JP2001026268A - Railway vehicles and collision energy consuming beams for railway vehicles - Google Patents

Abstract

(57) [Summary] [PROBLEMS] To effectively consume impact energy in each railcar 10 of one train when a single train collides. SOLUTION: A destruction area 17 is set at an end of a railway vehicle 10 adjacent to a cabin 13. The fracture zone 17 is provided with a middle beam 37, a side beam 38, and a roof beam 39 which extend horizontally in the front-rear direction and are connected at both ends to the frame 27 and the load receiving frame 16, respectively.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a railway vehicle having a function of consuming impact energy at the time of a collision and a collision energy consuming beam for a railway vehicle.

[0002]

2. Description of the Related Art A conventional shock absorber that consumes the kinetic energy of a railway vehicle is arranged in a bulging shape at a lower front portion of a cab (for example, Japanese Patent Application Laid-Open No. Hei 7-186951) or a platform just behind the cab. It can be inserted into the frame part (eg,
26334).

[0003]

A conventional shock absorber in a railway vehicle has a structure in which collision kinetic energy is consumed in the vicinity of a driver's cab. No consideration is given to the impact kinetic energy consumption of other railway vehicles other than the railway vehicle with cab. In addition, the collision kinetic energy is consumed only at the height of the underframe, and cannot exert sufficient power to prevent the adjacent railcars from climbing over the underframe during a collision of one train.

Further, in a shock absorber of a railway vehicle, a collision energy consuming beam having a row of openings in the direction of impact is used. Compression deformation only at the opening of
The opening is broken and the other openings remain uncompressed, and the function of the collision energy consuming beam may not be sufficiently exhibited.

[0005] It is an object of the present invention to provide a railway vehicle and a collision energy consuming beam for a railway vehicle that overcomes the above-mentioned problems.

[0006]

The railway vehicle of the present invention (10)
Has the following: A load receiving frame (16) provided at a predetermined distance from the wife frame (27) in the front-rear direction of the vehicle body (11) and adjacent to the cabin (13) The wife frame (27) and the load receiving frame (16) Impact energy consumption area set between (17) The impact energy consumption area (17) extends horizontally in the front-rear direction in the vehicle body part and has both ends of the frame (27) and the load receiving frame ( Multiple impact energy consuming beams (37, 38, 39) coupled to 16)

The impact energy consumption area (17) is provided on (a) only one side of the railway vehicle (10), and (b)
It is assumed that there are cases in which there are provided on both sides of the railway vehicle (10).

The space in the impact energy consumption area (17) is not limited to (a) the space dedicated to the impact energy consumption area and is added to the railway vehicle (10).
It is assumed that a space where a washroom, a toilet, a doorway and the like are already provided in the railway vehicle (10) may also be used as the impact energy consumption area (17). In the case (b), the length of the shock energy consumption area (17) after the operation is set to 0 in order to protect a person in the washroom or the like during the operation of the shock energy consumption area (17).
And a predetermined length is secured.

At the time of collision, each impact energy consuming beam (37,
38, 39) receive a collision load in the reduction direction by the frame for wives structure (27) and the load receiving frame (16) from both sides in the front-rear direction, reduce the length in the front-rear direction, and Consumes kinetic energy. Thereby, the collision load of the cabin (13) is reduced. As described above, in the vehicle body (11) including the plurality of railway vehicles (10), appropriate kinetic energy consumption can be achieved in each railway vehicle (10), and the safety of passengers in the passenger compartment (13) can be improved.

According to the railway vehicle (10) of the present invention, the frame (27) for the wife structure is connected to the end beam (28) extending in the horizontal direction along the lower side and the end beam (28) at the lower end. End beam (28)
A pair of left and right corner pillars (30) standing up from both ends and a pair of end pillars arranged at the lower end in the left-right direction from the pair of corner pillars (30)
(28) and a collision column (24) standing up from the end beam (28).

According to the railway vehicle (10) of the present invention, the collision pillar
(24) reaches the height of the roof of the body (11) at the upper end,
The impact energy consuming roof beam (39) serving as the impact energy consuming beam is connected to the upper end of the collision column (24) on the side of the frame for the wife structure.

[0012] In the railcars adjacent to each other in the front-rear direction, even if the wife structures (15) collide with each other at the time of collision, the end beam (28) as the underframe end of one of the railcars (10) is Collision with a pair of collision pillars (24) in the other railway vehicle (10),
Riding on the underframe (20) of the other railway vehicle (10) is avoided. In this way, while effectively preventing the undercarriage (20), which is likely to occur at the time of a collision between adjacent railway cars,
The collision kinetic energy can be consumed effectively.

According to the railway vehicle (10) of the present invention, the collision pillar
(24) integrally has a hanging part (23) extending below the end beam (28).

When the underframe (20) of one railcar (10) of the railcars adjacent to each other in the front-rear direction tries to dive under the underframe (20) of the other railcar (10), Hanging column of collision pillar (24)
(23) is abutted to prevent sneaking in. In this way, the collision kinetic energy can be effectively consumed while effectively preventing the underframe (20), which is likely to occur at the time of a collision between adjacent railway vehicles, from being sunk.

