JP7218060B2 - rail car - Google Patents

Description

TECHNICAL FIELD The present invention relates to a railway vehicle having an underframe and a front end end structure arranged substantially at right angles to the underframe and coupled to the underframe.

The body of a railroad vehicle consists of an underframe that forms the floor surface, an end structure that is erected at both ends of the underframe in the longitudinal direction of the vehicle to form a leading part or a connecting part of the vehicle body, and an underframe that extends in the width direction of the vehicle. It is configured to form a hexahedron by a side structure that forms the side of the car body by being erected at both ends, and a roof structure that forms the roof of the car body by being arranged at the upper end of the end structure and the side structure. .
The connection between the underframe and each structure is generally performed by welding or the like via a joint plate, rather than directly connecting the beams of the underframe or the columns of each structure. . As shown in FIGS. 8 and 9, when connecting the underframe 11 and the front end end structure 12, the front end end structure 12 is placed on the underframe 11, and the lower ends of the end end posts 122, 123 constituting the front end end structure 12 are mounted. The joint plate 23 called a gusset is welded at the part. At this time, the joint plate 23 is welded to the underframe 11 and the end posts 122, 123 instead of directly welding the underframe 11 and the end posts 122, 123 by abutting the underframe 11 and the end posts 122, 123. By doing so, the underframe 11 and the end posts 122, 123 are joined. By joining with the joint plate 23, a gap is provided between the underframe 11 and the end pillars 122, 123, and the position of the front end end structure 12 is adjusted in order to absorb dimensional variations due to tolerances. It becomes easier. For example, in the railroad vehicle disclosed in Patent Document 1, the end beam is placed on the end beam of the underframe, and the underframe and the end beam are connected by a reinforcing angle.

JP 2011-235733 A Japanese Unexamined Patent Application Publication No. 2011-235728 JP-A-2005-53306

However, the above prior art has the following problems.
For example, in the event of an accident where a railway vehicle collides head-on with an obstacle on the track, such as a vehicle stuck at a railroad crossing, if the vehicle is a small vehicle such as a passenger car, the underframe of the railway vehicle will not be a vehicle. collide. Since the underframe is provided with bolsters and center sills, it has strong rigidity, and there is a low possibility that the front part of the railway vehicle will sink into the passenger compartment in the event of a collision.

On the other hand, when the vehicle that collided with is a large vehicle such as a large truck, the loading platform of the truck is often located at a higher position than the underframe of the railway vehicle, and as shown in FIG. A force F may be applied to the front end structure 12 at a position higher than the underframe 11 . When an impact force F is applied to the front end end structure 12 at a position higher than the underframe 11, the substantially L-shaped corner formed by the underframe 11 and front end end structure 12 becomes a fulcrum, and the front end end structure 12 receives a moment. works. The substantially L-shaped corner portion serving as a fulcrum is a connecting portion between the underframe 11 and the front end end structure 12. The underframe 11 and the end end structure 123 are not directly connected, but are connected via the joint plate 23. Therefore, a large load is applied to the joint plate 23 . Since the joint plate 23 has low rigidity and is easily deformed, and the welding length cannot be made large, the connecting portion between the underframe 11 and the front end end structure 12 is easily broken, and the front end end structure 12 is damaged in the passenger compartment. It sinks in as if falling into it. As a result, the obstacle that collided with the vehicle may sink into the passenger compartment, injuring the passengers and the crew.

In addition, since the joint plate 23 is easily deformed and the connecting portion between the underframe 11 and the front end structure 12 is easily destroyed, the impact force F due to the collision cannot be absorbed, resulting in damage to passengers and crew caused by the collision. cannot mitigate the impact of As a result, there is a risk that the passenger or crew member who has received the impact may be injured by being hit by a sleeve partition on the side of the seat in the passenger compartment, a grip bar, or the like.

SUMMARY OF THE INVENTION The present invention is intended to solve the above-mentioned problems, and is capable of improving the strength of the joint between the front end structure and the underframe, absorbing the impact force caused by a collision, and mitigating the impact. The purpose is to provide a railway vehicle that is

In order to solve the above problems, the railway vehicle of the present invention has the following configuration.
(1) A railway vehicle having an underframe and a front end end structure arranged substantially perpendicular to the underframe and coupled to the underframe, wherein the front end end structure is arranged substantially perpendicular to the underframe Having a pillar, the end pillar is the end of the end of the railroad car on the floor side, and has a protruding portion formed substantially perpendicular to the front end end structure on the surface inside the passenger compartment of the railroad car. the protruding part is abutted against the end face of the underframe on the leading side of the railway vehicle, and is coupled to the underframe at least at two points, the upper surface side and the lower surface side of the underframe ; The front end end structure shall be provided with a welded part extending from the part to the side of the underframe and joined in contact with the upper end surface of the underframe. A substantially L-shaped corner formed by the frame serves as a fulcrum, and the front end structure is plastically deformed .
Alternatively, in a railway vehicle having an underframe and a front end end structure arranged substantially perpendicular to the underframe and coupled to the underframe, the front end end structure is arranged substantially perpendicular to the underframe. The end pillar has a protruding portion formed substantially at a right angle to the front end end structure on the surface inside the passenger compartment of the railway vehicle, which is the end of the end pillar on the floor side of the railroad vehicle. The underframe has end beams that form longitudinal ends of the railroad car of the underframe, and the projecting portion has an end face of the protrusion on the inside of the passenger compartment facing the end face of the railroad car on the head side of the end beam. It is characterized by being butted against each other and joined to the underframe at least at two points, the upper surface side and the lower surface side of the end sill.

