JP7143244B2 - Impact energy absorption structure for railway vehicles - Google Patents

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an impact energy absorbing structure that absorbs impact energy when an obstacle collides in front of a railway vehicle.

A railroad vehicle may collide with an automobile or another railroad vehicle that has intruded on a railroad track during its operation. In such cases, railcars can be severely damaged to the point that repair is difficult or impossible. Therefore, there is known a technique for suppressing damage to railcars by providing a structure that absorbs the impact caused by a collision in the front part of the railroad car.

Patent Literature 1 discloses a structure in which a plurality of energy absorbing beams whose longitudinal direction coincides with the traveling direction of the vehicle are arranged along the width direction of the vehicle in the front portion of the railroad vehicle. These multiple impact energy beams absorb the impact of the collision by buckling deformation at the time of collision, thereby reducing damage to the railway vehicle. By providing a plurality of energy absorbing beams, it is possible to improve impact energy absorption compared to a single beam.

Japanese Patent Laid-Open No. 11-301476

Here, at the time of buckling deformation of the energy absorbing beams, a load is applied from the energy absorbing beams to the underframe and structure of the railway vehicle. In general, loads include a maximum load when buckling deformation starts and a load that changes into a waveform when regular buckling progresses (hereinafter referred to as average load). To absorb the impact energy, regular buckling deformation of the energy absorbing beam with average load is used, but the occurrence of the maximum load is inevitable due to the nature of the buckling deformation.

In the structure of Patent Literature 1, since a plurality of energy absorbing beams start buckling deformation at the same time, the maximum load becomes very large, being a multiple of the number of beams. In order for a railway vehicle to withstand a large load, it is necessary to reinforce the structure of the car body underframe and body structure. As the fuel consumption increases, the fuel consumption during running decreases.

Also, the average load occurs during multiple regularly repeated buckling deformations after the first buckling deformation with the maximum load. The magnitude of the average load changes in waveform so that the peak of the load comes in time with the buckling deformation of the energy absorbing beam. When buckling of a plurality of energy absorbing beams starts at the same timing as in the structure of Patent Document 1, the buckling timing of each beam that occurs after the start of buckling is almost the same, and the peak of the average load appears. also match. That is, since the phases of the waveforms of the average loads applied to the vehicle body from the respective energy absorbing beams are substantially the same, the peak of the average load as a whole is generated as large as the number of beams. Therefore, by providing a plurality of energy absorbing beams, the impact energy can be sufficiently absorbed, but the load applied to the vehicle body increases even after the start of buckling.

Therefore, the object of the present invention is to reduce the maximum load on the underframe and body structure of the vehicle body and level the average load while absorbing the impact energy when an obstacle collides with the railway vehicle. It is to provide structure.

An impact energy absorption structure according to the present invention is an impact energy absorption structure arranged at a front end portion of a railroad vehicle for absorbing impact energy at the time of collision, comprising a first base extending in the vehicle width direction; a second base extending in the vehicle longitudinal direction and arranged rearward of the first base in the longitudinal direction of the vehicle; a plurality of energy absorbing beams including a first energy absorbing beam and a second energy absorbing beam parallel to the longitudinal direction of the vehicle; an adapter disposed between the rear end surface of the first base and the rear end surface of the second base and having a smaller buckling load in the longitudinal direction of the vehicle than the plurality of energy absorbing beams; The front ends of the plurality of energy absorbing beams are flat, the rear ends of the plurality of energy absorbing beams are supported by the front end surface of the second base, and the first energy absorbing beams are positioned further along the vehicle longitudinal direction than the second energy absorbing beams. and the distance between the rear end surface of the first base and the tip of the first energy absorbing beam is the distance between the rear end surface of the first base and the tip of the second energy absorbing beam and the tip of the second energy absorbing beam is separated from the first base, at least one of the adapters is supported by the first base and the second energy absorbing beam, and The plurality of energy absorbing beams and the adapter are arranged such that those having the same length along the longitudinal direction of the vehicle are positioned symmetrically with respect to a center line extending along the longitudinal direction of the vehicle. The closer, the shorter the length of the energy absorption beam along the longitudinal direction of the vehicle and the longer the length of the adapter along the longitudinal direction of the vehicle.
Further, in the above configuration, the plurality of energy absorbing beams further includes a third energy absorbing beam, the rear end of the third energy absorbing beam being supported by the tip surface of the second base, and the third energy absorbing beam. The beam has a length along the longitudinal direction of the vehicle shorter than that of the second energy absorbing beam, the tip of the third energy absorbing beam is separated from the first base, and at least one of the adapters is: The adapter is supported by the first base and the third energy absorption beam, and the length of the adapter supported by the first base and the third energy absorption beam along the longitudinal direction of the vehicle is equal to the length of the third energy absorption beam. It is preferable that the length of the adapter supported by the first base and the second energy absorbing beam along the longitudinal direction of the vehicle is longer.

