JP7157653B2 - rail car - Google Patents

Description

The present invention relates to a railway vehicle, and more specifically, in a railway vehicle running on a double track, for example, the front end side portion of a derailed vehicle that protrudes onto the opposing track side collides with the front end side portion of an oncoming vehicle running on the opposing track. The present invention relates to a railway vehicle capable of mitigating the impact on passengers and occupants by effectively transmitting the impact load to an impact absorbing member of the own vehicle in the event of an offset collision.

For example, in a railway vehicle running on a double track, on a curved track, an offset collision accident occurs when the front end side of a derailed vehicle protruding onto the opposite track side collides with the front end side of a vehicle running on the opposite track. may occur. In this case, since the vehicle height of the derailed vehicle is lowered by the height of the rail, the underframe of the oncoming vehicle bites into the end structure and side structure of the derailed vehicle, and the side structure of the derailed vehicle joins the underframe and end structure. It may be destroyed as if torn off from the part.

As a means of reducing the destruction of the railway vehicle in the offset collision and minimizing the impact on the passengers and occupants, for example, as shown in FIGS. It is formed at an obtuse angle with respect to both the end beam 103 and the side beam 102, and at least the gable-side end portion 104a of the waist of the side structure 104 is formed at an obtuse angle with respect to both the end structure 105 and the side structure 104. In addition, the corner post 106 covering the gable end 104a of the side structure 104 is integrally formed with a length covering the gable end 102a of the side beam 102 to form the side beam 102 and the side structure. 104, and the end structure 105 is joined to the corner post 106, and the side structure 104 has a waist side plate 107 that maintains a gap between the outer plate 107a and the inner plate 107b. Patent Literature 1 discloses a railway vehicle 100 having a vehicle structure composed of a double structural member connected by a strength securing member 107c that connects through a joint.

According to the railway vehicle 100, in the event of an offset collision, the corner post 106 is inclined at an obtuse angle with respect to both the end structure 105 and the side structure 104, so that it parries the oncoming vehicle and partially mitigates the impact force. can do. In addition, since the corner post 106 is formed to have a length reaching the lower surface of the underframe 101, it is possible to prevent breakage from the joint portion between the underframe 101 and the corner post 106. Furthermore, by constructing the waist portion side plate 107 of the side structure 104 with a double structure material, even if the outer plate 107a of the waist portion side plate 107 is broken, the underframe 101 and the side structure 104 will not be broken unless the inner plate 107b is broken. separation can be prevented.

JP 2004-106637 A

However, in the railway vehicle 100 described in Patent Document 1, the corner post 106 is integrally formed with a length covering the gable end 102a of the side beam 102 and joined to the side beam 102 and the side structure 104, It is a structure in which the corner posts 106 are joined to the underframe 101 with sufficient bonding strength. Therefore, in the case of the offset collision accident, the collision load acting on the corner post 106 at a position higher than the underframe 101 is transmitted to the entire underframe 101, and the impact absorbing member (not shown) provided on the underframe 101 is affected. Since it is difficult to transmit, there is a problem that it is difficult to mitigate the impact on the passengers.

The present invention was made to solve this problem, and in the case of an offset collision accident with a derailed vehicle or the like, the collision load acting on the corner post at a position higher than the underframe is provided in the underframe. To provide a railway vehicle capable of mitigating impacts on passengers by effectively transmitting impacts to impact absorbing members.

In order to achieve the above objects, a railway vehicle according to the present invention has the following configuration.
(1) An end structure in which a pair of corner posts are erected vertically at both ends in the width direction of the vehicle, an underframe having end beams and side beams welded to the lower ends of the corner posts, and the end beams. and a shock absorbing member connected to the underframe at the rear of the railway vehicle,
In the end structure, the lower portion is inserted into a gap surrounded by the rear end portion of the end beam, the inner end portion of the side beam, and the front end portion of the shock absorbing member, and the upper portion is inserted into the end beam and the side beam. A reinforcing post welded to the inner side of the rear end portion of the corner post is provided at a higher position.