(2) The railway vehicle described in (1) is characterized in that the projecting portion is separate from the end post, and is coupled to and integrated with the end post.
(3) In the railway vehicle described in (1) or (2), the projecting portion is coupled to the underframe on an extension line of the beam arranged along the longitudinal direction of the railway vehicle. ,

The railway vehicle of the present invention has the following functions and effects by having the above configuration.
According to the railway vehicle described in (1), the connecting portion between the front end structure and the underframe is not easily destroyed, and it is possible to absorb the impact force caused by the collision and mitigate the impact.

That is, the front end end structure has a end post, and the end end on the floor side of the railroad car has a protruding portion that is formed at a substantially right angle to the front end end structure. When viewed, it has a substantially L shape. The protruding portion is abutted against the end face of the railroad car on the head side of the underframe and joined together, so that the underframe and the front end end structure form a substantially L-shape.
When a railway vehicle collides with an obstacle on the track and the front end end structure receives an impact at a position higher than the underframe, the substantially L-shaped corner formed by the front end end structure and the underframe acts as a fulcrum, A moment acts on the end structure, but as mentioned above, the end end structure is approximately L-shaped, and the protruding portion is connected to the underframe. , is not the joint between the front end end structure and the underframe. Therefore, the fulcrum portion of the moment acting on the front end end structure is destroyed, and the risk of the front end end structure collapsing into the passenger compartment is reduced. If the risk of the front end end structure collapsing into the passenger compartment is reduced, the risk of colliding obstacles sinking into the passenger compartment is also reduced, and the possibility of injuring passengers and crew members is reduced.
In addition, since the fulcrum portion of the moment acting on the front end end structure is not easily destroyed, plastic deformation of the front end end structure due to collision is promoted. By plastically deforming the front end structure, it is possible to effectively absorb the impact force due to the collision, and to mitigate the impact on the passengers and crew caused by the collision. Therefore, the possibility that passengers and crew members are injured by being hit by the sleeve partitions on the sides of the seats, the grip bars, etc. in the passenger compartment can be reduced.

Furthermore, when an impact is applied to the front end end structure at a position higher than the underframe, the connecting part between the projecting part and the underframe becomes a fulcrum, and a moment acts on the front end end structure, causing the projecting part and the underframe to become separated. Although there is concern that the connecting part will be destroyed, plastic deformation of the front end end structure is accelerated because the corner part of the approximately L shape formed by the front end end structure and the underframe is no longer a connecting part as described above. and absorbs the impact force, the stress applied to the connecting portion between the projecting portion and the underframe is relieved. Furthermore, the protruding portion abuts against the end surface of the underframe on the front side of the railroad vehicle, and is coupled at least at two points, namely, the upper surface side and the lower surface side of the underframe. Since there are at least two connecting portions where the protruding portion and the underframe are connected in the vertical direction of the railway vehicle, there are two connecting portions when the front end end structure is impacted at a position higher than the underframe. Among the connecting parts, the connecting part on the upper side of the underframe acts as a fulcrum, and a moment acts on the front end end structure. It will resist the moment acting on the structure. Therefore, the connecting portion between the projecting portion and the underframe is not easily broken.
Therefore, the risk of the front end end structure collapsing into the passenger compartment is reduced. If the risk of the front end end structure collapsing into the passenger compartment is reduced, the risk of colliding obstacles sinking into the passenger compartment is also reduced, and the possibility of injuring passengers and crew members is reduced.

According to the railway vehicle described in (2), the end post and the protruding portion, which is a separate part from the end post, are coupled together, so that the end post and the protruding portion form a substantially L-shape.
The pillars are generally produced by bending a metal plate such as stainless steel, steel, or aluminum alloy. Manufacturing costs may increase. If the protruding part is separate from the end post, the end post and the protruding part may be manufactured separately and then joined together by welding. .
When a railway vehicle collides with an obstacle on the track and the front end structure receives an impact at a position higher than the underframe, the substantially L-shaped corner formed by the front end structure and the underframe is the fulcrum. Since the fulcrum is the welded portion between the end post and the projecting portion, there is concern that the welded portion will become a weak point in terms of strength and be destroyed. However, since the height of the front end end structure is about 3 m, welding can be performed while changing the direction of the front end end structure in all directions according to the welding posture. Therefore, the welding work can be performed while maintaining an ideal welding posture, so that the welding quality can be improved and the bonding strength can be improved. Improving the strength of the joint reduces the risk of breaking the welded portion between the end post and the projecting portion in the event of a collision.
Therefore, the welded portion, which is the fulcrum portion of the moment acting on the front end end structure, is not easily destroyed, and plastic deformation of the front end end structure due to collision is promoted. By plastically deforming the front end structure, it is possible to effectively absorb the impact force due to the collision, and to mitigate the impact on the passengers and crew caused by the collision.