After both ends of the energy absorbing beam were in contact with the rear end surface of the first base and the front end surface of the second base, a certain or more load was applied toward the rear side in the longitudinal direction of the vehicle. Sometimes it starts buckling deformation. According to the above configuration, when an obstacle collides with the railway vehicle, both ends of the first energy absorbing beam contact the rear end surface of the first base and the tip end surface of the second base before both ends of the second energy absorbing beam. do. Therefore, the first energy absorption beam starts buckling deformation before the second energy absorption beam. Due to this difference in buckling start timing, it is possible to shift the timing of occurrence of the maximum load between the beams, and prevent the maximum load generated from all the beams from being applied to the car body at the same time. .

Further, when the first energy absorbing beam and the second energy absorbing beam start buckling at different times, the time at which buckling deformation, which is regularly repeated with an average load, occurs later is also different. The magnitude of the average load peaks when the energy absorbing beams are buckled, and changes to a waveform. Simultaneous application of the average load peaks generated from the beams can be avoided. Moreover, the deviation of the waveforms can always create a situation in which when the average load generated from one beam is large, the average load generated from another beam is small. Thereby, the magnitude of the average load generated from the entire plurality of energy absorption beams can be leveled.

As described above, according to the above configuration, by arranging a plurality of energy absorption beams, the absorption of impact energy is improved, and by shifting the buckling timings of the first energy absorption beam and the second energy absorption beam, Reduction of the maximum load and leveling of the average load can be realized.

If the rear end of the energy absorbing beam is not fixed, and the collision with an obstacle causes the first base and the energy absorbing beam to move rearward along the longitudinal direction of the vehicle, the energy absorbing beam moves in the vehicle width direction, the vertical direction, and the vertical direction. Or it may shift to both. In this case, the buckling deformation of the energy absorbing beam progresses in a state tilted from the axis along the longitudinal direction of the vehicle. . Therefore, by fixing the rear ends of the plurality of energy absorbing beams by the front end surface of the second base, it is possible to prevent the energy absorbing beams from shifting in the vehicle width direction in the event of a collision, thereby sufficiently absorbing the collision energy. be able to.

Further, in the impact energy absorbing structure, the rear end surface of the first base and the front end surface of the second base are flat, and the first energy absorbing beam is more flat than the second energy absorbing beam. At least one of the ends of the second energy absorbing beam may be spaced apart from the first base or the second base.

Regardless of the original length of each beam, after buckling of the energy-absorbing beams progresses and all beams contact the first and second bases, the length of the beams along the longitudinal direction of the vehicle is It will be substantially the same as the distance between the two bases. If the rear end surface of the first base and the front end surface of the second base are not flat, the distance between the two bases is not uniform in the vehicle width direction. Therefore, the substantial length of the energy absorbing beam during buckling progresses varies depending on the position of the beam in the vehicle width direction.
Here, the magnitude of the load caused by buckling becomes smaller as the energy absorbing beam becomes longer. That is, the magnitude of the average load applied to the second base is biased depending on the arrangement position of the energy absorbing beam in the vehicle width direction. In this case, the second base and the vehicle body therebehind will have a portion that is easily damaged and a portion that is not easily damaged.

On the other hand, in the above configuration, the distance between the two bases is uniform at any position along the vehicle width direction. That is, when buckling progresses, all the energy absorbing beams have substantially the same length, and the average load applied to the second base is the same regardless of the position of the second base in the vehicle width direction. Become. As a result, it is possible to improve the durability against the load of the vehicle body as a whole.

The energy absorbing beam, with its ends fixed, begins to absorb impact energy when further loaded. If the second energy absorbing beam is spaced apart from the first base or the second base, the first energy absorbing beam whose both ends are fixed by the two bases first starts absorbing the collision energy after the collision with the obstacle. After that, the buckling deformation of the first energy absorbing beam progresses, and when both ends of the second energy absorbing beam are fixed to the two bases, the second energy absorbing beam starts absorbing collision energy. do. In other words, since there is a difference in the timing at which the first energy absorption beam and the second energy absorption beam start absorbing impact energy, especially immediately after a collision, only the first energy absorption beam must absorb the impact energy. not efficient.

On the other hand, according to the above configuration, the second energy absorption beam is fixed to the first base and the second base through the adapter. Therefore, after collision with an obstacle, the first energy absorption beam and the second energy absorption beam can start absorbing collision energy at the same time. Therefore, the impact energy can be absorbed by all the energy absorbing beams immediately after the collision, which is efficient.

Further, the buckling load of the adapter in the longitudinal direction of the vehicle is smaller than the buckling load of the energy absorbing beam in the longitudinal direction of the vehicle. The buckling load is the limit load at which the member undergoes buckling deformation when subjected to pressure. Therefore, the buckling of the adapter is performed first, and after the adapter is compressed, the buckling of the second energy absorbing beam starts with a time lag. As a result, it is possible to disperse the impact energy to all the energy absorbing beams immediately after the collision, and to shift the buckling start timing between the first energy absorbing beam and the second energy absorbing beam.