According to the railway vehicle (10) of the present invention, the impact energy consuming middle beam (37) as the impact energy consuming beam is provided.
And the impact energy consuming side beam (38) extends at the height of the end beam (28), and the impact energy consuming middle beam (37) is connected to the intermediate portion of the end beam (28) on the side of the frame for the wife structure, The impact energy consuming side beam (38) is connected to both ends of the end beam (28) on the side of the frame for the wife structure, and the strength of the impact energy consuming middle beam (37) is equal to the impact energy consuming roof beam (39). And the strength is set to be greater than the strength of the impact energy consuming side beam (38).

The term “strength” used in the present specification means that when a load F-displacement δ characteristic is examined in a material destruction test,
The maximum value Fmax of F on the characteristic line is referred to.

Since the pair of collision pillars (24) exists vertically in the center in the left-right direction in the wife structure (15), when a collision occurs with the other railway vehicle (10), the other railway vehicle (10) (10) Underframe
It collides with (20) and receives a greater collision load than the corner post (30). In addition, the collision pillar (24) is connected to the underframe (2) of the other railway vehicle (10).
Since the lower end of the collision column (24) receives the collision with (0), the lower end of the collision column (24) receives a larger collision load than the upper end. Collision pillar (24)
The impact load is transmitted through the end beam (28) to the middle beam (37) for impact energy consumption on the center in the left-right direction and to the side beam (38) for impact energy consumption on the end in the left-right direction. The collision load of the beam for consumption (37) is the side beam for impact energy consumption.
(38) and the impact load of the impact energy consuming roof beam (39). By setting the strength of the impact energy consuming middle beam (37) to be larger than the impact energy consuming roof beam (39) and the impact energy consuming side beam (38),
Shrinkage of impact energy consuming middle beams (37), impact energy consuming roof beams (39), and impact energy consuming side beams (38) are now in harmony and impact energy consumption area (17)
The impact energy consumption in is appropriately performed.

According to the railway vehicle (10) of the present invention, the strength of the impact energy consumption area (17) in the intermediate railway vehicle (10) of the single train is the same as that of the railway vehicle (10) at the end of the single train. It is set lower than the strength of the impact energy consumption area (17) in.

The collision force is transmitted from the front end of one train to the rear, is attenuated by the transmission, and is attenuated.
The lower the collision load. In addition, with one train, the front and rear sides in the traveling direction are reversed with the reversal of the traveling direction, and another one train may collide from the rear side. In order to cope with all these situations, the strength of the impact energy consumption area (17) of the railcar (10) in the middle part of one train is adjusted by the impact energy consumption of the railcar (10) at the end of the one train. Set smaller than the intensity of the area (17). Thus,
The collision kinetic energy consumption in the impact energy consumption area (17) of each railway vehicle (10) is performed in a harmonious manner as a whole train.

According to the railway vehicle (10) of the present invention, the coupler
(21) is attached to the underframe (20) of the vehicle body (11) while projecting outward in the front-rear direction from the wife frame (27), and the coupling strength of the coupler (21) to the underframe (20) is , Impact energy consumption area (17)
Is set to be smaller than the intensity.

The connection strength of the coupler (21) to the frame (20) can be adjusted by appropriately setting the shear breaking force of a screw or the like for fixing the coupler (21) to the frame (20). Coupler (2
If 1) remains, the coupler (21) protrudes from the wife structure (15), so that the transmission of the collision load to the impact energy consuming beams (37, 38, 39) becomes inappropriate. In the event of a collision, the coupler (21)
Falls off from the underframe (20), the collision force is properly transmitted to the frame (27) for the wife structure, and the impact energy consumption area
The collision kinetic energy consumption of (17) becomes appropriate.

According to the railway vehicle (10) of the present invention, the impact energy consuming beams (37, 38, 39) are provided with openings (49, 50) in the cylindrical wall so that the impact energy consuming beams (37, 38) are formed. , 39) and a cylinder extending over both ends of the impact energy consuming beam (37, 38, 39)
A back-up energy consuming member (53) that is housed in the housing and reduces the size of the cylinder to a size exceeding the peak of the maximum strength, and then starts to reduce and consumes energy.

The backup energy consuming member (53) includes, for example, a tube, a honeycomb, and foamed aluminum. The number of openings (49, 50) in each impact energy consuming beam (37, 38, 39) is
7, 38, 39) is not limited to one in the longitudinal direction, but may be plural. Further, the plurality of openings (49, 50) are formed as a set of those located at the same position in the longitudinal direction of the impact energy consuming beam (37, 38, 39), and these sets are used as the impact energy consuming beam (37, 38). 38, 39) in the longitudinal direction.

In the cylindrical body, the strength in the range of each opening (49, 50) in the longitudinal direction is weaker than the other ranges.
The area of each opening (49, 50) is reduced, and the consumption of impact energy is performed. The maximum strength of the load-displacement characteristic of such a cylindrical body usually does not become flat, but peaks at a predetermined displacement, and decreases as the displacement further increases. The backup energy consuming member (53) consumes the collision kinetic energy after the collision kinetic energy load due to the cylinder is appropriately reduced, so that the load-displacement characteristic of the entire impact energy consumption area (17) is obtained. Can be flattened.

According to the railway vehicle (10) of the present invention, the cylindrical body is partitioned by the partition members (52) from both sides in a predetermined range overlapping with the openings (49, 50) in the longitudinal direction of the cylindrical body, The energy consuming member for backup (53) is composed of both partition members (5
With a predetermined gap in the longitudinal direction of the cylinder in the inner area of 2),
Is housed.

When the openings (49, 50) are pierced toward the end of the cylinder, one of the partition members may be a member to which the end of the cylinder is attached.