According to the railway vehicle described in (3), the protruding portion is connected to the underframe on an extension line of the beam of the underframe arranged along the longitudinal direction of the railway vehicle. Therefore, when a railway vehicle collides head-on with an obstacle on the track, the impact received by the front end structure can be received by the beams arranged along the vehicle longitudinal direction of the underframe, resulting in deformation of the underframe due to collision. can be reduced.
That is, the end of the underframe on the leading side of the railcar is generally formed by an end beam extending in the vehicle width direction, and the projecting portion of the end beam is coupled to the end beam. . When a railway vehicle collides with an obstacle on the track and the front end structure receives an impact, the end beam may be locally subjected to an impact force at the point where the projecting portion is connected. Since this locally applied impact force is applied in a direction perpendicular to the longitudinal direction of the end beam, the end beam may easily deform.
Therefore, since the underframe generally has side beams and middle beams that are arranged and coupled along a direction substantially perpendicular to the end beams, that is, along the longitudinal direction of the railway vehicle, the side beams Or, by connecting the end beam and the projecting part on the extension line of the middle beam, even if a local impact force is applied to the end beam at the joint part, the side beam and the middle beam will be supported, It is possible to prevent the deformation of the end beams, and thus the deformation of the underframe.

It is a figure showing the side of railcar 1 concerning the present invention. Fig. 3 is a perspective view showing a combined state between an underframe 11 and a front end end structure 12 according to the first embodiment; Fig. 3 is a cross-sectional view showing a connecting portion between an underframe 11 and a front end end structure 12 according to the first embodiment; 4 is a diagram showing a state in which an impact force F is applied to the front end end structure 12 and deformed in the first embodiment. FIG. FIG. 11 is a perspective view showing a combined state between an underframe 11 and a front end end structure 12 according to the second embodiment; FIG. 11 is a cross-sectional view showing a connecting portion between an underframe 11 and a front end end structure 12 according to a second embodiment; FIG. 10 is a diagram showing a state in which an impact force F is applied to the front end end structure 12 in the second embodiment and deformed. FIG. 11 is a perspective view showing a state of connection between an underframe 11 and a front end end structure 12 in the prior art; It is a cross-sectional view showing a joint portion between the underframe 11 and the front end end structure 12 in the prior art. It is a figure showing the state which impact force F was applied to the front end end structure 12 in a prior art, and was destroyed.

A first embodiment of a railway vehicle 1 of the present invention will be described in detail with reference to the drawings.
FIG. 1 is a side view of a railway vehicle 1 according to an embodiment of the invention. As shown in FIG. 1, a vehicle body 2 of a railroad vehicle 1 includes an underframe 11 that forms a floor surface, and one end of the underframe 11 in the longitudinal direction of the vehicle is erected to support the leading end of the vehicle body 2. a front end end structure 12, a continuous end end structure 15 erected at the other end of the underframe 11 to form a connecting portion of the vehicle body 2, and end end portions of the underframe 11 in the vehicle width direction. Thus, a hexahedron is formed by a side structure 13 forming the side surface of the vehicle body 2, a front end structure 12, a continuous structure 15, and a roof structure 14 arranged at the upper end of the side structure 13 to form the roof of the vehicle body 2. configured as The vehicle body 2 is supported by a truck 16 having wheels 17 via pillow springs 24 . The side structure 13 is provided with a crew entrance 19A leading to the driver's seat, a passenger entrance 19B leading to the cabin, and a window 19C.
Couplers 18 are provided at both ends of the underframe 11 in the longitudinal direction of the vehicle so as to protrude outward in the longitudinal direction of the vehicle from the front end structure 12 and the continuous structure 15. It is possible to link them together.

FIG. 2 is a perspective view showing the joint state between the underframe 11 and the front end end structure 12. As shown in FIG.
As shown in FIG. 2 , the underframe 11 is composed of end beams 111 , a pair of side beams 112 , a bolster 113 and a pair of center beams 114 . End beams 111 form ends of the underframe 11 in the longitudinal direction of the vehicle, and end portions of side beams 112 are connected to both ends of the end beams 111 so that the end beams 111 and the side beams 112 are perpendicular to each other. ing. A bolster 113 to which the bogie 16 is attached extends in the vehicle width direction between a pair of opposing side beams 112 , and both ends of the bolster 113 in the vehicle width direction are joined to the side beams 112 . Between the bolster 113 and the end sill 111, a pair of center sills 114 extend parallel to the side sill 112. The ends of the center sills 114 in the longitudinal direction of the vehicle are respectively connected to the end sill 111 and the stilt 111. 113.
The end sills 111, the side sills 112, the bolsters 113, and the middle sills 114 are generally made of a metal plate such as stainless steel, steel, or aluminum alloy to have a substantially U-shaped cross section or a cylindrical shape. , the beams are joined together by welding.

