JP7464414B2 - Railway vehicle body structure and manufacturing method thereof - Google Patents

Description

This disclosure relates to a railway vehicle body structure and a method for manufacturing a railway vehicle body structure.

For example, a railway vehicle is coupled with a car (a so-called leading car) that is provided with a driver's cab, in addition to the cars that make up the passenger compartment. In the leading car, the driver's cab and various devices associated with the cab are arranged in the driver's cab. The railway vehicle structure that makes up the leading car is also provided with a collision pillar to protect the driver's cab in case of a collision with an obstacle or the like. For example, in the railway vehicle structure described in Patent Document 1, a pillar member that extends toward the roof structure is provided at the end of the frame that forms the bottom of the railway vehicle in the longitudinal direction of the vehicle. A hinge portion is provided near the joint between the pillar member and the frame, which begins to bend before the joint breaks when a load equal to or greater than a predetermined value is applied.

JP 2019-111928 A

In recent years, modularization of the railway vehicle structure that constitutes the lead car has been considered in order to improve the manufacturing efficiency of the said structure. When modularizing the lead car, for example, it is possible to form a main body that mainly constitutes the passenger compartment and a leading section that constitutes the driver's cab between the main body, and form the lead car by joining the leading section to the main body. In this case, the modularized lead car is required to have sufficient safety against the above-mentioned collisions, and when joining the leading section to the main body, it is necessary to adopt a construction method that does not adversely affect the installation work of various equipment such as the driver's cab located in the driver's cab.

This disclosure has been made to solve the above problems, and aims to provide a railway car body structure and a manufacturing method for a railway car body structure that can improve the manufacturing efficiency of the leading car and ensure safety against collisions.

A railway vehicle structure according to one aspect of the present disclosure is a railway vehicle structure constituting a leading car in which a driver's cab is provided, and includes a main body section formed by forming a vehicle structure including side structures on an underframe, and a leading section which is joined to the front end side of the vehicle in the main body section and forms the driver's cab by joining to the main body section, the underframe of the main body section has a pocket into which a pillar can be inserted, and the leading section has a collision pillar extending in the vehicle height direction on the front end side of the vehicle relative to the driver's cab, and is bolted to the main body section with the collision pillar inserted into the pocket.

In this railway vehicle structure, by modularizing the main body and the front end, a large space can be secured in the main body for transporting and installing equipment, including the cab, before the front end is joined. This ensures sufficient ease of installation of equipment, including the cab, and improves manufacturing efficiency. In addition, in this railway vehicle structure, the main body and the front end are joined with bolts, which prevents adverse effects on equipment, including the cab, that has already been installed, compared to welding. When joining the main body and the front end, the collision pillar on the front end side is inserted into a pocket on the underframe side, so the load during a collision can be efficiently distributed between the collision pillar and the underframe. This ensures sufficient safety against collisions.

The underframe may have a protruding portion that protrudes further toward the front end of the vehicle than the side structure, and the pocket may be provided in the protruding portion. In this case, the load during a collision can be more efficiently distributed between the collision pillar and the underframe. This makes it possible to more fully ensure safety against a collision.

When the front end is viewed from the front of the vehicle, the lower end of the collision pillar may extend to a position where it intersects with the underframe. This allows the load during a collision to be more efficiently distributed between the collision pillar and the underframe. This further ensures safety against collisions.

The pocket is provided so as to protrude from the underframe toward the front end of the vehicle, and the front end portion of the pocket and the underframe may be connected by a reinforcing member. This allows the load during a collision to be more efficiently distributed between the collision pillar and the underframe. This makes it possible to more fully ensure safety against collisions.

The collision post may be unfixed relative to the pocket. In this case, the manufacturing process is simplified by eliminating the need to fix the collision post to the pocket.

The front end has a cab pillar that extends at least in the vehicle width direction, closer to the front end of the vehicle than the cab, and the collision pillar may be welded to the cab pillar. In this case, the strength of the collision pillar is improved, further improving safety against collisions.

A manufacturing method for a railway vehicle body according to one aspect of the present disclosure is a manufacturing method for the above railway vehicle body, and includes the steps of: carrying and installing equipment including a driver's cab in the space in the main body that will become the driver's cab; after the equipment is installed, inserting the collision pillar of the front end into a pocket and installing the front end on the frame; and bolting the front end installed on the frame to the main body.