In the present invention, in the end structure, the lower portion is inserted into the gap surrounded by the rear end portion of the end beam, the inner end portion of the side beam, and the front end portion of the shock absorbing member, and the upper portion is inserted between the end beam and the side beam. Since the reinforcing column is welded to the inner side of the rear end of the corner post, the upper part of the reinforcing column can be easily welded to the inner side of the rear end of the corner post in the manufacturing process of the end structure. In the process of assembling the end structure and the underframe, the lower part can be easily inserted into the gap surrounded by the rear end of the end beam, the inner end of the side beam, and the front end of the shock absorbing member. . In addition, since the welding connection between the lower end of the corner post and the end beam and the side beam is performed after the end structure and the underframe are assembled, there should be no derailed vehicle between the corner post and the end beam and the side beam. It is not possible to ensure a sufficient welding length in terms of strength to join firmly against the collision load of an offset collision accident with a vehicle. Therefore, when the above-mentioned collision load acts on the corner post at a position higher than the underframe, the weld joint between the lower end of the corner post and the end beam and the side beam is easily separated, and the collision load is transferred to the platform via the reinforcing column. It is effectively transmitted to the shock absorbing member connected to the frame. As a result, the impact on passengers and crew members can be mitigated.

Therefore, according to the present invention, in the case of an offset collision accident with a derailed vehicle or the like, the collision load acting on the corner post at a position higher than the underframe is effectively transmitted to the shock absorbing member provided on the underframe. Therefore, it is possible to provide a railway vehicle that can mitigate the impact on passengers and crew.

(2) In the railway vehicle described in (1),
The underframe includes a center sill joined to the vehicle width direction central portion of the end beam and extending in the vehicle front-rear direction, and a vehicle width direction rear sill joined to the side sill and the center sill behind the end sill. and a bolster joined to the side beam behind the second end beam and extending in the vehicle width direction,
a rear end portion of the impact absorbing member is connected to a vehicle width direction intermediate portion of the second end beam;
An axial force member is connected between the second end beam and the bolster to suppress retreat of the shock absorbing member.

In the present invention, the underframe includes a center beam that is joined to the vehicle width direction central portion of the end beam and extends in the vehicle longitudinal direction, and a vehicle width direction that is joined to the side beam and the center beam behind the end beam. and a bolster connected to the side beam behind the second end beam and extending in the vehicle width direction. An axial force member is connected to the end beam near the middle in the vehicle width direction, and is connected between the second end beam and the bolster to suppress the retreat of the shock absorbing member. In the case of a collision accident, the collision load acting obliquely inward and rearward of the vehicle on the corner post at a position higher than the underframe is transferred to the shock absorbing member connected to the vehicle width direction intermediate portion of the second end beam via the reinforcing post. The impact can be reliably transmitted, and the impact absorbing member can be fixed to the bolster via the second end beam and the axial member so that the rear end portion of the impact absorbing member does not escape rearward. Therefore, the shock absorbing member can be reliably shortened in the axial direction, and the impact energy of the collision load transmitted to the shock absorbing member can be effectively absorbed. As a result, the impact on passengers and crew members can be further mitigated.

(3) In the railway vehicle described in (2),
a first regulating member formed on the underframe with a first tilt regulating portion that is joined to the inner end portion of the side beam and the front end portion of the second end beam and that tilts toward the inside of the vehicle toward the rear of the vehicle; a second regulating member having a second tilt regulating portion joined to the rear end portion of the end beam and the front end portion of the second end beam and separated substantially parallel to the first tilt regulating portion;
The shock absorbing member is sandwiched between the first tilt regulating portion and the second tilt regulating portion.

In the present invention, the underframe is formed with the first tilt restricting portion that is joined to the inner end portion of the side beam and the front end portion of the second end beam and that is inclined toward the inside of the vehicle toward the rear of the vehicle. and a second regulating member having a second tilt regulating portion which is joined to the rear end portion of the end beam and the front end portion of the second end beam and which is separated substantially parallel to the first tilt regulating portion, and Since the impact absorbing member is sandwiched between the first tilt regulating portion and the second tilt regulating portion, in the case of an offset collision accident with a derailed vehicle or the like, the shock absorbing member is placed at a position higher than the underframe and the corner pillars of the vehicle obliquely. When a collision load acting inward and rearward is transmitted to the impact absorbing member via the reinforcing column, the first and second restricting members prevent the impact absorbing member from bending in a direction different from the axial direction. can be prevented. Therefore, the shock absorbing member is reliably shortened (buckled) in the axial direction, and the impact energy of the collision load transmitted to the shock absorbing member can be absorbed more effectively. As a result, the impact on the passengers and crew can be even further mitigated.