A front end end structure 12 is joined to the end of the underframe 11 in the longitudinal direction of the vehicle at a substantially right angle to the underframe 11 .
The front end end structure 12 is composed of a end end skin plate 121 and end end posts 122 and 123 . The end pillars 122, 123 are made of metal such as stainless steel, steel, aluminum alloy, etc., and are welded to the end outer plate.
The end panel 121 has a window opening 121a forming a driver's seat window. At both end portions of the gable outer plate 121 in the vehicle width direction, the gable pillars 122 having substantially the same length as the length of the gable outer plate 121 in the vehicle height direction are provided along the height direction of the railcar 1. extended and connected. Furthermore, at the vehicle width direction central portion of the gable outer plate 121, a gable pillar 123 having substantially the same length as the length from the lower end portion of the gable outer plate 121 in the vehicle height direction to the window opening 121a is provided. It extends along the height direction of the railcar 1 and is connected.
Protrusions 122a and 123a are provided at the lower ends of the end posts 122 and 123 so as to protrude substantially at right angles to the front end end structure 12, and the end posts 122 and 123 are substantially L-shaped. there is The projecting portions 122a and 123a are coupled to the end beam 111 so as to abut against the vehicle longitudinal direction outer end surface of the end beam 111 .

Protruding portion 122a is coupled so as to be positioned on an extension line of side beam 112 in the longitudinal direction of the vehicle, and protruding portion 123a is coupled so as to be positioned on an extension line of middle beam 114 in the longitudinal direction of the vehicle. Therefore, when the railway vehicle 1 collides head-on with an obstacle on the track, the impact received by the front end end structure 12 can be received by the side beams 112 or the center beams 114, and deformation of the underframe 11 due to the collision can be reduced. can do.
That is, when the railcar 1 collides with an obstacle on the track and the front end end structure 12 receives an impact, the end beam 111 is locally deformed at the portions where the protrusions 122a and 123a of the end posts 122 and 123 are connected. impact force may be applied. Since this locally applied impact force is applied in a direction perpendicular to the longitudinal direction of the end beam 111, the end beam 111 may easily deform.
Therefore, by connecting the end sill 111 and the protruding portions 122a and 123a on extension lines of the side sill 112 and the middle sill 114 arranged along the longitudinal direction of the vehicle and coupled to the end sill 111, the end sill 111 Even if a local impact force is applied at the points where the projecting portions 122a and 123a are coupled to each other, the side sills 112 and the middle sills 114 serve as supports, and deformation of the end sills 111 can be prevented. As a result, deformation of the underframe 11 can be prevented.

The connecting portion between the underframe 11 and the front end end structure 12 will be described in more detail with reference to FIG.
The end faces of the projecting portions 122a and 123a projecting from the end posts 122 and 123 and the end face of the end beam 111 constituting the underframe 11 on the front side of the vehicle are arranged so as to face each other with the spacer 22 interposed therebetween. The spacer 22 plays the role of adjusting the gap between the protruding portions 122a and 123a and the end beam 111 in order to absorb dimensional variations due to tolerances. It has a role of transmitting impact force from the end posts 122, 123 to the underframe 11 when an impact is applied to the frame.

The end beam 111 and the projecting portions 122a and 123a are welded and coupled at two points, the upper end surface side and the lower end surface side of the end beam 111 and the projecting portions 122a and 123a.
That is, welded portions 122b and 123b protrude in the longitudinal direction of the vehicle from upper end portions of the end surfaces of projecting portions 122a and 123a facing end beam 111, and welded portions 122b and 123b are placed on the upper end surface of end beam 111. are in contact with each other. Then, the welding portions 122b, 123b and the upper end surface of the end beam 111 are welded.
Further, the connecting plate 21 is arranged so as to be in contact with the lower end surfaces of the projecting portions 122a and 123a and the lower end surface of the end beam 111, and the lower end surfaces of the projecting portions 122a and 123a and the connecting plate 21 are welded together, and The lower end surface of the end beam 111 and the coupling plate 21 are welded.

Next, with reference to FIG. 4, the case where the railway vehicle 1 collides head-on with an obstacle on the track and an impact force F is applied to the front end end structure 12 at a position higher than the underframe 11 will be described.
When the obstacle with which the railroad vehicle 1 collides head-on is a large vehicle such as a large truck, the loading platform of the truck is often positioned higher than the underframe 11 of the railroad vehicle, as shown in FIG. , the impact force F of the collision may be applied to the front end structure 12 at a position higher than the underframe 11 . When an impact force F is applied to the front end end structure 12 at a position higher than the underframe 11, the substantially L-shaped corner formed by the underframe 11 and front end end structure 12 becomes a fulcrum, and the front end end structure 12 receives a moment. works.
In the prior art, the substantially L-shaped corner portion serving as the fulcrum is the connecting portion between the underframe 11 and the front end end structure 12, and the underframe 11 and end end posts 122, 123 are not directly connected, and are joints. A large load is applied to the joint plate 23 because it is connected via the plate 23 . Since the joint plate 23 has low rigidity and is easily deformed, and the welding length cannot be made large, the connecting portion between the underframe 11 and the front end end structure 12 is easily destroyed (FIGS. 9 and 10). reference).