In this manufacturing method for railway vehicle body structure, by modularizing the main body section and the front section, a large space can be secured in the main body section for transporting and installing equipment, including the cab, before the front section is joined. This ensures sufficient ease of installation of equipment, including the cab, and improves manufacturing efficiency. In addition, in this manufacturing method for railway vehicle body structure, by fixing the main body section and the front section with bolts, it is possible to avoid adverse effects on equipment, including the cab, that has already been installed, compared to welding. When joining the main body section and the front section, the collision pillar on the front section side is inserted into a pocket on the underframe side, so that the load during a collision can be efficiently distributed between the collision pillar and the underframe. Therefore, safety against collisions can be fully guaranteed.

This disclosure improves the manufacturing efficiency of lead cars and ensures safety against collisions.

FIG. 1 is a perspective view showing one embodiment of a railway car body structure. FIG. 2 is an exploded perspective view of the railway car body structure shown in FIG. 1 . FIG. 2 is a front view of FIG. 1 . FIG. 2 is a side view of FIG. 1 . FIG. 4 is an enlarged perspective view of a main portion showing a joining portion between the collision post and the pocket. 5A is a plan view of FIG. 5, and FIG. 5B is a front view of FIG. FIG. 2 is a side view showing an example of a manufacturing process for a railway vehicle body structure. FIG. 8 is a side view showing a step subsequent to that shown in FIG. 7; FIG. 9 is a side view showing a step subsequent to that shown in FIG. 8 . FIG. 13 is a front view showing a modified example of the cab structure. FIG. 13 is a side view showing a modified example of the pocket.

Below, a preferred embodiment of a railway vehicle body structure and a manufacturing method for a railway vehicle body structure according to one aspect of the present disclosure will be described in detail with reference to the drawings.

Figure 1 is a perspective view showing one embodiment of a railway vehicle body structure. Figure 2 is an exploded perspective view of the railway vehicle body structure shown in Figure 1. Figure 3 is a front view of Figure 1, and Figure 4 is a side view of Figure 1. The railway vehicle body structure 1 shown in Figures 1 to 4 is a metal body structure constituting a leading car 2 in which a driver's cab R (see Figure 4) is provided. The "leading car" is a convenient name to distinguish it from other cars which are composed only of passenger compartments. For example, when multiple cars are connected, the leading car 2 is arranged at the front and rear of the multiple cars, and one of the cars becomes the leading car depending on the direction of travel of the cars. Depending on the formation, the leading car 2 may be connected in the middle of the multiple cars.

As shown in Figures 1 to 4, the railway vehicle structure 1 that constitutes the leading car 2 comprises a main body 3 that mainly constitutes the passenger compartment, and a front section 4 that is joined to the front end of the car in the main body 3 and constitutes the driver's cab R by joining to the main body 3, and is modularized by the main body 3 and the front section 4. The driver's cab R is the space where the driver and other crew members operate the car, and contains the driver's cab M1 and various associated equipment M2 (see Figure 7).

The main body 3 is constructed by forming a vehicle structure 13 including a side structure 11 and a roof structure 12 on an underframe 14. The side structure 11 is a structure that constitutes the side of the leading car 2, and is erected at both ends of the underframe 14 in the width direction. The side structure 11 is provided with an opening 11a where a door that serves as an entrance and exit to the driver's cab R is provided, as well as an opening where a door that serves as an entrance and exit to the passenger compartment is provided, and an opening where a window for the passenger compartment is installed. The roof structure 12 is a structure that constitutes the roof of the leading car 2, and is provided so as to be, for example, gently convexly curved upward and connect the upper ends of the side structures 11, 11 at both ends of the underframe in the width direction. An air conditioner for adjusting the temperature inside the car, a pantograph, etc. are installed on the roof structure 12.

The underframe 14 is a structure that constitutes the floor surface of the leading car 2, and is provided opposite the roof structure 12 so as to connect the upper ends of the side structures 11, 11 at both ends of the underframe 14 in the width direction. The underframe 14 has a protruding portion 15 that protrudes further toward the front end of the car than the side structures 11, as shown in Figures 2 and 4, for example. The protruding amount of the protruding portion 15 is appropriately adjusted according to the length of the leading section 4 in the longitudinal direction of the car. The protruding portion 15 is provided with a pocket 16 into which a pillar can be inserted. In this embodiment, the pockets 16 are provided on each side of the center of the leading car 2 in the width direction.