At the start of the reduction of the range of the openings (49, 50) in the cylindrical body, both ends of the backup energy consuming member (53) apply a compressive force from both partition members (52) due to the existence of the gap. And does not consume collisional kinetic energy.
With the progress of the reduction of the range of the opening (49, 50) in the cylindrical body,
Both ends of the backup energy consuming member (53) are in contact with both partition members (52), and thereafter, the openings (49,
With the progress of the reduction in the range of 50), the partition member (52) is reduced in the longitudinal direction, and the collision kinetic energy is consumed. Thus, the impact energy consuming beam (37, 38, 39) at the start of operation of the backup energy consuming member (53) against the peak of the collision kinetic energy consumption by the cylinder
Length can be set appropriately.

According to the railway vehicle (10) of the present invention, the backup energy consuming member (53) comprises a pipe (53),
A plurality of pipes (53) having different lengths are accommodated in the inner area of both partition members (52).

The maximum strength of the load-displacement characteristic of the tubular body (53) is as follows:
It does not become flat, and after the peak, as the displacement increases,
Continue to decrease. Tubes (53) of different lengths are used for both partition members (5
By being accommodated in the range of 2), the length of the impact energy consuming beams (37, 38, 39) at the time when each pipe (53) starts to operate is shifted from each other, and as a whole the pipe (53) The maximum strength of the load-displacement characteristic can be flattened.

In the railway vehicle (10) of the present invention, the collision energy consuming beam (37) is provided with a cylinder (47) extending in the front-rear direction. The cylinder (47) has a plurality of collision energy consuming portions (60) in its longitudinal direction. Each of the collision energy consuming parts (60) includes a partition member (5) facing each other in the longitudinal direction of the cylinder.
2) and a plurality of openings (50) formed in the peripheral wall portion of the cylinder (47) at the same position in the cylinder longitudinal direction inside the two partition members (52) and in the cylinder longitudinal direction. An opening having a hole and an axis which is accommodated in the cylinder (47) inside the two partition members (52) in the longitudinal direction of the cylinder and whose dimension in the longitudinal direction of the cylinder is shorter than the facing distance of the two partition members (52). (53). The load F-displacement δ in the cylinder longitudinal direction at each collision energy consuming portion (60) is such that only the opening drilling range is reduced in the cylinder longitudinal direction until 0 ≦ δ ≦ δ2, and when δ = δ2,
Both ends of the shaft member (53) abut on both partition members (52), and δ =
When δ1 (where δ1 <δ2), F is the maximum strength F1max of the opening drilling range, and when δ = δ2, F is the load F12 of the opening drilling range and the load F22 of the shaft member (53). Sum F2
(= F12 + F22), and F2> F1max. Multiple collision energy consuming parts
Of (60), F1max is the maximum collision energy consumption part (60)
F1max of the plurality of collision energy consuming portions (60) is set to be smaller than F2 of the collision energy consuming portion (60) having the smallest collision energy consumption portion (60).

According to the railway vehicle (10) of the present invention, the shaft member (53) is a shaft energy consuming member (53) that consumes collision energy in the longitudinal direction of the cylindrical body. Load F− in the cylinder body longitudinal direction at each collision energy consuming part (60)
When the displacement δ is in the range of δ> δ2, F is the sum Ft of the load F1 in the opening drilling range and the load F2 of the shaft member (53), and
t is set so as to gradually decrease as δ increases.

The collision energy consuming beam (37) of the present invention comprises:
The vehicle has a tubular body (47) extending in the front-rear direction of the railway vehicle (10). The cylinder (47) has a plurality of collision energy consuming portions (60) in its longitudinal direction. Each of the collision energy consuming parts (60) includes a partition member (5) facing each other in the longitudinal direction of the cylinder.
2) and a plurality of openings (50) formed in the peripheral wall portion of the cylinder (47) at the same position in the cylinder longitudinal direction inside the two partition members (52) and in the cylinder longitudinal direction. An opening having a hole and an axis which is accommodated in the cylinder (47) inside the two partition members (52) in the longitudinal direction of the cylinder and whose dimension in the longitudinal direction of the cylinder is shorter than the facing distance of the two partition members (52). (53). The load F-displacement δ in the cylinder longitudinal direction at each collision energy consuming portion (60) is such that only the opening drilling range is reduced in the cylinder longitudinal direction until 0 ≦ δ ≦ δ2, and when δ = δ2,
Both ends of the shaft member (53) abut on both partition members (52), and δ =
When δ1 (where δ1 <δ2), F is the maximum strength F1max of the opening drilling range, and when δ = δ2, F is the load F12 of the opening drilling range and the load F22 of the shaft member (53). Sum F2
(= F12 + F22), and F2> F1max. Multiple collision energy consuming parts
Of (60), F1max is the maximum collision energy consumption part (60)
F1max of the plurality of collision energy consuming portions (60) is set to be smaller than F2 of the collision energy consuming portion (60) having the smallest collision energy consumption portion (60).

The shape of the opening (50) is not limited to the shape of a long hole elongated in the longitudinal direction of the cylinder, but includes other shapes such as a circle. The number of openings 50 in the same set is not limited to two, and may be three or more.