On the other hand, in the present invention, the projections 122a and 123a are formed on the end pillars 122 and 123 so as to protrude substantially at right angles to the front end end structure 12. It has an L shape. When the projecting portions 122a and 123a are butted against and joined to the end face of the railroad car 1 on the leading side of the underframe 11, the underframe 11 and the front end end structure 12 form a substantially L-shape. A substantially L-shaped corner portion formed by the frame 11 and the front end end structure 12 is not a connecting portion between the underframe 11 and the front end end structure 12 . Therefore, the fulcrum portion of the moment acting on the front end end structure 12 is destroyed, and the risk of the front end end structure 12 collapsing into the passenger compartment is reduced. Therefore, the possibility that the obstacle that collided with the vehicle will sink into the passenger compartment is reduced, and the possibility of injury to passengers and crew members is reduced.
Further, since the fulcrum portion of the moment acting on the front end end structure 12 is not easily destroyed, the front end end structure 12 is bent and plastically deformed by the impact force F as shown in FIG. The plastic deformation of the front end end structure 12 can effectively absorb the impact force F caused by the collision, and can alleviate the impact on the passengers and crew caused by the collision. Therefore, the possibility that passengers and crew members are injured by being hit by the sleeve partitions on the sides of the seats, the grip bars, etc. in the passenger compartment can be reduced.

Here, there is a concern that the connecting portions between the projecting portions 122a and 123a and the underframe 11 will serve as fulcrums and a moment will act on the front end end structure 12, and the connecting portions between the projecting portions 122a and 123a and the underframe 11 will be destroyed. However, as described above, the plastic deformation of the front end end structure 12 is promoted and the impact force F is absorbed, so that the stress applied to the connecting portions between the projecting portions 122a and 123a and the underframe 11 is relieved. Furthermore, the protruding portions 122a and 123a abut against the end surface of the railroad vehicle head side of the underframe 11, and are joined at least at two points on the upper surface side and the lower surface side of the underframe 11. As shown in FIG. Since there are at least two connecting portions where the protruding portions 122a and 123a and the underframe 11 are connected in the vertical direction of the railway vehicle 1, the impact is applied to the front end end structure at a position higher than the underframe 11. In this case, of the two connecting portions, the connecting portion on the upper surface side of the underframe 11 serves as a fulcrum, and while a moment acts on the front end end structure 12, the connecting portion on the lower surface side of the underframe 11 becomes the upper surface side. , the moment acting on the front end end structure 12 is resisted. Therefore, the connecting portions between the projecting portions 122a and 123a and the underframe 11 are not easily broken.

As described above, according to the railway vehicle 1 of the first embodiment,
(1) In a railway vehicle 1 having an underframe 11 and a front end end structure 12 arranged substantially at right angles to the underframe 11 and coupled to the underframe 11, the front end end structure 12 is positioned relative to the underframe 11. The end pillars 122 and 123 are arranged substantially at a right angle, and the end pillars 122 and 123 are the ends of the end pillars 122 and 123 on the side of the floor surface of the railroad vehicle 1, and are located inside the passenger compartment of the railroad vehicle 1. Protrusions 122a and 123a formed substantially perpendicular to the front end end structure 12 are provided on the surface, and the protrusions 122a and 123a abut against the end surface of the railcar 1 on the leading side of the underframe 11, and at least the platform. Since the frame 11 is joined to the underframe 11 at two points, the upper surface side and the lower surface side, the joint between the front end structure 12 and the underframe 11 is not easily broken, and collisions are prevented. It is possible to absorb the impact force caused by

That is, the front end end structure 12 has a substantially L shape when viewed from the side of the railway vehicle 1 . Projecting portions 122a and 123a are abutted and joined to the end face of railroad vehicle 1 on the leading side of underframe 11, so that underframe 11 and front end end structure 12 form a substantially L-shape.
When the railway vehicle 1 collides with an obstacle on the track and the front end end structure 12 receives an impact at a position higher than the underframe 11, the substantially L-shaped corner formed by the front end end structure 12 and the underframe 11 is formed. becomes a fulcrum, and a moment acts on the front end end structure 12. However, as described above, the end end posts 122, 123 are substantially L-shaped, and the projecting portions 122a, 123a are coupled to the underframe. The substantially L-shaped corner portion formed by the underframe 11 is not a connecting portion between the front end end structure 12 and the underframe 11 . Therefore, the fulcrum portion of the moment acting on the front end end structure 12 is destroyed, and the risk of the front end end structure 12 collapsing into the passenger compartment is reduced. Therefore, the possibility that the obstacle that collided with the vehicle will sink into the passenger compartment is reduced, and the possibility of injury to passengers and crew members is reduced.
In addition, since the fulcrum portion of the moment acting on the front end end structure 12 is not easily destroyed, plastic deformation of the front end end structure 12 due to collision is promoted. The plastic deformation of the front end end structure 12 can effectively absorb the impact force F caused by the collision, and can alleviate the impact on the passengers and crew caused by the collision. Therefore, the possibility that passengers and crew members are injured by being hit by the sleeve partitions on the sides of the seats, the grip bars, etc. in the passenger compartment can be reduced.