The leading section 4 has a cab structure 21 that defines the cab R, and a collision pillar 22 that protects the cab R in the unlikely event of a collision of the leading car 2. A front cover made of, for example, fiber-reinforced plastic is further attached to the outer surface of the leading section 4, but for simplicity of explanation, the front cover is omitted in Figure 1 and other figures. The cab structure 21 has a front portion 23 that forms the front of the cab R, a side portion 24 that forms the front side of the cab R, and a top portion 25 that forms the top of the cab R.

The front portion 23 is provided with an opening 23a where the front window of the driver's cab R is attached, and an opening 23b where a door for a passageway (a passageway for travel to and from cars connected to the leading car) is provided. Plate-shaped hanging parts 26 used for joining to the main body 3 are provided on both sides of the front portion 23. The hanging parts 26 protrude downward from the lower end of the front portion 23 with a length smaller than the thickness of the frame 14 in the vehicle height direction, for example. In addition, inward flange parts 27 (see Figures 3 and 4) used for joining to the main body 3 together with the hanging parts 26 are continuously provided on the ends of the side portions 24 and top portion 25 of the front portion 23 on the side of the main body 3.

The collision pillars 22 are formed, for example, from hollow metal members having a rectangular cross section. In this embodiment, as shown in FIG. 3, the collision pillars 22 are arranged on the left and right sides of the center in the width direction of the leading car 2 so as to correspond to the formation positions of the pockets 16 of the underframe 14, and are fixed to the front side of the cab structure 21 by welding. All of the collision pillars 22 extend in the vehicle height direction. The upper end 22a of the collision pillar 22 is located below the lower edge of the opening 23a of the front part 23 so that the collision pillar 22 does not cover the front window provided in the opening 23a. In addition, the lower end 22b of the collision pillar 22 extends to a position where it intersects with the underframe 14 when the leading part 4 is viewed from the front of the vehicle. In this embodiment, the lower end 22b of the collision pillar 22 protrudes downward from the lower end of the front part 23 by approximately the same amount as the thickness of the underframe 14 in the vehicle height direction, and extends to a position near the bottom surface 14a of the underframe 14.

Next, we will explain in more detail the joining structure between the main body 3 and the front end 4 described above.

When joining the main body 3 and the front end 4, as shown in Figures 5 and 6, the above-mentioned pocket 16 is provided in the protruding portion 15 of the underframe 14. The pocket 16 is formed, for example, from a metal member, and has a bottomed box shape with an open top side corresponding to the shape of the collision post 22. In this embodiment, the pocket 16 is fixed by welding to the front side of the protruding portion 15, and protrudes from the underframe 14 toward the front end of the vehicle.

In this embodiment, the vehicle front end portion 16a of the pocket 16 and the underframe 14 are connected by a reinforcing member 31. The reinforcing member 31 is, for example, a metal plate-shaped member, and is welded to the corner K of the vehicle front end portion 16a of the pocket 16 and to the front side of the protruding portion 15. The reinforcing member 31 is disposed at an angle to the side portion 24 of the pocket 16 so that a triangular space is formed between the reinforcing member 31 and the side portion 24 of the pocket 16 in a plan view (see Figures 5 and 6(a)).

The collision post 22 on the front end 4 side is inserted into this pocket 16. The lower end 22b of the collision post 22 abuts against the bottom surface portion 16b of the pocket 16, thereby positioning the collision post 22 relative to the pocket 16. The collision post 22 inserted into the pocket 16 is not fixed to the pocket 16 by welding or bolts or the like, and is not fixed to the pocket 16.

When the collision post 22 is inserted into the pocket 16, as shown in FIG. 4, the hanging portion 26 of the front section 4 abuts against the front side of the overhanging portion 15 of the underframe 14, and the inward flange portion 27 of the front section 4 abuts against the front end side of the vehicle of the side structure 11 and the roof structure 12. The abutting portion between the hanging portion 26 of the front section 4 and the overhanging portion 15 of the underframe 14, and the abutting portion between the inward flange portion 27 of the front section 4 and the side structure 11 and the roof structure 12, are provided with insertion holes for inserting bolts B and bolt holes corresponding to the insertion holes at regular intervals. Then, by screwing bolts B into the bolt holes through the insertion holes, the front section 4 is firmly fixed to the main body 3 with the collision post 22 inserted into the pocket 16 (see FIG. 1 and FIG. 4).