Here, for convenience of explanation, the number of collision energy consuming portions (60) of the collision energy consuming beam (37) is represented by n
(N is an integer of 2 or more). In the n collision energy consuming portions (60), the first collision energy consuming portion (60) having an opening perforation range having a small strength in the longitudinal direction of the cylindrical body is used in order. , The second collision energy consuming part (60),..., The n-th collision energy consuming part (60). At the time of the collision of the railway vehicle (10), an impact acts on the collision energy consuming beam (37) in the longitudinal direction of the railway vehicle (10), that is, in the longitudinal direction of the cylindrical body. As a result, first, in the first collision energy consuming portion (60), the reduction of the opening drilling range in the cylinder longitudinal direction starts, and when the opening drilling range is reduced by δ2 in the cylinder longitudinal direction, the second The shaft-like member (53) in the collision energy consuming part (60) of the first abutment contacts the partition member (52) at both ends. When the first collision energy consuming part (60) is reduced by δ2 in the longitudinal direction of the cylinder, F of the first collision energy consuming part (60) is F12
+ F22, any other collision energy consuming part whose opening drilling area has not yet been reduced in the longitudinal direction of the cylinder (60)
, The contraction in the longitudinal direction of the cylinder is stopped. Thus, the first collision energy consuming portion (60), the second collision energy consuming portion (60),..., The n-th collision energy consuming portion (60) are arranged in this order. At both ends of the shaft member (53) are the partition members (5
Reduce in the longitudinal direction of the cylinder until it comes into contact with 2). In this way, even if there is an imbalance due to manufacturing or the like in the cylindrical body longitudinal strength of each opening drilling area of the collision energy consuming beam (37), openings are drilled in all the collision energy consuming parts (60). The area is reduced in the longitudinal direction of the cylinder, and the area of the opening can be effectively used. When the shaft member (53) and the partition member (52) are omitted, the opening perforation range of the first collision energy consuming part (60) is reduced to a breaking limit, and finally, it breaks.
As a result, the collision energy consumption of the collision energy consumption beam (37) ends, and there is a problem that the collision energy consumption in the opening drilling area after the second collision energy consumption part (60) cannot be exhibited. Note that δ2
Is set such that both ends of the shaft-like member (53) abut against the partition member (52) before a break occurs in the opening drilling area in each collision energy consuming portion (60).

According to the collision energy consuming beam for a railway vehicle (37) of the present invention, the shaft member (53) is a shaft energy consuming member (53) that consumes collision energy in the longitudinal direction of the cylindrical body. I have. The load F-displacement δ in the longitudinal direction of the cylindrical body in each collision energy consuming portion (60) is within a range of δ> δ2, where F is the load F1 in the opening drilling range and the load F2 of the shaft member (53). Ft, which is set so as to gradually decrease as δ increases.

In all of the collision energy consuming parts (60), when the reduction of the opening perforation area in the longitudinal direction of the cylinder until both ends of the shaft member (53) abuts on the partition member (52) is completed, In each of the collision energy consuming portions (60), the shaft-like member (53) and the opening perforation range start to contract together in the longitudinal direction of the cylindrical body. The consumption of the collision energy due to the reduction of the shaft member (53) compensates for the reduction of the collision energy in the opening drilling range in the range of δ ≧ δ2.

[0037]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a side view of an end portion of the railway vehicle 10. The interior of the vehicle body 11 is partitioned by a partition wall 14 into a passenger compartment 13 and an end space 12 arranged at an end in the vehicle body 11 adjacent to the passenger compartment 13. The cabin 13 occupies most of the interior of the car body 11,
It is a space that accommodates seats for passengers, and is an end space
Reference numeral 12 denotes a space in which a toilet and a toilet are arranged. The wife structure 15 forms an end surface of the vehicle body 11, and the load receiving frame 16 forms a peripheral portion of the vehicle body 11 while surrounding the partition wall 14 inside. The fracture area 17 is formed between the end structure 15 and the load receiving frame 16 in the front-rear direction of the railway vehicle 10 and almost overlaps with the end space 12. The underframe 20 defines the lower surface of the vehicle body 11, and the coupler 21 has a base end coupled to a lower portion of the underframe 20 with screws or the like, and a distal end portion protrudes from the outer surface of the wife structure 15 in the front-rear direction of the vehicle body 11. ing.

In the longitudinal direction of the vehicle body 11, the strength of the destruction zone 17 is
The strength is set appropriately smaller than the strength of the portion of the vehicle body 11 surrounding the guest room 13. The strength of the connection of the coupler 21 to the frame 20 is determined by the shearing force at the time of breaking of the screw (not shown) connecting the coupler 21 to the frame 20. This bond strength is
It is set appropriately smaller than the front-rear strength of 17. Destruction zone
The railcars 10 with 17 are connected to each other via the coupler 21, and a single train is formed by the plurality of connected railcars 10.

FIG. 2 is a view of the railway vehicle 10 shown in FIG. The crossover 25 is formed in the wife structure 15 for movement between the other railway vehicle connected via the connector 21, and a pair of collision pillars 24 are elements of the wife structure 15,
Along with defining the left and right edges of the transfer opening 25, a hanging portion 23 extending below the underframe 20 and reaching below the coupler 21 is provided,
Extending vertically, the upper end reaches the roof of the vehicle body 11.
The hood 22 is dimensioned to surround the crossover 25, and the edge is attached to the raised edge of the collision column 24 of the wive structure 15, so as to surround the periphery of the communication passage with the adjacent railway vehicle.

