inertia Za is a section coefficient with respect to the central axis in the horizontal section of the root portion 11. The second moment of inertia Zb is a moment of inertia with respect to the central axis in the horizontal cross section of the central portion 12. The third moment of inertia Zc is a moment of inertia with respect to the central axis in the horizontal cross section of the hinge portion 13. The fourth moment of inertia Zd is a section coefficient with respect to the central axis in the horizontal section of the minimum section portion 14.

The first moment of inertia Za of the root portion 11 indicates the maximum value among the cross-sectional coefficients of each horizontal cross section of the collision column 6 between the root portion 11 and the center portion 12. The hinge portion 13 is formed on the back surface in the direction in which the load of the collision column 6 is applied. That is, the hinge portion 13 is formed on the inner surface of the collision pillar 6 in the longitudinal direction of the vehicle. The third moment of inertia Zc of the hinge portion 13 is smaller than the first moment of inertia Za. The third moment of inertia Zc satisfies the following mathematical formula (1). Here, the first distance L1 is the vertical length from the hinge portion 13 to the root portion 11, and the second distance L2 is the vertical length from the central portion 12 to the hinge portion 13.

The minimum cross-sectional portion 14 is arranged at the same vertical position as the load point where the obstacle is assumed to collide. The assumed load points are FRA: 49 CFR Ch.II Part 238.211 Collision Post & 238.213 Corner Post and APTA: PR-CS-S-034 5.3.1 Collision Post & 5.3.2 Corner Post and ASME: RT- 2-2014 4 The position of the load point specified in Structural Requirement etc. can be mentioned. The fourth moment of inertia Zd of the minimum cross-section portion 14 satisfies the following mathematical formula (2). Here, the third distance L3 is the vertical length from the hinge portion 13 to the minimum cross-sectional portion 14.

The reduction rate ΔZ along the vertical direction of the cross-sectional coefficient with respect to the central axis in the horizontal cross-section of the collision column 6 is smaller in the minimum cross-sectional portion 14 than in the region between the hinge portion 13 and the minimum cross-sectional portion 14. Further, the reduction rate ΔZ along the vertical direction of the section coefficient with respect to the central axis in the horizontal cross section of the collision column 6 is smaller in the hinge portion 13 than in the region between the root portion 11 and the hinge portion 13. In the present embodiment, the geometrical moment of inertia Zd of the minimum sectional portion 14 shows the minimum value among the sectional coefficients of each horizontal cross section of the collision column 6. That is, the third moment of inertia Zc of the hinge portion 13 is larger than the first moment of inertia Zd of the minimum cross-section portion 14.

The root portion 11 extends in the vertical direction from the end beam 4b. A first tapered portion 15 is provided between the root portion 11 and the hinge portion 13 on the back surface (inner surface of the vehicle) in the direction in which the load of the collision pillar 6 is applied. That is, the first tapered portion 15 is formed on the inner surface of the vehicle, which is on the same side as the hinge portion 13 of the collision pillar 6. The first tapered portion 15 is inclined from the root portion 11 toward the hinge portion 13 so as to reduce the cross-sectional coefficient of the collision column 6. The first tapered portion 15 has a larger vertical dimension than the root portion 11.

A second tapered portion 16 is formed between the same height position as the hinge portion 13 and the minimum cross-sectional portion 14 on a surface of the collision column 6 different from the surface on which the first tapered portion 15 is provided. In the present embodiment, the second tapered portion 16 is formed on a surface to which the load of the collision column 6 is applied, that is, a surface on the outer side in the longitudinal direction of the vehicle. The second tapered portion 16 is inclined from the same height position as the hinge portion 13 toward the minimum cross-sectional portion 14 so as to reduce the geometrical moment of inertia of the collision column 6. The second tapered portion 16 has a larger vertical dimension than the first tapered portion 15. The tilt angle of the second tapered portion 16 with respect to the vertical direction is smaller than the tilt angle of the first tapered portion 15 with respect to the vertical direction.

FIG. 3 is a perspective view of the corner pillar 7 and the like shown in FIG. 1 as viewed from the inside of the vehicle. As shown in FIGS. 1 and 3, the corner pillar 7 basically has the same characteristics as the collision pillar 6. The corner pillar 7 has a joint portion 20 (upper end portion) joined to the roof structure 5 by welding, and a joint portion 21 (lower end portion) joined to the end beam 4b by welding. From the position of the corner pillar 7 where the vertical distances from the joint portion 20 and the joint portion 21 are equal (that is, the central portion 22 located at the vertical center of the corner pillar 7) to the joint portion 21 of the corner pillar 7. A hinge portion 23 is provided on the inner surface of the vehicle. When a load of a predetermined value or more is applied, the hinge portion 23 starts bending deformation (plastic deformation) before the joint portions 20 and 21 break, and becomes the starting point of the bending deformation.