Furthermore, when an impact is applied to the front end end structure 12 at a position higher than the underframe 11, the connecting portions between the protruding portions 122a and 123a and the underframe 11 serve as fulcrums, and a moment acts on the front end end structure 12. Although there is concern that the joints between the protruding portions 122a and 123a and the underframe 11 may be destroyed, the corners of the substantially L-shaped front end structure 12 and the underframe 11 form the joints as described above. Since the plastic deformation of the front end end structure 12 is accelerated and the impact force F is absorbed, the stress applied to the connecting portions between the projecting portions 122a and 123a and the underframe 11 is relieved. Furthermore, the protruding portions 122a and 123a abut against the end surface of the underframe 11 on the leading side of the railroad car 1 and are coupled at least at two points, the upper surface side and the lower surface side of the underframe 11 . Since there are at least two connecting portions where the projecting portions 122 a and 123 a are connected to the underframe 11 in the vertical direction of the railway vehicle 1 , the front end end structure 12 receives an impact at a position higher than the underframe 11 . When it is applied, of the two connecting portions, the connecting portion on the upper surface side of the underframe 11 serves as a fulcrum, and a moment acts on the front end end structure 12, while the connecting portion on the lower surface side of the underframe 11 moves to the upper surface. The moment acting on the front end end structure 12 is resisted by using the connecting portion on the side as a fulcrum. Therefore, the connecting portions between the projecting portions 122a and 123a and the underframe 11 are not easily broken.
Therefore, the risk of the front end end structure 12 collapsing into the passenger compartment is reduced. Therefore, the possibility that the obstacle that collided with the vehicle will sink into the passenger compartment is reduced, and the possibility of injury to passengers and crew members is reduced.

(3) In the railcar 1 described in (1) or (2), the protruding portions 122a and 123a are arranged on extension lines of the side beams 112 and the center beams 114 arranged along the vehicle longitudinal direction of the underframe 11, It is characterized in that it is connected to the underframe 11, so that the impact received by the front end end structure 12 when the railcar 1 collides head-on with an obstacle on the track is transferred along the vehicle longitudinal direction of the underframe. It can be received by the side beams 112 and the center beams 114 that are arranged, and deformation of the underframe 11 due to collision can be reduced.
That is, the end portion of the underframe 11 on the front side of the railroad car 1 is generally formed by the end beam 111 extending in the vehicle width direction, and the projecting portions 122a, 123a of the end pillars 122, 123 are formed. are coupled to the end beams 111 . When the railway car 1 collides with an obstacle on the track and the front end structure 12 receives an impact, the end beam 111 is locally subjected to impact force at the locations where the projections 122a and 123a are connected. there is a possibility. Since this locally applied impact force is applied in a direction perpendicular to the longitudinal direction of the end beam 111, the end beam 111 may easily deform.
Therefore, the underframe 11 generally has side beams 112 and center beams 114 that are arranged and coupled along a direction substantially perpendicular to the end beams 111, that is, along the longitudinal direction of the railcar 1. Therefore, by connecting the end sill 111 and the projections 122a and 123a on the extension lines of the side sill 112 and the middle sill 114, local Even if a large impact force is applied, the side sills 112 and the middle sills 114 serve as supports to prevent the end sills 111 from being deformed, thereby preventing the underframe 11 from being deformed.

Next, a second embodiment of the railcar 1 of the present invention will be described in detail with reference to the drawings.
The form of the railcar 1 is similar to that of the first embodiment shown in FIG.
FIG. 5 is a perspective view showing the joint state between the underframe 11 and the front end end structure 12. As shown in FIG.
The structure of the underframe 11 is the same as that of the first embodiment, and the end beams 111 forming the ends of the underframe 11 in the longitudinal direction of the vehicle are connected to the front end end structures 12 via coupling members 20 . It is connected substantially perpendicularly to the frame 11 .