Further, in the impact energy absorbing structure, the plurality of energy absorbing beams having the same length along the longitudinal direction of the vehicle are positioned symmetrically with respect to a center line extending along the longitudinal direction of the vehicle. may be placed.

The impact energy that the energy absorbing beam can absorb increases as the length of the beam increases and decreases as the length of the beam decreases. For example, when a plurality of short energy absorption beams are arranged in one of the left and right regions across the center line, and a plurality of long energy absorption beams are arranged in the other region, the other region has a plurality of energy absorption beams. A beam can absorb more impact energy than multiple beams in one region. In other words, the impact energy applied to the second base and the vehicle body behind the second base is concentrated in one region in the vehicle width direction, and the base and the vehicle body are easily deformed. .

Therefore, with the above configuration, the magnitude of impact energy that can be absorbed by the energy absorbing beams is symmetrical with respect to the center line extending along the longitudinal direction of the vehicle. As a result, the magnitude of the impact energy applied to the second base and the vehicle body behind it can be made symmetrical with respect to the center line extending along the longitudinal direction of the vehicle, thereby providing an impact energy absorbing structure with excellent impact resistance. can do.

From another point of view, the impact energy absorbing structure according to the present invention is an impact energy absorbing structure that is arranged at the front end of a railway vehicle and absorbs impact energy at the time of collision, and includes a first base that extends in the vehicle width direction. and a second base extending in the vehicle width direction and arranged behind the first base in the vehicle longitudinal direction, and between the first base and the second base along the vehicle width direction a plurality of energy absorbing beams aligned and each parallel to the longitudinal direction of the vehicle, the plurality of energy absorbing beams having the same length in the longitudinal direction of the vehicle, and a first energy absorbing beam. a beam and a second energy absorbing beam, wherein the rear ends of the plurality of energy absorbing beams are supported by the tip surface of the second base; the tip surface of the first base is flat; A rear end surface of one base has a stepped shape formed with a plurality of planes orthogonal to the longitudinal direction of the vehicle, and the plurality of planes are positioned on a first plane and forward of the first plane. a second plane, wherein the first energy absorbing beam and the first plane are positioned on the same line extending in the longitudinal direction of the vehicle, and the second energy absorbing beam and the second plane; is located on another same line extending in the longitudinal direction of the vehicle, and the distance between the first plane and the tip of the first energy absorbing beam is the distance between the second plane and the second energy absorbing beam is smaller than the distance between the tip of the
Further, in the above configuration, the rear end surface of the first base has a shape symmetrical with respect to a center line extending along the longitudinal direction of the vehicle, and the plurality of planes formed on the rear end surface of the first base are: , is preferably positioned further forward as it is closer to the center line.
Further, in the above configuration, a covering member is provided to cover a plane positioned forward of a rearmost plane among the plurality of planes formed on the rear end surface of the first base, and the rear end surface of the covering member and the , the rearmost plane among the plurality of planes is positioned on the same line extending in the vehicle width direction, and the tips of the plurality of energy absorbing beams are aligned with the rear end surface of the covering member or the plurality of planes. It is preferably supported by the most rearward plane.

The first energy absorption beam and the second plane are positioned on the same line extending in the vehicle longitudinal direction, and the second energy absorption beam and the first plane are positioned on another same line extending in the vehicle longitudinal direction. To make it easier to shift the timing at which the two beams start absorbing impact energy while suppressing an extremely large difference in length between the first energy absorbing beam and the second energy absorbing beam compared to a case where the be able to.

The amount of impact energy that an energy absorbing beam can absorb depends on the length of the beam. If the length of each energy absorption beam is different, the magnitude of impact energy that can be absorbed is different. As a result, the second base and the vehicle body behind it may have a portion that receives a very large impact energy, which is not preferable as an impact energy absorbing structure. On the other hand, in the above configuration, all the energy absorbing beams have the same length along the longitudinal direction of the vehicle. Therefore, the impact energy due to collision can be evenly distributed to each energy absorbing beam. As a result, the impact energy applied to the second base and the vehicle body behind it can be made uniform at any position in the vehicle width direction, and the impact resistance of the vehicle body as a whole can be improved.

It is possible to provide an impact energy absorbing structure that reduces the maximum load on the underframe and body structure of the car body and equalizes the average load while absorbing the impact energy when an obstacle collides with the railway vehicle.

FIG. 2 is a diagram showing the placement location of the impact energy absorbing structure according to the first embodiment of the present invention in a railway vehicle; BRIEF DESCRIPTION OF THE DRAWINGS It is a figure which shows the impact energy absorption structure which concerns on 1st Embodiment of this invention. (a) is a diagram showing an impact energy absorbing structure according to a second embodiment of the present invention, and (b) is a diagram showing a connecting portion between a first base and an energy absorbing beam in the second embodiment. FIG. 10 is a diagram showing an impact energy absorbing structure according to Modification 1; FIG. 10 is a diagram showing an impact energy absorbing structure according to Modification 2;

Preferred embodiments of the present invention will be described below with reference to the drawings. As shown in FIGS. 1(a) and 1(b), the impact energy absorbing structure 1 is arranged at the lower front portion of the railcar 100 along the vehicle width direction.

