JPH06329019A - Railway vehicle body structure - Google Patents

Abstract

PURPOSE:To secure high safety of the passengers and the crew by providing energy absorbing members made of FRP at the tip part. CONSTITUTION:The carbon fiber is reinforced, nylon is used for the matrix, and a cylinder where the angle of orientation of the fiber is + or -15 deg. (relative to the axis of the cylinder) and the sheet-shaped, fiber-reinforced and thermo-setting resin is wound around the mandrel is formed in an autoclave. Energy- absorbing members 11 made of the cylindrical composite material are obtained through machining. The energy-absorbing members 11 are piled through parallel partitioning plates 12, and are provided in a bonnet of the tip part of a railway vehicle body structure 13 to obtain a vehicle body structure to absorb the energy.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a railway vehicle structure provided with an energy absorbing member for absorbing impact force in a collision accident.

[0002]

2. Description of the Related Art In the field of automobiles, a vehicle body structure that absorbs energy generated at the time of a collision due to plastic deformation of metal or the like is widely adopted in order to reduce the impact force applied to an occupant at the time of a collision accident as much as possible. Helped protect the crew.

However, in the field of railways, the frequency of collision accidents themselves is much lower than that of automobiles, and since the weight and speed of vehicles are high, the amount of energy generated by collisions is extremely large. For these reasons, railroad vehicles have not been designed so much in Japan so far in consideration of energy absorption due to collision, and some vehicles are equipped with a shock absorber using an oil damper.

[0004]

With the recent increase in the speed of railway vehicles, especially the operation speed of a conventional line having a railroad crossing, which is the main site of collision accidents, the speed of railway vehicles has also been improved in the event of a collision accident. The momentum for safety is increasing.

In order to improve safety, as described above,
The car body structure must absorb a large amount of energy generated by a collision. However, such a structure, in the conventional technology, becomes large and heavy in proportion to the amount of energy that has to be absorbed, and at the same time, it is necessary to satisfy the demand for weight reduction of the vehicle body necessary for speeding up. I can't.

Further, the energy absorbing vehicle structure utilizing plastic deformation of metal or the like requires a complicated structural design in order to obtain desired energy absorbing characteristics, and if an oil damper or the like is used, the mechanism becomes complicated. There is a problem that it becomes large and requires maintenance.

[0007] Therefore, an object of the present invention is to provide a railway vehicle structure provided with an energy absorbing member which has a large energy absorbing ability while having a lightweight and simple structure.

[0008]

In order to achieve the above-mentioned object, the railway vehicle body structure of the present invention is characterized in that an energy absorbing member made of fiber reinforced plastic is installed at the head portion thereof. The fiber-reinforced plastic (hereinafter referred to as FRP) energy absorbing member to be installed will be described in detail below.

For example, as shown in FIG. 2, when an FRP cylinder 1 having an appropriate breakage starting point 1a (in this case, tapered to have a thin wall) is compressed in the axial direction, The local fractures occurring at the fracture starting point 1a proceed so as to move sequentially, and during that time, a substantially constant fracture load is maintained. This is an ideal load for an energy absorbing member-
It is a displacement characteristic.

Generally, FRP depends on the type of fiber or resin, but it is 2-1 per unit weight with respect to steel and aluminum.
It is said to have about five times as much energy absorption. Therefore, if a member with the same amount of energy absorption is produced, FRP is
One-fifteenth of the weight will suffice.

The point that the energy absorbing member made of FRP seems to have a functional problem is that the strength characteristic of FRP has anisotropy, so that energy absorption effective for input from a direction other than that assumed That is, it may not work as a member. However, in the case of a railway vehicle, the impact load on the vehicle due to a collision accident is limited to the front side in the traveling direction, and it is almost unnecessary to consider inputting from another direction. Therefore, the FRP energy absorbing member used in the present invention can be a lean energy absorbing member having necessary characteristics only in a necessary direction by utilizing the anisotropy of FRP in reverse. For rail cars, on the contrary, it can maximize its advantages without exposing its drawbacks.

The absorption of energy by the FRP is carried out by the continuous local destruction of the member as described above, but most of the energy applied at this time is spent on the breaking of the reinforcing fibers. . Therefore, although breaking is an indispensable requirement, as the breaking strength of the reinforcing fiber is extremely high, the amount of energy absorbed by the member increases, and a more effective energy absorbing member can be obtained. In the energy absorbing member of the present invention, the type of the reinforcing fiber is not particularly limited, but carbon fiber having high breaking strength and low specific gravity is preferable from the viewpoints described above and the demand for weight reduction.

Regarding the resin, the strength thereof does not directly affect the energy absorption amount of the member, but from the viewpoint of effectively utilizing the reinforcing fiber, the resin having high toughness is preferable. That is, by using a resin having a high toughness, it is possible to prevent cracks from developing to the undestructed portion and effectively utilize the breaking strength of the reinforcing fibers without buckling.