The front end end structure 12 is composed of a end end plate 121 and end end posts 124 and 125. - 特許庁The end panel 121 has a window opening 121a forming a driver's seat window. At both end portions of the gable outer plate 121 in the vehicle width direction, the gable pillars 124 having substantially the same length as the length of the gable outer plate 121 in the vehicle height direction are provided along the height direction of the railcar 1. extended and connected. Furthermore, at the vehicle width direction central portion of the gable outer plate 121, a gable pillar 125 having substantially the same length as the length from the lower end portion of the gable outer plate 121 in the vehicle height direction to the window opening 121a is provided. It extends along the height direction of the railcar 1 and is connected. A connecting member 20 is connected to the lower ends of the end posts 124 and 125 and to the end faces on the interior side of the railway vehicle 1. The end posts 124 and 125 and the connecting member 20 are substantially L-shaped. forming a shape.

In the first embodiment, protrusions 122a and 123a are formed on the end posts 122 and 123, and the end posts 122 and 123 are substantially L-shaped. It is common to bend a plate to produce it, and in order to make it into a substantially L shape, it is necessary to cut it out, which may increase the mass of the material and the manufacturing cost. If the joint member 20 is separate from the end posts 124, 125 as in the second embodiment, the end posts 124, 125 and the joint member 20 are manufactured separately and then joined by welding, which facilitates production. , and the increase in material mass and manufacturing cost can be suppressed.
When the railway car 1 collides with an obstacle on the track and the front end end structure 12 receives an impact at a position higher than the underframe 11, the welded portion between the end posts 124, 125 and the connecting member 20 is a weak point in terms of strength. However, since the height of the front end end structure 12 is about 3 m, the end end structures 124, 125 and the connecting member 20 are connected to each other while changing the direction of the front end end structure 12 in all directions according to the welding posture. can be welded. Therefore, the welding work can be performed while maintaining an ideal welding posture, so that the welding quality can be improved and the bonding strength can be improved. The increased joint strength reduces the risk of breaking the welded portions between the end posts 124, 125 and the joint member 20 upon collision.

The connecting member 20 is connected to the end beam 111 so as to abut against the vehicle longitudinal direction outer end surface of the end beam 111 .
Since the end posts 124, 125 and the connecting member 20 are connected so as to be positioned on the extension line of the side beam 112 or the center beam 114 in the longitudinal direction of the vehicle, the railway vehicle 1 collides head-on with an obstacle on the track. In this case, the impact received by the front end end structure 12 can be received by the side beams 112 or the center beams 114, and deformation of the underframe 11 due to collision can be reduced as in the first embodiment.

The connecting portion between the underframe 11 and the front end end structure 12 will be described in more detail with reference to FIG.
The vehicle rear side end surface of the coupling member 20 coupled to the end posts 124 and 125 and the vehicle front side end surface of the end beam 111 constituting the underframe 11 are arranged so as to face each other with the spacer 22 interposed therebetween. The spacer 22 plays a role of adjusting the gap between the connecting member 20 and the end beam 111 in order to absorb dimensional variations due to tolerance, and also impacts the front end end structure 12 when the railway car 1 collides with an obstacle on the track. It has a role of transmitting the impact force from the fitting pillars 124, 125 to the underframe 11 when the force is applied.

The end beam 111 and the connecting member 20 are welded and connected at two points, the upper end surface side and the lower end surface side of the end beam 111 and the connecting member 20 .
That is, the welded portion 20a protrudes in the longitudinal direction of the vehicle from the upper end portion of the end surface of the coupling member 20 facing the end beam 111, and the welded portion 20a is in contact with the upper end surface of the end beam 111 so as to be placed thereon. . Then, the welding portion 20a and the upper end surface of the end beam 111 are welded.
Further, a connecting plate 21 is arranged to contact the lower end surface of the connecting member 20 and the lower end surface of the end beam 111, the lower end surface of the connecting member 20 and the connecting plate 21 are welded, and the end beam 111 is welded to the lower end surface of the connecting member 20. The lower end surface and the coupling plate 21 are welded.

Next, with reference to FIG. 7, a case where the railway car 1 collides head-on with an obstacle on the track and an impact force F is applied to the front end end structure at a position higher than the underframe 11 will be described.
When the obstacle with which the railroad vehicle 1 collides head-on is a large vehicle such as a large truck, the loading platform of the truck is often positioned higher than the underframe of the railroad vehicle. The impact force F of the collision is applied to the front end end structure 12 at a position higher than the underframe 11, and a moment acts on the front end end structure 12. - 特許庁
Since the fulcrum of the moment acting on the front end end structure 12 is the welded portion between the end posts 124, 125 and the connecting member 20, when the moment acts on the front end end structure 12, the welded portion may become a weak point in terms of strength. Although this is a concern, as described above, the welding work can be performed while maintaining the ideal welding posture, so that the welding quality can be improved and the bonding strength can be improved. The increased joint strength reduces the risk of breaking the welded portions between the end posts 124, 125 and the joint member 20 upon collision.
If the welded portions between the end posts 124, 125 and the connecting member 20 are not destroyed, the front end end structure 12 is plastically deformed so as to be bent by the impact force F, as shown in FIG. The plastic deformation of the front end end structure 12 can effectively absorb the impact force F caused by the collision, and can alleviate the impact on the passengers and crew caused by the collision. Therefore, the possibility that passengers and crew members are injured by being hit by the sleeve partitions on the sides of the seats, the grip bars, etc. in the passenger compartment can be reduced.