<First embodiment>
Here, a first embodiment of the impact energy absorbing structure according to the present invention will be described. As shown in FIG. 2, the impact energy absorbing structure 1 includes a first base 11, a second base 12, six energy absorbing beams 13, and arranged between the first base 11 and the energy absorbing beams 13. and an adapter 14 .

The first base 11 is arranged to extend in the vehicle width direction. The material of the first base 11 is such that the buckling load of the first base 11 in the longitudinal direction of the vehicle is larger than the maximum value of the buckling load of the six energy absorbing beams 13 in the longitudinal direction of the vehicle, and the first base 11 is There is no particular limitation as long as it has a buckling load that does not break upon collision with an obstacle. As an example, the first base 11 is made of iron (SS400).

The second base 12 extends in the vehicle width direction and is arranged behind the first base 11 in the vehicle longitudinal direction. The material of the second base 12 is such that the buckling load of the second base 12 in the longitudinal direction of the vehicle is larger than the maximum value of the buckling load of the six energy absorbing beams 13 in the longitudinal direction of the vehicle, and the second base 12 is It is not particularly limited as long as it has a buckling load that can withstand the maximum load and average load received from the energy absorbing beam 13 . As an example, the second base 12 is made of iron (SS400). For example, the first base 11 and the second base 12 may be made of the same material.
The length of the second base 12 in the vehicle width direction may be longer, shorter, or the same as the length of the first base 11 in the vehicle width direction.

The six energy absorption beams 13 are arranged between the first base 11 and the second base 12 along the width direction of the vehicle and parallel to the longitudinal direction of the vehicle. As shown in FIG. 2, there are three types of energy absorbing beams 13: outer energy absorbing beams 13a, intermediate energy absorbing beams 13b, and inner energy absorbing beams 13c, which have different lengths along the longitudinal direction of the vehicle. They are arranged by book. The outer energy absorbing beams 13a, the intermediate energy absorbing beams 13b, and the inner energy absorbing beams 13c are arranged in descending order of the length of the energy absorbing beams along the longitudinal direction of the vehicle. These energy absorption beams extend in the longitudinal direction of the vehicle such that the length along the longitudinal direction of the vehicle is the shortest on the center line side in the width direction of the vehicle and the longest on the outer side. They are spaced apart so as to be symmetrical about the center line. That is, as shown in FIG. 2, there are two inner energy absorbing beams 13c in the center, two intermediate energy absorbing beams 13b on both outer sides, and two outer energy absorbing beams 13a on both outer sides. are placed. Note that the three types of energy absorption beams 13a, 13b, and 13c differ from each other only in length along the longitudinal direction of the vehicle, and all have the same cross-sectional shape and material when cut in the width direction of the vehicle.

As shown in FIG. 2, the rear ends of the six energy absorption beams 13 are supported by the tip surface 22 of the second base 12 respectively. Also, the tip of the outer energy absorbing beam 13 a is supported by the rear end surface 21 of the first base 11 . The tips of the intermediate energy absorbing beam 13b and the inner energy absorbing beam 13c are supported by the rear end surface 21 of the first base 11 via an adapter 14, which will be described later.

Further, the energy absorbing beam 13 has a smaller buckling load in the longitudinal direction of the vehicle than the first base 11 and the second base 12, and does not undergo Euler buckling when compressed in the longitudinal direction of the vehicle, and the wall surface is deformed into a bellows shape. A wall buckling device is used. These characteristics can be obtained by appropriately adjusting the material, length and diameter of the energy absorbing beam 13, the internal structure of the beam, and the like. Examples of the material include aluminum alloy (A7003-T5), but are not particularly limited as long as the above properties can be obtained.
The length of the energy absorbing beam 13 along the longitudinal direction of the vehicle is determined, for example, according to the size of the front space of the railway vehicle 100 .

There are two types of adapters 14: a first adapter 14a and a second adapter 14b longer than the first adapter 14a along the longitudinal direction of the vehicle. are arranged (shaded area in FIG. 2). As shown in FIG. 2, both ends of the first adapter 14a are supported by the tip of the intermediate energy absorbing beam 13b and the rear end surface 21 of the first base 11, respectively, and both ends of the second adapter 14b are respectively supported by the inner energy absorbing beams 13b. It is supported by the tip of the absorbing beam 13 c and the rear end surface 21 of the first base 11 .

The material of the adapter 14 is not particularly limited as long as the buckling load of the adapter 14 in the longitudinal direction of the vehicle is extremely small compared to the energy absorbing beam 13 . Further, the buckling load in the longitudinal direction of the vehicle may be reduced by forming an elongated hole in the adapter 14 along the longitudinal direction of the vehicle.

Next, the operation of the impact energy absorbing structure 1 according to the first embodiment when an obstacle collides with the railroad vehicle 100 will be described. When the railway vehicle 100 normally runs, the impact energy absorbing structure 1 according to the first embodiment is in the state shown in FIG.