(4) In the railway vehicle described in any one of (1) to (3),
An upper reinforcing beam extending in the vehicle width direction along the joint with the roof structure is provided on the upper part of the end structure,
the upper end of the corner post is joined to the upper reinforcing beam;
When the collision load of an offset collision accident acts on the corner post at a position higher than the underframe toward the diagonally rearward direction of the vehicle, the corner post rotates about its upper end joined to the upper reinforcing beam. A lower end part is separated from the end sill and the side sill and pivoted obliquely inwardly and rearwardly of the vehicle.

In the present invention, the upper part of the end structure is provided with an upper reinforcing beam extending in the vehicle width direction along the joint with the roof structure, and the upper end of the corner post is joined to the upper reinforcing beam, When the collision load of an offset collision accident acts on the corner post at a position higher than the frame toward the rear of the vehicle diagonally inward, the corner post rotates around its upper end, which is joined to the upper reinforcing beam, and its lower end becomes the end beam. And since it is separated from the side beam and rotates diagonally inward and rearward of the vehicle, the lower part of the reinforcing column welded to the inner side of the rear end portion of the corner post is connected to the rear end portion of the end beam and the inner end portion of the side beam. While maintaining the state of being inserted in the gap surrounded by the front end portion of the shock absorbing member, it can be rotated obliquely inwardly and rearwardly of the vehicle together with the corner post. Therefore, a guide mechanism or the like for maintaining the state in which the lower part of the reinforcing column is inserted into the gap surrounded by the rear end of the end beam, the inner end of the side beam, and the front end of the shock absorbing member is unnecessary. The structure of this railway vehicle can be simplified. As a result, in the event of an offset collision with a derailed vehicle, etc., the collision load acting on the corner post at a position higher than the underframe can be easily and reliably transmitted to the shock absorbing member connected to the underframe via the reinforcing pillar. As a result, the impact on passengers and crew members can be more effectively mitigated.

(5) In the railway vehicle described in any one of (1) to (4),
The shock absorbing member includes a plurality of square pipes having different lengths in the axial direction between the front end and the rear end,
The square pipe is arranged such that the side wall of the pipe is horizontal and the axial direction of the pipe faces from the diagonally outward front of the vehicle to the diagonally inner and rearward direction of the vehicle;
The lower part of the reinforcing column is characterized in that it extends below the lowermost pipe side wall.

In the present invention, the shock absorbing member includes a plurality of square pipes having different lengths in the axial direction between the front end and the rear end. is placed diagonally from the outer front of the vehicle to the diagonal inner rear of the vehicle, and the lower part of the reinforcing column extends below the lowermost pipe side wall, so in the event of an offset collision accident with a derailed vehicle, etc. In the above, the lower portion of the reinforcing column can axially crush all of the plurality of square pipes having different axial lengths of the impact absorbing member in order of length. Therefore, the shock absorbing member can absorb the impact energy of the collision load while dispersing it over time. As a result, in the case of an offset collision with a derailed vehicle, etc., the impact absorbing member smoothly absorbs the impact energy while suppressing a sudden increase in the impact load acting on the corner post at a position higher than the underframe. , the impact on the passengers and crew can be more effectively mitigated.

(6) In the railway vehicle described in any one of (1) to (5),
The corner post has a chamfered portion where the front end and the outer end intersect at an obtuse angle, and is formed in a polygonal tubular shape, and the outer plate of the side structure is joined to the outer end. and

In the present invention, the corner post has a chamfered portion where the front end and the outer end intersect at an obtuse angle, and is formed into a polygonal tubular shape, and the outer plate of the side structure is joined to the outer end. Therefore, in the case of an offset collision accident with a derailed vehicle or the like, the collision load acting mainly on the chamfered portion can reliably move the corner post obliquely inward and rearward of the vehicle. Therefore, it is possible to reduce the risk that the outer panel of the side structure joined to the outer end of the corner post will protrude outward from the vehicle and be stripped off. However, the impact load can be effectively transmitted to the impact absorbing member. As a result, in the case of an offset collision accident with a derailed vehicle or the like, damage caused by the outer panel of the side structure protruding outward from the vehicle and being stripped off is reduced, while the shock absorbing member absorbs the impact energy, thereby preventing damage to the passengers and crew. The impact can be mitigated more effectively.