FIG. 3 shows the frame structure of the structure defining the destruction zone 17. Wife structure 15 is frame 27 for wife structure
The end frame 28, which extends horizontally to the full width of the wife structure 15 in the left-right direction at the height of the underframe 20,
A pair of collision columns 24 projecting further below the end beams 28 and extending to the upper side of the wive structure 15 while being connected to the end beams 28 at the lower ends.
And a pair of corner posts 30 having lower ends connected to both ends of the end beam 28 and extending vertically upward. The load receiving frame 16 has a lower side portion 32 and an upper side portion 33 extending horizontally in the left-right direction, and a pair of side portions 34 extending in a substantially vertical direction between both ends of the lower side portion 32 and the upper side portion 33. are doing. The lower end 31 extends horizontally between the pair of collision columns 24 in the left-right direction, and has both ends connected to the pair of collision columns 24 to define the upper side of the crossover 25. The pair of center beams 37 extend horizontally in the front-rear direction in the left-right direction in a range inside the pair of crossovers 25 in the left-right direction, and have both ends connected to the end beam 28 and the lower side 32, respectively. A pair of side beams 38
Extends horizontally in the front-rear direction and has both ends coupled to the ends of the end beams 28 and the lower side 32, respectively. A pair of roof beams 39
It extends horizontally in the front-rear direction and has both ends connected to the upper end and upper side 33 of the collision pillar 24, respectively.

The average strength in the longitudinal direction (the average strength Fa is given by Fmax = F · η · F
Defined as max. Note that η is at most about 2/3. For example, the average strength of the center beam 37 is 0.55 MN, the average strength of the side beams 38 is 0.3 MN, the average strength of the roof beam 39 is 0.44 MN, and the average strength is in descending order (= The middle beam 37, the roof beam 39, and the side beam 38 are arranged in order of the strength.

FIG. 4 shows a state of collision between adjacent railway vehicles 10 at the time of a collision of one train. For example, when a collision accident occurs at the front of one train, the collision load is sequentially transmitted from the train 10 in front of the train to the train 10 behind. A railway car 10 of the neighbor relationship that makes the wife structure 15 confront
With each other, after the coupler 21 falls off due to the strength relationship in the front-rear direction, the confronting wife structures 15 collide with each other, and the underframe 20 of one railway vehicle 10 and the collision pillar 24 of the other railway vehicle 10 They collide with each other, and this collision force is transmitted to the destruction zone 17,
At 17, the expenditure of collision kinetic energy takes place. The collision pillar 24 has a sufficient length in the vertical direction from the upper end to the lower end of the hanging part 23, and has a sufficient resistance to the collision force. Collision with the collision column 24 of the other railway vehicle 10 prevents further relative displacement in the front-rear direction, and the underframe 20 between adjacent railway vehicles climbs into or slides into the other underframe 20. Is prevented. In addition, 41 of FIG.
This is the range of shearing force acting on the ten collision columns 24.

The collision pillar 24 is formed on the underframe 20 of the other railway vehicle 10.
, A large collision load is applied, particularly at the lower end. When the collision load on the collision column 24 is transmitted from the upper end of the collision column 24 to the roof beam 39, the collision beam is transmitted to the center beam 37 via the end beam 28.
And transmitted to the side beam 38. As a result, the center beam 37 and side beam 3
8, the roof beam 39 receives the compressive force in the front-rear direction from the frame 27 for the wife structure and the load receiving frame 16 from both sides in the front-rear direction,
Performs deformation to reduce the front-back dimension and consumes collision kinetic energy. Thereby, the collision load in the cabin 13 is reduced, and the safety of the passenger in the cabin 13 is ensured. In the destruction area 17, washrooms are installed, and
7. The reduction in the vertical dimension of the side beams 38 and the roof beams 39 is set so that a living space for a person who may be in a washroom or the like can be secured.

FIGS. 5, 6, and 7 are a plan view, a side view, and a cross-sectional view of a predetermined range of the center beam 37 in the vertical direction. In addition,
The longitudinal direction of the center beam 37 coincides with the front-back direction of the railway vehicle 10. The center beam 37 has an upper wall portion 44, a lower wall portion 45, and a pair of side wall portions 46 on the upper, lower, left and right sides, and a rectangular hollow space that is long in the left and right horizontal direction of the railway vehicle 10 is internally provided by these walls. It is defined. The center beam 37 has a long hole 49 in the upper wall portion 44 and the lower wall portion 45, and a long hole 50 in the both side wall portions 46 in the same predetermined range in the vertical direction.
Has been drilled. The long holes 49 and 50 are elongated in the longitudinal direction of the center beam 37. There are a plurality of longitudinal ranges in which the long holes 49 and 50 are formed in the center beam 37, and when the railway vehicle 10 collides, it is crushed in the vertical direction and consumes impact energy. The partition wall 52 is fixed in the center beam 37 so as to define a vertical range of the center beam 37 including the long holes 49 and 50 inside. A total of five tubes 53, three in the upper part and two in the lower part, are arranged between the two partition walls 52 in the center beam 37 so that the upper part tubes 53 and the lower part tubes 53 are alternately arranged in the left-right horizontal direction. Housed in the space. On one of the partition walls 52 facing each other, a columnar ridge 54 is formed so as to be identical to the arrangement of the tubes 53, and the end of each tube 53 fits into each columnar ridge 54. And are fixed by bonding. The length of each tube 53 is set equal, and is slightly shorter than the distance between both partition walls 52.