When an obstacle collides in front of the railroad vehicle 100, the impact energy is first transmitted to the first base 11 along the longitudinal direction of the vehicle. Subsequently, the collision energy is transmitted from the rear end surface 21 of the first base 11 to the tips of the outer energy absorbing beams 13a, the first adapter 14a and the second adapter 14b. Then, the outer energy absorption beam 13a, the first adapter 14a, and the second adapter 14b each start buckling deformation along the longitudinal direction of the vehicle.
In addition, the first adapter 14 a and the second adapter 14 b buckle while generating extremely small maximum load and average load compared to the energy absorbing beam 13 .

As the buckling of the outer energy absorbing beam 13a, the first adapter 14a and the second adapter 14b progresses, the first base 11 moves rearward along the longitudinal direction of the vehicle. When the first adapter 14a is compressed by buckling, the tip of the intermediate energy absorbing beam 13b contacts the rear end surface 21 of the first base 11, and the intermediate energy absorbing beam 13b starts buckling.

After that, as the buckling of the outer energy absorbing beam 13a, the intermediate energy absorbing beam 13b, and the second adapter 14b progresses, the first base 11 moves further rearward along the longitudinal direction of the vehicle. Then, when the second adapter 14b is compressed by buckling, the tip of the inner energy absorption beam 13c contacts the rear end surface of the first base 11, and the inner energy absorption beam 13c starts buckling.

That is, in the impact energy absorbing structure 1, the three types of energy absorbing beams start buckling at different times, and buckling starts in the order of the outer energy absorbing beam 13a, the middle energy absorbing beam 13b, and the inner energy absorbing beam 13c. The maximum load generated at the start of buckling is transmitted to the second base 12, but by shifting the buckling start timing of the three types of beams, the maximum load from all the energy absorbing beams is transmitted to the second base 12 at the same time. can be avoided.

In addition, each energy absorption beam regularly repeats wall surface buckling in which the wall surface deforms into a bellows shape after the buckling starts. The average load generated with wall buckling changes in a waveform so that the timing at which wall buckling occurs peaks. Since the buckling start timings of the three types of energy absorbing beams are different, the timing at which wall buckling occurs is also different, and the waveform of the average load is also different among the energy absorbing beams. Thereby, it is possible to prevent the peaks of the average load from all the energy absorbing beams from being transmitted to the second base 12 at the same time. In addition, due to the deviation of the waveform, when the average load generated from one beam is large, the average load generated from another beam can always be created to be small. You can level the size.

As described above, according to the impact energy absorbing structure 1 of the first embodiment, the three types of energy absorbing beams 13 have different lengths, so that the buckling start timing is shifted, and the maximum load applied to the underframe and body structure of the vehicle body is reduced. Reduction and average load leveling can be performed. In the railway vehicle 100 having such a structure, there is no need to excessively increase the durability against the load of the vehicle body, and it is possible to contribute to the improvement of fuel efficiency by securing the passenger space and reducing the weight.

Also, when the rear ends of all the energy absorbing beams 13 are supported by the front end surface 22 of the second base 12, buckling progresses and the first base 11 moves rearward along the longitudinal direction of the vehicle. Moreover, it is possible to prevent the energy absorption beam 13 from shifting in the vehicle width direction, the vertical direction, or both. As a result, the buckling deformation of the energy absorbing beam 13 progresses along the longitudinal direction of the vehicle, so that the impact energy can be sufficiently absorbed.

Further, since the rear end surface 21 of the first base 11 and the front end surface 22 of the second base 12 are flat, the distance between the two bases becomes uniform in the vehicle width direction. After the tips of the inner energy absorbing beams 13c and the rear end surface 21 of the first base 11 come into contact with each other, the length of all the energy absorbing beams 13 along the longitudinal direction of the vehicle is substantially equal to the distance between the two bases. is the same as Therefore, when wall surface buckling with an average load occurs, all the energy absorbing beams 13 have substantially the same length along the longitudinal direction of the vehicle.

The magnitude of the average load depends on the length of the energy absorbing beams 13, but since all the beams have the same substantial length, the maximum and minimum values of the average load resulting from all the energy absorbing beams 13, That is, the amplitudes of the waveforms are equal. That is, the magnitude of the average load applied to the second base 12 is also the same regardless of the position in the vehicle width direction. As a result, the load resistance of the second base 12 as a whole and thus the vehicle body as a whole can be improved.

In addition, by arranging the adapter 14 between the rear end surface 21 of the first base 11 and the intermediate energy absorbing beam 13b and the inner energy absorbing beam 13c, the impact energy is absorbed through the adapter 14 immediately after the collision with the obstacle. can be transmitted to the beam of That is, it is possible to provide the impact energy absorbing structure 1 capable of efficiently absorbing the impact energy by aligning the impact energy absorption start timings while shifting the buckling start timing among the three types of energy absorbing beams 13 . .