Next, we will explain the manufacturing method for the railway vehicle body 1.

Figure 7 is a side view showing an example of the manufacturing process of a railway car body structure. As shown in the figure, when manufacturing a railway car body structure 1, the side structure 11, roof structure 12, etc. are assembled to form the car body structure 13 on the underframe 14, and the main body portion 3 is formed in advance. In addition, a collision pillar 22 is fixed to the cab structure 21, and the front portion 4 is formed in advance. When the main body portion 3 is formed, the front side of the car body structure 13 is open. This opening is used to carry the driver's cab M1 and various associated equipment M2 into the space Ra that will become the driver's cab R. After carrying them in, the driver's cab M1 and various equipment M2 are installed in the space Ra that will become the driver's cab R, and the necessary wiring, piping, and interior installation work is carried out.

Next, as shown in FIG. 8, the collision post 22 of the leading section 4 is inserted into the pocket 16 on the underframe 14 side, and the leading section 4 is installed on the overhanging portion 15 of the underframe 14. The hanging portion 26 of the leading section 4 is abutted against the front side of the overhanging portion 15 of the underframe 14, and the inward flange portion 27 of the leading section 4 is abutted against the front end side of the vehicle of the side structure 11 and the roof structure 12. After installing the leading section 4 on the underframe 14, the leading section 4 is fixed to the main body 3 by bolting the abutting portions together, as shown in FIG. 9. This forms the driver's cab R, and the railway vehicle structure 1 shown in FIG. 1 is formed.

As described above, according to the railway vehicle body structure 1 and the manufacturing method of the railway vehicle body structure 1, by modularizing the main body 3 and the front end 4, it is possible to secure a large space for carrying in and installing various devices M2 including the driver's cab M1 in the main body 3 before joining the front end 4. Therefore, the installation workability of various devices including the driver's cab M1 can be sufficiently ensured, and manufacturing efficiency can be improved. In addition, in the railway vehicle body structure 1, the connection between the main body 3 and the front end 4 is fixed with bolts, which makes it possible to avoid adverse effects on the various devices M2 including the driver's cab M1 that have already been installed, compared to the case of welding. When joining the main body 3 and the front end 4, the collision pillar 22 on the front end 4 side is inserted into the pocket 16 on the underframe 14 side, so that the load during a collision can be efficiently distributed between the collision pillar 22 and the underframe 14. Therefore, safety against collisions can be sufficiently guaranteed.

In this embodiment, the underframe 14 has a protruding portion 15 that protrudes further toward the front end of the vehicle than the side structure 11, and the pocket 16 is provided in the protruding portion 15. This configuration allows the load during a collision to be more efficiently distributed between the collision pillar 22 and the underframe 14. This makes it possible to more fully ensure safety against a collision.

In this embodiment, when the leading end 4 is viewed from the front of the vehicle, the lower end 22b of the collision pillar 22 extends to a position where it intersects with the underframe 14. This allows the load during a collision to be more efficiently distributed between the collision pillar 22 and the underframe 14. This ensures even more sufficient safety against collisions.

In this embodiment, the pocket 16 is provided so as to protrude from the underframe 14 toward the front end of the vehicle, and the vehicle front end portion 16a of the pocket 16 is connected to the underframe 14 by a reinforcing member 31. This allows the load during a collision to be more efficiently distributed between the collision pillar 22 and the underframe 14. Therefore, safety against a collision can be more fully ensured.

In this embodiment, the collision post 22 is not fixed to the pocket 16. In this case, the manufacturing process is simplified by omitting the fixation between the collision post 22 and the pocket 16.

The present disclosure is not limited to the above embodiment. For example, in the above embodiment, the two collision pillars 22 with a rectangular cross section are arranged closer to the front end of the vehicle than the driver's cab R, but the shape and number of the collision pillars 22 can be changed as appropriate depending on the required strength. Also, in the above embodiment, the collision pillars 22 are not fixed to the pocket 16, but the collision pillars 22 may be fixed to the pocket 16 by welding or bolts.