The structures of the side beams 38 and the roof beams 39 are not shown, but are different from the center beams 37 only in dimensions other than the vertical dimension. The structure in which the cylindrical body is partitioned by the partition walls 52 facing each other and a plurality of tubes 53 are arranged between the partition walls 52 is the same as that of the center beam 37.

FIG. 8 is a graph showing the characteristics of the load F-displacement δ in the predetermined collision energy consuming portion 60 of the center beam 37 (FIG. 9). The load F and displacement δ are the load and displacement in the longitudinal direction of the center beam 37, C1 is the characteristic due to the crushing of the long holes 49, 50 of the center beam 37, and C2 is the characteristic due to the crushing of the tube 53 in the vertical direction. Ct is a characteristic of the sum of C1 and C2. Hereinafter, the portion where the long holes 49 and 50 are drilled in the longitudinal direction of the center beam 37 will be appropriately referred to as “a long hole drilling range”. Middle beam
When the 37 receives a load in the vertical direction, the long holes 49 and 50 are crushed in the vertical direction of the center beam 37, and the displacement δ increases. Long hole 49,
The load due to the crushing of 50 is the peak F at δ = δ1.
1max, and when δ increases beyond δ1, the load F decreases. The longitudinal dimension of the tube 53 between the partition walls 52 in the center beam 37 is shorter than the distance between the partition walls 52 by δ2, and δ = δ2
Then, the distal end of the tube 53 comes into contact with the partition wall 52 on the distal end side, and the tube 53 comes into contact with both partition walls 52 at both ends. Assuming that the strength F12 of the longitudinal portions of the long holes 49 and 50 and the longitudinal strength F22 of the tube 53 when δ = δ2, the strength of the entire collision energy consuming portion 60 is F2. F2>
F1max. When δ ≧ δ2, the long hole drilling area and the plurality of tubes 53 are simultaneously crushed in the vertical direction, and the collision load is consumed. As a result, in the entire center beam 37, in the range of δ ≧ δ2, a load due to the crushing of the tube 53 is applied, and the F-δ characteristic of the entire center beam 37 becomes Ct.

In FIGS. 5 to 7, the lengths of the tubes 53 are set to be equal.
, Ct can be further flattened by the presence of a plurality of C2s having different δ2.

FIG. 9 shows, in the order of (a) to (c), the collision energy consumption process of the center beam 37 having two collision energy consumption portions 60 in the vertical direction. With reference to FIGS. 5 to 7, the main points of the center beam 37 in FIG. 9 will be described while partially overlapping the description given for the center beam 37. Although the hole 50 is always provided, it is assumed that the long hole 49 (FIGS. 5 to 7) may be provided or omitted in the upper wall portion 44 and the lower wall portion 45. The range in the longitudinal direction in which the elongated hole 50 is formed in the center beam 37 (hereinafter, the longitudinal direction is defined as the longitudinal direction of the center beam 37) is referred to as the “range in which the elongated hole is formed”. Each collision energy consumption part 60
Is a range including both partition walls 52 in the longitudinal direction of the center beam 37, and includes a pair of partition walls 52, an elongated hole drilling range, and a tube 53.
The pair of partition walls 52 face each other and include an inner space of the center beam 37 (hereinafter, an inner space “partitioned by the partition walls 52 facing each other”) while including the elongated hole drilling range inside in the longitudinal direction. Partition space ") and is firmly fixed in the center beam 37. The distance L2 between the pair of partition walls 52 in the longitudinal direction is:
The distance is equal to or slightly longer than the longitudinal dimension L1 of the long hole drilling range (L2 ≧ L1). At least one tube 53 is provided in each partition space. The length of the tube 53 in the longitudinal direction is the length of the tube 53 in each partition space.
Is equal to L3, L2−L3 = d (d is shown in FIG. 9), and d> predetermined value d1> 0. d1 is the length in the longitudinal direction when the slotted area is broken due to its reduction.

Before the collision of the railway vehicle 10, the center beam 37 is
(A). Following the collision of railway vehicle 10,
37 receives an impact in the longitudinal direction. In the initial stage of the impact on the center beam 37, of the plurality of collision energy consuming parts 60, F
The longest hole drilling area of the collision energy consuming portion 60 having the smallest value of 1max (the right one of the two collision energy consuming portions 60 in FIG. 9) is compressed in the longitudinal direction. The perforated area of the collision energy consuming portion 60 extends in the longitudinal direction d.
When (d corresponds to δ2 in FIG. 8), both ends of the inner tube 53 come into contact with the partition walls 52 on both sides as shown in FIG. 9B, and are first compressed in the longitudinal direction. The amount of size reduction in the longitudinal direction of the elongated hole drilling area remains at d. Thereafter, the long hole drilling area of the collision energy consuming portion 60 having the next smallest F1max (in FIG. 9, the left side of the two collision energy consuming portions 60) is compressed in the longitudinal direction. As shown in (c), the left hole drilling range is the inner slot 50.
Is compressed by d in the longitudinal direction until it comes into contact with the partition walls 52 on both sides, and the longitudinal dimension compression amount of the entire center beam 37 is 2d.
Although not shown in FIG. 9C and thereafter, in each of the collision energy consuming portions 60, the tube 53 and the elongated hole drilling area are compressed together in the longitudinal direction, and the collision energy is consumed.