The most typical shape of the FRP energy absorbing member is the aforementioned cylindrical shape. However, the shape is not limited to this, and a cylindrical shape such as a square tube, a cone, or a pyramid can be adopted. Further, not only the cylindrical shape but also a plate shape can be adopted. However, since the plate-like shape has a low buckling load, it is necessary to take measures against buckling such as corrugated plate-like or providing ribs.

In order to absorb a large amount of impact energy with the energy absorbing member used in the present invention, a large member may be used, but a large FRP energy absorbing member requires a large facility for its molding. Also, when installing on a railway vehicle, the space where the energy absorbing member can be mounted is limited. In such a case, for example, as shown in FIG. 3, by forming a plurality of cylindrical energy absorbing members 1 in parallel, molding can be facilitated and space constraints can be satisfied. The breaking load at the time of collision can be easily set by changing the number of energy absorbing members to be installed. Also, as shown in FIG.
By combining the energy absorbing members 1 and 2 having different lengths, the breaking load can be changed during the collision.

In order to keep the impact force on passengers and crew members due to a collision low, it is necessary to lengthen the energy absorption stroke and gradually absorb energy. However, the length of the energy absorbing member is limited because of the possibility of buckling and space constraints. In particular, when a plurality of energy absorbing members are installed in parallel, the cross-sections of the individual members are not so large that the members may individually buckle. At this time, as shown in FIG. 5, the energy absorbing member 1 is inserted through the partition plate 3.
By installing a plurality of in the axial direction, it is possible to secure a sufficient energy absorption stroke without causing buckling.

By installing the energy absorbing member as described above in the head portion of the railway vehicle structure, for example, in the streamlined bonnet, while satisfying the requirement for weight reduction of the vehicle,
In addition, it is possible to easily manufacture a highly safe railway vehicle structure that alleviates the impact force applied to passengers and crew even in the event of a collision accident.

[0018]

Example 1 Carbon fiber T300 manufactured by Toray Industries, Inc. was used as a reinforcing fiber, nylon 6 was used as a matrix, and the inner diameter was 70 mm, the wall thickness was about 1.6 mm, and the fiber orientation angle was ± 15 degrees (angle with respect to the cylindrical axis). The cylinder was autoclaved by winding a sheet-shaped fiber-reinforced thermoplastic resin around a mandrel. By machining from this cylindrical composite material, an inner diameter 70
An energy absorbing member 11 made of a cylindrical composite material having a thickness of 1.6 mm, a wall thickness of about 1.6 mm, a fiber orientation angle of ± 15 degrees, a length of 1 m, and an inclination angle of θ45 at the upper end was obtained. At this time, the weight of the energy absorbing member 11 was about 0.6 kgf, and the compressive load at the time of breaking was about 8 tf.

As shown in FIG. 1, when the above-mentioned energy absorbing members 11 are installed in the front hood of the railcar body structure 13 in parallel with each other in four stages with the partition plate 12 interposed therebetween in four stages, 960 tf.・ A vehicle structure that can absorb m energy with a stroke of 4 m is obtained.

[0020]

As described above, in the railway vehicle body structure of the present invention, the energy absorbing member made of fiber reinforced plastic is installed at the leading end of the vehicle body structure. Also in this case, the impact force applied to the passengers and the crew can be mitigated, and high safety can be secured.

[Brief description of drawings]

FIG. 1 is a perspective view of a railway vehicle body structure according to a first embodiment.

FIG. 2 is a perspective view showing an example of the shape of an energy absorbing member used in the present invention.

FIG. 3 is a perspective view showing a structural example of an energy absorbing member used in the present invention.

FIG. 4 is a perspective view showing another structural example of the energy absorbing member used in the present invention.

FIG. 5 is a perspective view showing still another structural example of the energy absorbing member used in the present invention.

[Explanation of symbols]

1, 2, 11 ... Energy absorbing member, 3, 12 ... Partition plate, 13 ... Rail vehicle structure

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Hiroshi Ochi 1515 Tsutsui, Matsumae-cho, Iyo-gun, Ehime Prefecture Toray Co., Ltd.Ehime factory (72) Inventor Masayoshi Yamagoku 1515 Tsutsui, Matsui-machi, Iyo-gun, Ehime Prefecture East Re Ehime Plant (72) Inventor Katsuji Taneda 1-1, Sanbonmatsucho, Atsuta-ku, Nagoya-shi, Aichi Japan Vehicle Manufacturing Co., Ltd.

Claims (2)

[Claims] 1. A railway vehicle structure comprising an energy absorbing member made of fiber reinforced plastic. 2. The railway vehicle body structure according to claim 1, wherein carbon fibers are used as the reinforcing fibers of the fiber-reinforced plastic.