As shown in FIG. 10, a configuration may be adopted in which a cab pillar 41 is provided at the front end 4 on the vehicle front end side of the cab R and extends at least in the vehicle width direction, and the collision pillar 22 is welded to the cab pillar 41. In the example of FIG. 10, the cab pillar 41 is composed of one or more cross bones 42 and vertical bones 43. The cross bones 42 and the vertical bones 43 are formed of steel material having a U-shaped cross section, for example. The cross bone 42 extends in the vehicle width direction so as to connect one end of the cab structure 21 and the opening 23b in which the through passage door is provided, at a position lower than the lower edge of the opening 23a in which the front window of the cab R is attached. The vertical bones 43 are arranged at a predetermined interval between one end of the cab structure 21 and the opening 23b in which the through passage door is provided, and extend in the vehicle height direction so as to connect the cross bone 42 and the underframe 14. The collision pillar 22 is fixed to the front side of the cross bone 42 and the vertical bone 43 by welding or bolts, respectively. In this case, the strength of the collision pillar 22 is improved, further improving safety against collisions.

The reinforcing member 31 of the pocket 16 is not necessarily required, and may be omitted. If a reinforcing column (passage column) is provided at the edge of the opening 23b where the passage door is provided, the pocket 16 may be joined to the passage column. In the above embodiment, the pocket 16 is fixed to the front side of the overhanging portion 15 of the underframe 14 by welding and protrudes from the underframe 14 toward the front end of the vehicle, but as shown in FIG. 11, the pocket 16 may be formed within the overhanging portion 15 of the underframe 14. In this case, the length of the leading portion 4 in the vehicle longitudinal direction can be reduced by the amount that the pocket 16 does not protrude from the underframe 14 toward the front end of the vehicle.

1...railroad vehicle body structure, 2...leading vehicle, 3...main body, 4...leading end, 11...side body structure, 14...frame, 15...projection, 16...pocket, 16a...front end of vehicle, 22...collision pillar, 22b...lower end, 31...reinforcing member, 41...cab pillar, B...bolt, M1...driver's cab, M2...equipment, R...driver's cab, Ra...space.

Claims (8)

A railway car body structure constituting a leading car in which a driver's cab is provided,
a main body portion formed by forming a vehicle structure including a side structure on an underframe;
a front end portion that is joined to a vehicle front end side of the main body portion and that constitutes the driver's cab by being joined to the main body portion,
The frame of the main body has a cylindrical pocket that is open at least on the upper surface side ,
the front end portion has a collision pillar extending in a vehicle height direction on a vehicle front end side relative to the driver's cab, and the collision pillar is inserted into the pocket and is fixed to the main body portion with a bolt ,
The collision post of the railway car structure is not fixed to the pocket . The underframe has a protruding portion that protrudes toward a front end side of the vehicle further than the side structure,
The railroad car body structure according to claim 1 , wherein the pocket is provided in the protruding portion. The railway vehicle structure according to claim 1 or 2, wherein the lower end of the collision pillar extends to a position where it intersects with the underframe when the leading end is viewed from the front of the vehicle. The pocket is provided so as to protrude from the underframe toward a front end side of the vehicle,
4. The railway vehicle body structure according to claim 1, wherein a front end portion of the pocket and the underframe are connected by a reinforcing member. The front end portion has a cab pillar extending at least in the vehicle width direction on a vehicle front end side relative to the cab,
The railway car body structure according to any one of claims 1 to 4 , wherein the collision pillar is welded to the cab pillar. The railway car body structure according to any one of claims 1 to 5, wherein the collision post is formed of a hollow member. 7. The railway car body structure according to claim 1, wherein the bolts that secure the front portion to the main body portion are attached in a direction along the fore-and-aft direction of the front car. A method for manufacturing a railway car body structure according to any one of claims 1 to 7 ,
A step of carrying in and installing equipment including a cab in a space that will become the cab in the main body;
a step of inserting the collision post of the front end portion into the cylindrical pocket having an opening at least on an upper surface side thereof after the installation of the equipment, and installing the front end portion on the underframe;
and a step of fixing the leading end portion installed on the underframe to the main body portion with a bolt ,
The method for manufacturing a railway car body structure , wherein in the step of installing the front end on the underframe, the collision post is not fixed to the pocket .

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