Also, the two outer energy absorbing beams 13a, the two intermediate energy absorbing beams 13b, and the two inner energy absorbing beams 13c are positioned symmetrically with respect to the center line extending along the longitudinal direction of the vehicle. are placed. As a result, the magnitude of the impact energy absorbed by the energy absorbing beams 13 is symmetrical with respect to the center line extending along the longitudinal direction of the vehicle. That is, the magnitude of the impact energy applied to the second base 12 and the vehicle body behind it can be symmetrical with respect to the center line extending along the longitudinal direction of the vehicle, and the impact energy absorbing structure 1 has excellent impact resistance. can be provided.

<Second embodiment>
Next, a second embodiment of the impact energy absorbing structure according to the present invention will be described. In addition, regarding the same thing as 1st Embodiment, it shows with the same code|symbol, and abbreviate|omits description. As shown in FIG. 3, the impact energy absorbing structure 101 according to the second embodiment includes a first base 31, a second base 12, and six energy absorbing beams 33. As shown in FIG. In this embodiment, the relationship between the vehicle longitudinal direction buckling loads of the first base 31 and the second base 12 and the vehicle longitudinal direction buckling loads of the six energy absorption beams 33 is the same as in the first embodiment. be.

As shown in FIG. 3(a), the six energy absorbing beams 33 are arranged along the vehicle width direction between the first base 31 and the second base 12 and parallel to the vehicle longitudinal direction. are arranged so that There are three types of energy absorption beams 33, ie, an outer energy absorption beam 33a, an intermediate energy absorption beam 33b, and an inner energy absorption beam 33c, and two of each are arranged. The six energy absorption beams all have the same length along the longitudinal direction of the vehicle, and are classified according to their distance from the center line.

As shown in FIG. 3(b), the first base 31 is arranged to extend in the vehicle width direction, and the rear end surface 121 has a first plane 121a on the same plane as the rear end surface 121 and a plane extending in the vehicle longitudinal direction. It has a stepped shape in which a second plane 121b and a third plane 121c which are perpendicular to each other are formed. The second plane 121b is positioned further forward in the vehicle longitudinal direction than the first plane 121a, and the third plane 121c is positioned further forward in the vehicle longitudinal direction than the second plane 121b. The second plane 121b and the intermediate energy absorbing beams 33b are located on the same line extending in the vehicle longitudinal direction, and the third plane 121c and the inner energy absorbing beams 33c are located on another same line extending in the vehicle longitudinal direction. located in

The tip of the outer energy absorbing beam 33 a is supported by the first plane 121 a of the first base 31 . Further, as shown in FIG. 3B, a plate 40 is arranged so as to cover the stepped portion of the first base 31, and the plate 40 and the first plane 121a extend in the vehicle width direction. located on the line. The tips of the intermediate energy absorbing beams 33b and the inner energy absorbing beams 33c are supported by the plate 40. As shown in FIG.

The material of the plate 40 should be capable of supporting the energy absorbing beams 33 while the railway vehicle 100 is running, and should have sufficient strength to easily break when a force is applied along the longitudinal direction of the vehicle. Not limited.
The plate 40 may not be arranged, but in this case, the intermediate energy absorbing beam 33b and the inner energy absorbing beam 33c are cantilever beams supported only at their rear ends.

Next, the operation of the impact energy absorbing structure 101 according to the second embodiment when an obstacle collides with the railroad vehicle 100 will be described. During normal running of the railcar 100, the impact energy absorbing structure 101 according to the second embodiment is in the state shown in FIG. 3(a).

When an obstacle collides with the front of the railroad vehicle 100, the impact energy is first transmitted to the first base 31 along the longitudinal direction of the vehicle. Subsequently, the collision energy is transmitted from the rear end surface 121a of the first base 31 to the tips of the outer energy absorbing beams 33a, and the outer energy absorbing beams 33a start buckling deformation along the longitudinal direction of the vehicle. At this time, the tips of the intermediate energy absorbing beams 33b and the inner energy absorbing beams 33c are in contact with the plate 40. As shown in FIG. The plate 40 is made of a material that is easily broken when force is applied along the longitudinal direction of the vehicle, and is quickly broken immediately after the start of buckling of the outer energy absorbing beams 33a.

As the buckling of the outer energy absorbing beams 33a progresses, the first base 31 moves rearward along the longitudinal direction of the vehicle. Then, when the tip of the intermediate energy absorber 33b contacts the second plane 121b of the first base 31, the intermediate energy absorber beam 33b starts buckling.

After that, as the buckling of the outer energy absorbing beams 33a and the intermediate energy absorbing beams 33b progresses, the first base 31 moves further rearward along the longitudinal direction of the vehicle. Then, when the tip of the inner energy absorbing beam 33c contacts the third plane 121c of the second base 31, the inner energy absorbing beam 33c starts buckling.

As described above, in the impact energy absorbing structure 101 of the second embodiment, as in the first embodiment, the buckling timings of the three types of energy absorbing beams 33 can be shifted, and the underframe and structure of the vehicle body can be Reduction of the maximum load and leveling of the average load can be performed.