FIG. 10 shows, in the order of (a) to (c), the collision energy consumption process of the center beam 60 in which the partition wall 52 and the tube 53 are omitted from the center beam 37 of FIG. Middle beam
Since FIG. 60 does not have the partition wall 52 and the tube 53 inside, it is the same as FIG. 9B until FIG. 10B, but in a compressed state of the next longitudinal dimension d. In (c) of FIG. 10, the long hole drilling area having the smaller F1max continues to be compressed in the longitudinal direction as it is, and no longitudinal compression occurs in the other long hole drilling areas. In the normal center beam 60, only in the long hole drilling area whose longitudinal dimension has been first reduced, the longitudinal dimension reduction continues, leading to cutting, and the collision energy consumption in the other long hole drilling areas is performed. Without it, the collision energy consumption ends.

[Brief description of the drawings]

FIG. 1 is a side view of an end of a railway vehicle.

FIG. 2 is a view of the railway vehicle of FIG. 1 as viewed from a wife structure side.

FIG. 3 is a diagram showing a frame structure of a structure defining a destruction area.

FIG. 4 is a diagram showing a collision state of adjacent railway vehicles at the time of a collision of a single train;

FIG. 5 is a plan view of a predetermined range in a longitudinal direction of a center beam.

FIG. 6 is a side view of a predetermined range in the longitudinal direction of the center beam.

FIG. 7 is a transverse sectional view of a predetermined range in the longitudinal direction of the center beam.

FIG. 8 is a graph showing a characteristic of a load F-displacement δ in a predetermined collision energy consuming portion of the center beam.

FIG. 9 is a view showing the collision energy consumption process of a center beam in which a set of long holes is formed in two longitudinal portions in the order of (a) to (c).

10 (a) shows the collision energy consumption process of the center beam of FIG. 9 from which the partition wall and the tube are omitted.
It is a figure shown in order of (c).

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 10 Railway vehicle 11 Body 13 Guest room 15 Wife structure 16 Load receiving frame 17 Destruction area (impact energy consumption area) 20 Underframe 21 Coupler 23 Hanging part 24 Collision pillar 27 Wife structure frame 28 End beam 30 Corner pillar 37 Middle beam Shock energy consuming beam, middle beam for crushing energy consumption, collision energy consuming beam, collision energy consuming beam for railway vehicles 38 Side beam (shock energy consuming beam, side beam for crushing energy consumption) 39 Roof beam (shock energy consuming beam, Roof beams for impact energy consumption) 49, 50 Slots (openings) 52 Partition walls (partition members) 53 Tubes (backup energy consuming member tubes, axial energy consuming members, axial members) 60 Collision energy consuming portion

 ──────────────────────────────────────────────────続 き Continuing on the front page (72) Koji Muto, Inventor Koji Tsutomu 2-2-2, Yoyogi, Shibuya-ku, Tokyo East Japan Railway Company (72) Shigeki Matsuoka 3-1 Okawa, Kanazawa-ku, Yokohama-shi, Kanagawa No. Tokyu Vehicle Manufacturing Co., Ltd. (72) Kazuo Aso, Inventor 3-1, Okawa, Kanazawa-ku, Yokohama, Kanagawa Prefecture Tokyu Vehicle Manufacturing Co., Ltd. (72) Shoji Nishigaki 3-1, Okawa, Kanazawa-ku, Yokohama, Kanagawa Tokyu Vehicle Manufacturing Co., Ltd.

Claims (14)