In addition, the connecting portion between the connecting member 20 and the end sill 111 is connected to the underframe at two points, namely, the upper surface side and the lower surface side of the underframe 11, unlike the first embodiment. , 123 a and the end sill 111 are connected at two points, the upper surface side and the lower surface side of the underframe 11 .

As described above, according to the railway vehicle 1 of the second embodiment,
(2) In the railcar 1 described in (1), the connecting member 20 is separate from the end posts 124, 125, and is connected to the end posts 124, 125 to be integrated. Therefore, by connecting the end posts 124, 125 and the connecting member 20, which is a separate part from the end posts 124, 125, the end posts 124, 125 and the connecting member 20 form a substantially L-shape.
If the connecting member 20 is a separate body from the end post, the end posts 124, 125 and the connecting member 20 can be manufactured separately and then joined together by welding. can be suppressed.

When the railway vehicle 1 collides with an obstacle on the track and the front end end structure 12 receives an impact at a position higher than the underframe 11, the substantially L-shaped corner formed by the front end end structure 12 and the underframe 11 is formed. is the fulcrum, and since the fulcrum is the welded portion between the end posts 124 and 125 and the connecting member 20, there is concern that the welded portion will become a weak point in terms of strength and be destroyed. However, as described above, the welding work can be performed while maintaining the ideal welding posture, so that the welding quality can be improved and the bonding strength can be improved. The increased joint strength reduces the risk of breaking the welded portions between the end posts 124, 125 and the joint member 20 upon collision.
Therefore, the welded portion, which is the fulcrum portion of the moment acting on the front end end structure 12, is not easily destroyed, and plastic deformation of the front end end structure 12 due to collision is promoted. By plastically deforming the front end end structure 12, it is possible to effectively absorb the impact force caused by the collision, and to alleviate the impact on the passengers and crew caused by the collision.

It should be noted that the above-described embodiment is merely an example, and does not limit the present invention in any way. Therefore, the present invention can naturally be improved and modified in various ways without departing from the scope of the invention.
For example, in the first and second embodiments, the end sill 111 and the projecting portions 122a, 123a or the coupling member 20 are coupled on the vehicle longitudinal extension line of the side sill 112 and the center sill 114. However, when the underframe 11 is provided with reinforcing beams in the longitudinal direction of the vehicle in addition to the side beams 112 and the center beams 114, the end beams 111, the projecting portions 122a and 123a, or the connecting members 20 are arranged on extension lines of the reinforcing beams. and can be combined.
Further, in the first and second embodiments, no through-passage is provided at the head portion of the railcar 1, but it is also possible to provide a through-passage.

1 rail car 2 car body 11 underframe 12 front end structure 13 side structure 14 roof structure 122, 123 end pillars 122a, 123a projecting portion

Claims (4)

A railway vehicle having an underframe and a front end end structure arranged substantially perpendicular to the underframe and coupled to the underframe,
The front end end structure has end posts arranged substantially at right angles to the underframe;
The end pillar is an end of the end on the floor side of the railway vehicle, and has a projecting portion formed substantially perpendicular to the front end end structure on the inner surface of the passenger compartment of the railway vehicle. to have
The protruding portion is abutted against an end surface of the underframe on the front end side of the railroad vehicle, and is coupled to the underframe at least at two points, namely, an upper surface side and a lower surface side of the underframe;
The end post includes a welded portion extending from the projecting portion toward the underframe and joined in contact with the upper end surface of the underframe;
When the front end end structure receives an impact at a position higher than the underframe, the substantially L-shaped corner formed by the front end end structure and the underframe serves as a fulcrum, and the front end end structure is plastically deformed.
A railway vehicle characterized by A railway vehicle having an underframe and a front end end structure arranged substantially perpendicular to the underframe and coupled to the underframe,
The front end end structure has end posts arranged substantially at right angles to the underframe;
The end pillar is an end of the end on the floor side of the railway vehicle, and has a projecting portion formed substantially perpendicular to the front end end structure on the inner surface of the passenger compartment of the railway vehicle. to have
The underframe has end beams forming longitudinal ends of the railway vehicle of the underframe,
The protruding portion has an end surface on the interior side of the protruding portion that abuts against an end surface of the end beam on the front end side of the railway vehicle, and the platform is mounted at least at two locations, namely, the upper surface side and the lower surface side of the end beam. be combined with a frame,
A railway vehicle characterized by In the railway vehicle according to claim 1 or 2 ,
The projecting portion is separate from the end post, and is coupled to and integrated with the end post;
A railway vehicle characterized by In the railway vehicle according to any one of claims 1 to 3 ,
The projecting portion is coupled to the underframe on an extension line of a beam of the underframe arranged along the longitudinal direction of the railway vehicle;
A railway vehicle characterized by

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