In other words, the corner pillar 7 is a root portion 21 (hereinafter, reference numeral 21 is referred to as a root portion) located at the vertical end and joined to the end beam 4b, and a central portion located at the center of the corner pillar 7 in the vertical direction. 22, the hinge portion 23 located between the root portion 21 and the central portion 22, the minimum cross-sectional portion 24 located between the central portion 22 and the hinge portion 23, and the direction in which the load of the collision column 6 is applied. On the back surface (inner surface of the vehicle), the hinge is formed on a surface different from the surface of the corner pillar 7 where the first tapered portion 25 is provided, and the first tapered portion 25 formed between the root portion 21 and the hinge portion 23. It has a second tapered portion 26 formed between the same height position as the portion 23 and the minimum cross-sectional portion 24.

The second tapered portion 26 of the corner pillar 7 is formed on the inner surface in the vehicle width direction. In the present embodiment, the corner pillar 7 is curved in a shape that is convex outward in the vehicle width direction as a whole so as to follow the shape of the side surface of the vehicle body, that is, the shape of the side outer plate (not shown) of the structure 3. However, it does not have to be curved. Since the conditions of the shape and the moment of inertia of each part of the corner pillar 7 are the same as those of the collision pillar 6, detailed description thereof will be omitted.

FIG. 4 is a schematic view of the pillar member 50 of the vehicle. Hereinafter, the design concept of the hinge portions 13 and 23 of the collision column 6 and the corner column 7 will be described by taking the column member 50 shown in FIG. 4 as an example. In the pillar member 50 such as a collision pillar or a corner pillar of a vehicle, in addition to a predetermined static strength regarding the shearing of the root portion of the pillar member 50 and the bending of the pillar member 50, the pillar member 50 is finally assumed to collide with an object. It is required that the root does not peel off and a predetermined absorbed energy is required before reaching the strength (defined by the maximum load and displacement). At this time, in order to control the deformation behavior of the plastic region of the column member 50, by positively changing the cross section of the column member 50 to provide a constriction (hinge portion), a plastic hinge is intentionally generated in the column member 50. Let me. An example of calculation when examining the constriction shape for producing the plastic hinge is shown below.

Generally, for the column member 50 supporting both ends, the moment to be multiplied by the position of the height X is expressed by the following mathematical formula (3).

At this time, the geometrical moment of inertia required for the position A at the base of the column member 50 can be obtained by the following mathematical formula (4). Here, the moment generated at the base of the column member 50 is Ma, the generated stress is σa, and the proof stress of the material to be used is σy.

When the hinge portion is formed at a position close to the load position of the column member 50, assuming that the height of the position B where the hinge portion is provided is h, the moment Mb multiplied by the position of the height h is calculated by the following mathematical formula (5). expressed.

At this time, the geometrical moment of inertia required for the position B of the column member 50 can be obtained by the following mathematical formula (6).

Since the position B of the column member 50 needs to have a weaker cross section than the position A, it is necessary to satisfy the following formula 7.

The following mathematical formula (8) is derived from the above mathematical formulas (4), (6) and (7), and the cross section of the column member 50 is designed so as to satisfy the relationship of the mathematical formula (8).

Assuming that the plastic moment of inertia at the root position A is Zpa and the plastic moment of inertia at the position B is Zpb, the plastic moment Mpa at the position A and the plastic moment Mpb at the position B are calculated by the following mathematical formulas (9) and (10), respectively. You can ask.

The ultimate load (or collapse load) Fpa and Fpb at which each cross section reaches the ultimate state can be obtained from the equation of the moment of the equation (1). As a result, the cross-sectional shapes of the positions A and B can be obtained by the following mathematical formula (11). The cross section of the column member 50 is designed so as to satisfy the relationship of the mathematical formula (11).

The above is a calculation example of manual calculation. In the calculation example, the end portion of the pillar member 50 is a fixed end, but it is conceivable that the end portion of the actual pillar member 50 does not become a completely fixed end but is close to a free end. Moreover, it is not possible to obtain an exact solution for the behavior of the plastic region by hand calculation. Therefore, if necessary, the finite element analysis (FEA) is used to confirm the overall behavior and optimize the column cross-sectional shape for the entire column.

The vertical position of the hinge portion 13 is examined so as to be a deformation amount of the collision column 6 that satisfies the absorbed energy amount according to the actual structure and specifications inside the vehicle. Since the absorbed energy of the collision column 6 is a product of the reaction force and the displacement, in order to maximize the displacement of the collision column 6, the vertical position of the hinge portion 13 is the root portion 11 of the collision column 6. Placed nearby. In the present embodiment, the vertical position of the hinge portion 13 is arranged closer to the lower end than the central position between the load point (minimum cross-sectional portion 14) of the collision pillar 6 and the lower end of the collision pillar 6.