[Claims] 1. A frame for a wife structure in the front-rear direction of a vehicle body (11).
A load receiving frame (16) provided at a predetermined distance from (27) and adjacent to the cabin (13), and is set between the wive structure frame (27) and the load receiving frame (16). Impact energy consuming area (17), and a body portion of the impact energy consuming area (17), which extends horizontally in the front-rear direction and has both ends coupled to the frame (27) and the load receiving frame (16), respectively, for the wife structure. A plurality of impact energy consuming beams (37, 38, 39). 2. The end body frame (27) includes an end beam (28) extending in the left-right horizontal direction along a lower side, and a lower end coupled to the end beam (28). A pair of left and right corner pillars (30) standing up from both ends, and a pair of corner pillars (30) arranged at the inner side in the left-right direction with respect to the pair of corner pillars (30); The railway vehicle according to claim 1, further comprising a collision column (24) standing upright. 3. The collision pillar (24) reaches the height of the roof of the vehicle body (11) at the upper end, and the impact energy consuming roof beam (39) as the impact energy consuming beam is used for a wrist structure. The railway vehicle according to claim 2, wherein the railcar is connected to an upper end of the collision pillar (24) on a frame side. 4. The railway according to claim 2, wherein the collision pillar (24) integrally has a hanging part (23) extending below the end beam (28). vehicle. 5. The impact energy consuming beam (37) and the impact energy consuming side beam (38) as the impact energy consuming beam extend at the height of the end beam (28), and The beam (37) is connected to the intermediate portion of the end beam (28) on the side of the frame for the wife structure, and the side beam (38) for impact energy consumption is connected to the end beam on the frame side of the wife structure.
It is connected to both ends of (28) and has a middle beam for impact energy consumption (37)
The railcar according to any one of claims 2 to 4, wherein the strength of the impact energy consuming roof beam (39) and the impact energy consuming side beam (38) is set to be greater than the strength of the impact energy consuming roof beam (39). . 6. The strength of the impact energy consumption area (17) in the railcar (10) in the middle of a single train is determined by the impact energy consumption area (17) in the railcar (10) at the end of the one train. The railway vehicle according to any one of claims 1 to 5, wherein the strength is set to be lower than the strength of (1). 7. A coupling (21) is provided in the frame (2) for the wife structure.
7) The underframe (20) of the vehicle body (11) while projecting more outward in the front-rear direction
The coupling strength of the coupler (21) to the underframe (20) is set to be smaller than the strength of the impact energy consumption area (17). The railway vehicle according to any of the above. 8. The impact energy consuming beam (37, 38, 39).
A cylindrical body having openings (49, 50) formed in the cylindrical wall and extending over both end ranges of the impact energy consuming beams (37, 38, 39);
A backup energy consuming member (53) that is housed in the impact energy consuming beam (37, 38, 39), and the cylinder body shrinks to a size exceeding the peak of maximum strength and then starts to shrink and consume energy. The railway vehicle according to any one of claims 1 to 7, comprising: 9. The cylindrical body is partitioned by a partition member (52) from both sides in a predetermined range overlapping with the openings (49, 50) in the longitudinal direction of the cylindrical body, and the backup energy consuming member ( The railway vehicle according to claim 8, wherein the (53) is accommodated in a range inside the two partition members (52) with a predetermined gap in a longitudinal direction of the cylindrical body. 10. The backup energy consuming member (53) comprises a tube (53), and a plurality of tubes having different lengths.
The railway vehicle according to claim 9, wherein the (53) is accommodated in a region inside the two partition members (52). 11. The collision energy consuming beam (37) includes a cylinder (47) extending in the front-rear direction, and the cylinder (47) has a plurality of collision energy consuming portions (60) in a longitudinal direction thereof. Each of the collision energy consuming portions (60) includes a partition member (52) facing each other in the longitudinal direction of the cylindrical body, and a partition member (52) inside the partition members (52) in the longitudinal direction of the cylindrical body and mutually in the longitudinal direction of the cylindrical body. An opening perforation range having a plurality of openings (50) perforated in the peripheral wall portion of the cylindrical body (47) at the same position, and the cylindrical body (52) inside the two partition members (52) in the longitudinal direction of the cylindrical body. 47) and a shaft member (53) whose length in the longitudinal direction of the cylinder is shorter than the distance between the two partition members (52). The load F-displacement δ of the shaft member (53) is reduced only in the opening drilling range in the longitudinal direction of the cylinder until 0 ≦ δ ≦ δ2, and when δ = δ2. Both ends contact with both the partition member (52), δ =
When δ1 (where δ1 <δ2), F is the maximum strength F1max of the opening drilling range, and when δ = δ2, F is the load F12 of the opening drilling range and the load F22 of the shaft member (53). F2 (= F12 + F22) and F2> F1max, and among the plurality of collision energy consuming parts (60), F1max
F1max of the largest collision energy consuming portion (60) is set to be smaller than F2 of the smallest collision energy consuming portion (60) among the plurality of collision energy consuming portions (60). The railway vehicle according to any one of claims 1 to 7, wherein: 12. The shaft-like energy consuming member (5), which consumes collision energy in the longitudinal direction of the cylindrical body, is provided.
In the collision energy consuming portion (60), the load F-displacement δ in the longitudinal direction of the cylindrical body in the range of δ> δ2, F is the load F1 in the opening drilling range and the shaft member (53). Ft) with the load F2
The railway vehicle according to claim 11, wherein Ft is set so as to gradually decrease as δ increases. 13. A tubular body extending in the front-rear direction of a railway vehicle (10).
(47), wherein the cylindrical body (47) has a plurality of collision energy consuming parts (60) in the longitudinal direction thereof, and each of the collision energy consuming parts (60) faces each other in the longitudinal direction of the cylindrical body. Partition member (52), and a plurality of perforations formed in the peripheral wall portion of the cylinder (47) at the same position in the cylinder longitudinal direction inside the two partition members (52) and at the same position in the cylinder longitudinal direction. An opening perforation range having an opening (50), and inside the two partition members (52) in the longitudinal direction of the tubular body, both dimensions are accommodated in the tubular body (47) in the longitudinal direction of the tubular body and both partition members (52). And a load F-displacement δ in the longitudinal direction of the cylinder in each of the collision energy consuming portions (60) is limited to an opening drilling range up to 0 ≦ δ ≦ δ2. Is reduced in the longitudinal direction of the cylindrical body, and when δ = δ2, both ends of the shaft-shaped member (53) abut both partition members (52), and δ = δ2.
When δ1 (where δ1 <δ2), F is the maximum strength F1max of the opening drilling range, and when δ = δ2, F is the load F12 of the opening drilling range and the load F22 of the shaft member (53). F2 (= F12 + F22) and F2> F1max, and among the plurality of collision energy consuming parts (60), F1max
F1max of the largest collision energy consuming part (60) is set to be smaller than F2 of the minimum collision energy consuming part (60) among the plurality of collision energy consuming parts (60). Features Collision energy consumption beams for railway vehicles. 14. The shaft-shaped energy consuming member (5), which consumes collision energy in the longitudinal direction of the cylinder, is provided.
In the collision energy consuming portion (60), the load F-displacement δ in the longitudinal direction of the cylindrical body in the range of δ> δ2, F is the load F1 in the opening drilling range and the shaft member (53). Ft) with the load F2
14. The collision energy consumption beam for a railway vehicle according to claim 13, wherein Ft is set so as to gradually decrease as δ increases.