In addition, since the first base 31 has a stepped shape, it is possible to make the lengths of all the energy absorption beams 33 the same and to shift the buckling timing among the three types. By setting the length of all the energy absorbing beams 33 along the longitudinal direction of the vehicle to be the same, the impact energy caused by the collision can be evenly distributed to the energy absorbing beams 33 . As a result, the impact energy applied to the second base 12 and the vehicle body behind it can be made uniform at any position in the vehicle width direction, and the impact resistance of the vehicle body as a whole can be improved.

Although the preferred embodiments of the present invention have been described above, the present invention is not limited to these examples, and various modifications are possible within the scope of the claims.

For example, in the first embodiment, the lengths of the plurality of energy absorbing beams 13 along the longitudinal direction of the vehicle are arranged such that the length of the energy absorbing beams 13 on the center line side is the longest and the outer side is the shortest. good too. In this case, when an obstacle collides, the energy absorption beam 13 arranged on the center line side starts buckling first.

Also, in the first embodiment, the adapter may be attached only to the rear end of the energy absorbing beam, or may be attached to both ends. For example, as shown in FIG. 4, the impact energy absorbing structure 201 according to Modification 1 includes first adapters 54a arranged between both ends of the intermediate energy absorbing beam 53b and the first base 11 and the second base 12, respectively. and a second adapter 54b, and a third adapter 54c and a fourth adapter 54d respectively disposed between both ends of the inner energy absorbing beam 53c and the first base 11 and the second base. However, when the adapters 54 are arranged on both sides of the inner energy absorption beam 53, it is preferable to arrange them only on one side because the manufacturing process is troublesome.

Also, the adapters 14 may be attached to the tips or rear ends of all the energy absorbing beams 13, but as in the case of Modification 1, the manufacturing process is troublesome and the impact resistance of the impact energy absorbing structure is reduced. Therefore, it is preferable that both ends of at least one energy absorbing beam 13 are directly supported by the first base 11 and the second base 12 .

Also, in the first embodiment, the adapter 14 may not be arranged. However, if the adapter 14 is not arranged, the impact energy at the time of collision cannot be transmitted to all the energy absorbing beams 13 at the same time. As a result, especially immediately after a collision, impact energy must be absorbed only by the first energy absorbing beams 13a, resulting in poor impact energy absorption efficiency. Therefore, it is preferable that the adapter 14 is arranged.

Also, the rear end of the energy absorbing beam 13 may be separated from the second base 12 when the adapter 14 is not arranged. However, in this case, when the buckling progresses and the first base 11 moves rearward along the longitudinal direction of the vehicle, the energy absorbing beam, the rear end of which is not fixed, shifts in the vehicle width direction, the vertical direction, or both. There is a risk of In addition, when buckling deformation progresses in a state in which the energy absorbing beam is tilted from the axis along the longitudinal direction of the vehicle, the impact energy cannot be sufficiently absorbed. Therefore, it is preferable that the rear ends of the plurality of energy absorbing beams 13 are all supported by the second base 12 .

Also, the rear end surface of the first base may have a stepped shape different from that of the second embodiment. For example, as shown in FIG. 5, in the impact energy absorbing structure 301 according to Modification 2, the rear end surface 221 of the first base 61 includes a first plane 221a and a second plane 221b perpendicular to the longitudinal direction of the vehicle, and a rear end surface. 221 and a third plane 221c on the same plane. The second plane 221b is positioned further forward in the vehicle longitudinal direction than the third plane 221c, and the first plane 221a is positioned further forward in the vehicle longitudinal direction than the second plane 221b. The first plane 221a and the outer energy absorbing beams 63a are located on the same line extending in the vehicle longitudinal direction, and the second plane 221b and the intermediate energy absorbing beams 63b are located on another same line extending in the vehicle longitudinal direction. located in The tip of the inner energy absorption beam 63c is supported by the third plane 221c. All the energy absorption beams 221 have the same length. Further, like the second embodiment, a plate 240 is arranged so as to cover the stepped portion of the first base 61 .
Note that the second base 12 may have the stepped shape of the second embodiment and the second modification.

Also, in the embodiment and modification, six energy absorption beams are arranged, but the number may be seven or more, or five or less. In general, the greater the number of energy absorbing beams arranged, the more the absorption of impact energy is improved, but the total amount of buckling load applied to the second base in the longitudinal direction of the vehicle increases. Therefore, the optimum number is selected according to the performance to be prioritized. In addition, in the examples shown in FIGS. 2 and 4, the plurality of energy absorption beams includes three types of energy absorption beams that differ only in length. Two or four or more different types of energy absorbing beams may be included. In addition, the plurality of energy absorbing beams may include two or more types of energy absorbing beams that differ not only in length but also in length and cross-sectional shape cut in the vehicle width direction. Furthermore, the plurality of energy absorption beams may include two or more types of energy absorption beams made of different materials.