5 (A) to 5 (E) are simulation results showing the behavior when the obstacle X collides with the collision pillar 6 shown in FIG. As shown in FIGS. 5A to 5E, when the obstacle X collides with the minimum cross-sectional portion 14 of the collision pillar 6 from the front, the collision pillar 6 bends and deforms with the hinge portion 13 as the base point to become the collision pillar 6. Bending deformation occurs. As a result, the shearing force applied to the root portion 11 of the collision column 6 is reduced, and the collision column 6 is prevented from peeling off from the end beam 4b. Further, since the shearing force applied to the root portion 11 of the collision column 6 is suppressed, it is not necessary to excessively firmly join the collision column 6 to the end beam 4b, and the collision column 6 itself is prevented from breaking in the shearing direction. ing.

Since the cross-sectional coefficient of the minimum cross-sectional portion 14, which is the load point, is set to the minimum, the collision column 6 is sufficiently bent and deformed at the minimum cross-sectional portion 14. This prevents the collision column 6 from breaking in the shearing direction by maintaining the shape of the load point portion of the collision column 6. That is, the impact column 6 is plastically deformed in the bending direction as a whole, so that the impact absorption capacity of the collision column 6 itself can be fully exhibited. The above principle is the same for the corner pillar 7.

The present invention is not limited to the above-described embodiment, and its configuration can be changed, added, or deleted. In the present embodiment, the same characteristic shape is applied to both the collision column 6 and the corner column 7, but it may be applied to only one of them. In the present embodiment, the collision pillar 6 and the corner pillar 7 at the front of the leading vehicle 2 have been described, but the present invention is applied to the collision pillar and / or the corner pillar provided at the front (gable portion) of the second and subsequent vehicles. May be good.

1 Railroad vehicle 3 Structure 4 Underframe 4b End beam 5 Roof structure 6 Collision pillar (pillar member)
7 Corner pillar (pillar member)
11 and 21 Root (joint)
12,22 Central part 13,23 Hinge part 14,24 Minimum cross-section part 15,25 First taper part

Claims (6)

It is a structure of a railway vehicle equipped with a pillar member extending from an end beam located at the end of the underframe in the longitudinal direction of the vehicle toward the roof structure.
The pillar member is
With the joint to be joined to the end beam or the roof structure,
It is located on the inner surface of the vehicle between the joint and the vertical center position of the pillar member, and when a predetermined load or more is applied, bending deformation starts before the joint breaks. A railroad vehicle structure provided with a hinge portion that is the starting point of the bending deformation. It is a structure of a railway vehicle equipped with a pillar member extending from an end beam located at the end of the underframe in the longitudinal direction of the vehicle toward the roof structure.
The pillar member is
The root, which is located at the end in the vertical direction and has the first moment of inertia Za,
The central part located in the center in the vertical direction and having the second moment of inertia Zb,
A hinge portion located between the central portion and the root portion and having a third moment of inertia Zc is provided.
The first moment of inertia Za indicates the maximum value among the moments of inertia of each horizontal section of the pillar member between the central portion and the root portion.
The third moment of inertia Zc is a structure of a railway vehicle smaller than the first moment of inertia Za.
here,
The first moment of inertia Za is the moment of inertia with respect to the central axis in the horizontal cross section of the root portion.
The second moment of inertia Zb is a section coefficient with respect to the central axis in the horizontal section of the central portion.
The third moment of inertia Zc is a section coefficient with respect to the central axis in the horizontal section of the hinge portion.
Is. The structure of a railway vehicle according to claim 2, wherein the third moment of inertia Zc satisfies the mathematical formula (1).
(Zc－Zb) / L2 <(Za－Zc) / L1 ・ ・ ・ (1)
here,
The first distance L1 is the vertical length from the hinge portion to the root portion.
The second distance L2 is the vertical length from the center portion to the hinge portion.
Is. Further provided with a minimum cross-sectional portion located between the central portion and the hinge portion and having a fourth moment of inertia Zd satisfying formula (2) .
The structure of a railway vehicle according to claim 3, wherein the fourth moment of inertia Zd indicates the minimum value among the moments of inertia of each horizontal section of the pillar member.
(Zc－Zd) / L3 <(Za－Zc) / L1 ・ ・ ・ (2)
here,
The fourth moment of inertia Zd is a section coefficient with respect to the central axis in the horizontal section of the minimum section.
The third distance L3 is the vertical length from the hinge portion to the minimum cross-sectional portion.
Is. The structure of a railway vehicle according to claim 4, wherein the minimum cross-sectional portion is arranged at the same vertical position as the load point. The railway vehicle according to any one of claims 2 to 5, further comprising a tapered portion between the root portion and the hinge portion, which is the back surface in the direction in which the load of the pillar member is applied. Structure.

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