Moreover, the plurality of energy absorbing beams 13 may be arranged such that the beams having the same length along the longitudinal direction of the vehicle are positioned asymmetrically with respect to the center line extending along the longitudinal direction of the vehicle. However, in this case, the magnitude of the impact energy absorbed by the energy absorbing beam 13 is asymmetric with respect to the center line. Then, the impact energy applied to the second base and the vehicle body behind it is biased toward one side in the vehicle width direction, and the vehicle body tends to deform, which is not preferable as an impact energy absorbing structure. Therefore, it is preferable that the plurality of energy absorbing beams 13 having the same length along the longitudinal direction of the vehicle are arranged symmetrically with respect to the center line extending along the longitudinal direction of the vehicle.

1, 101, 201, 301 impact energy absorption structure 11, 31, 61 first base 12 second base 13, 33, 53, 63 energy absorption beams 14, 54 adapters 40, 240 plate 100 railway vehicle

Claims (5)

An impact energy absorbing structure for absorbing impact energy at the time of a collision, arranged at the front end of a railway vehicle,
a first base extending in the vehicle width direction;
a second base extending in the vehicle width direction and arranged behind the first base in the vehicle longitudinal direction;
A plurality of energy absorbing beams including a first energy absorbing beam and a second energy absorbing beam that are arranged along the vehicle width direction and parallel to the vehicle longitudinal direction between the first base and the second base. an energy absorbing beam;
It is arranged between the tip of at least one of the plurality of energy absorption beams and the rear end surface of the first base, and has a smaller buckling load in the longitudinal direction of the vehicle than the plurality of energy absorption beams. an adapter;
and
a rear end surface of the first base and a front end surface of the second base are flat;
the rear ends of the plurality of energy absorption beams are supported by the tip surface of the second base;
The first energy absorbing beam has a length along the longitudinal direction of the vehicle longer than that of the second energy absorbing beam,
the distance between the rear end face of the first base and the tip of the first energy absorption beam is smaller than the distance between the rear end face of the first base and the tip of the second energy absorption beam;
the tip of the second energy absorption beam is separated from the first base;
At least one of the adapters is supported by the first base and the second energy absorbing beam, and the plurality of energy absorbing beams and the adapter have the same length along the longitudinal direction of the vehicle. arranged symmetrically with respect to a center line extending along the longitudinal direction of the vehicle,
An impact energy absorbing structure, wherein the closer to the center line, the shorter the length of the energy absorbing beam along the longitudinal direction of the vehicle and the longer the length of the adapter along the longitudinal direction of the vehicle. the plurality of energy absorbing beams further comprising a third energy absorbing beam;
the rear end of the third energy absorption beam is supported by the tip surface of the second base;
The third energy absorption beam has a length along the longitudinal direction of the vehicle shorter than that of the second energy absorption beam,
the tip of the third energy absorption beam is separated from the first base,
at least one of the adapters is supported by the first base and the third energy absorbing beam;
The length of the adapter supported by the first base and the third energy absorption beam along the longitudinal direction of the vehicle is the length of the adapter supported by the first base and the second energy absorption beam. 2. The impact energy absorbing structure according to claim 1, wherein the length is longer than the length along the longitudinal direction of the vehicle. An impact energy absorbing structure for absorbing impact energy at the time of a collision, arranged at the front end of a railway vehicle,
a first base extending in the vehicle width direction;
a second base extending in the vehicle width direction and arranged behind the first base in the vehicle longitudinal direction;
a plurality of energy absorption beams arranged along the vehicle width direction between the first base and the second base and parallel to the vehicle longitudinal direction;
the plurality of energy absorbing beams having the same length in the longitudinal direction of the vehicle and including a first energy absorbing beam and a second energy absorbing beam;
the rear ends of the plurality of energy absorption beams are supported by the tip surface of the second base;
the tip surface of the first base is flat,
the rear end surface of the first base has a stepped shape formed with a plurality of planes orthogonal to the longitudinal direction of the vehicle;
The plurality of planes includes a first plane and a second plane located forward of the first plane,
The first energy absorbing beam and the first plane are positioned on the same line extending in the vehicle longitudinal direction, and the second energy absorbing beam and the second plane extend in the vehicle longitudinal direction. is located on another collinear line,
An impact energy absorbing structure, wherein the distance between the first plane and the tip of the first energy absorbing beam is smaller than the distance between the second plane and the tip of the second energy absorbing beam. the rear end surface of the first base has a shape symmetrical with respect to a center line extending along the longitudinal direction of the vehicle;
4. The impact energy absorbing structure according to claim 3, wherein the plurality of planes formed on the rear end surface of the first base are located forwardly toward the center line. a covering member covering a plane positioned forward of the rearmost plane among the plurality of planes formed on the rear end surface of the first base;
the rear end surface of the covering member and the rearmost plane of the plurality of planes are positioned on the same line extending in the vehicle width direction,
5. The impact according to claim 3, wherein the tips of the plurality of energy absorbing beams are supported by the rear end surface of the covering member or the rearmost plane among the plurality of planes. energy absorbing structure.

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