According to the present invention, in the case of an offset collision accident with a derailed vehicle or the like, the collision load acting on the corner post at a position higher than the underframe is effectively transmitted to the shock absorbing member provided on the underframe. It is possible to provide a railway vehicle capable of mitigating impacts on passengers and occupants.

1 is a schematic front view of a body structure (mainly showing a skeleton structure) in a railway vehicle according to an embodiment of the present invention; FIG. FIG. 2 is a schematic plan view of an underframe in the railway vehicle shown in FIG. 1; FIG. 2 is a cross-sectional view taken along the line AA shown in FIG. 1; FIG. 3 is a perspective view of the shock absorbing member shown in FIG. 2; FIG. 2 is a cross-sectional view taken along line AA of the railway vehicle shown in FIG. 1 when a collision load in an offset collision accident acts on a corner post at a position higher than the underframe toward the obliquely inward and rearward direction of the vehicle; FIG. 2 is a schematic bottom plan view of the railway vehicle shown in FIG. 1 when a collision load in an offset collision accident acts on the corner post at a position higher than the underframe toward the diagonally inward and rearward direction of the vehicle; 1 is a schematic perspective view of a structure in a railway vehicle disclosed in Patent Document 1; FIG. FIG. 8 is a cross-sectional view taken along the line BB shown in FIG. 7;

Next, a railway vehicle according to this embodiment will be described in detail with reference to the drawings. Specifically, after explaining in detail the configuration of the railroad vehicle according to the present embodiment, shock absorption when the collision load of the offset collision acts on the corner post at a position higher than the underframe toward the vehicle obliquely inward and rearward. Briefly explain how.

<Composition of this railcar>
First, the configuration of this railway vehicle will be described with reference to FIGS. 1 to 4. FIG. FIG. 1 shows a schematic front view of a body structure (mainly showing a frame structure) in a railway vehicle according to an embodiment of the present invention. FIG. 2 shows a schematic plan view of the underframe in the railway vehicle shown in FIG. FIG. 3 shows a cross-sectional view taken along the line AA shown in FIG. FIG. 4 shows a perspective view of the shock absorbing member shown in FIG. 1, 2, and 3, arrow X indicates the longitudinal direction of the vehicle, arrow Y indicates the width direction of the vehicle, and arrow Z indicates the vertical direction of the vehicle. In FIG. 2, a virtual line CL indicates the vehicle width direction center line of the railway vehicle.

As shown in FIGS. 1 to 3, the railway vehicle 10 includes a end structure 1 in which a pair of corner posts 11 are erected vertically at both ends in the width direction of the vehicle, and a lower end portion 111 of the corner posts 11 and welded joints. and a shock absorbing member 3 connected to the underframe 2 behind the end beams 21. The railway vehicle 10 has end structures 1 on the front side and rear side of the vehicle on the underframe 2, side structures 6 on both sides in the width direction of the vehicle, and a roof structure 5 on the upper side of the vehicle. As a whole, it constitutes a box-shaped vehicle. Further, the underframe 2 is joined with a downwardly extending obstacle guard (291, 292) 29. As shown in FIG. A coupler (not shown) is joined to the end beam 21 .

In addition, in the end structure 1, the lower portion 41 is inserted into the gap surrounded by the rear end portion 212 of the end beam 21, the inner end portion 222 of the side beam 22, and the front end portion 321 of the shock absorbing member 3, and the upper portion 42 is inserted into the gap. A reinforcing post 4 welded to the inner side of the rear end portion 112 of the corner post 11 above the end beams 21 and the side beams 22 is provided. The reinforcing column 4 is formed to have a substantially rectangular cylindrical cross section. The reinforcing post 4 is formed to have a length of about 1/2 to 1/3 that of the corner post 11 . The corner post 11 has a chamfered portion 115 where a front end portion 113 and an outer end portion 114 intersect each other at an obtuse angle, and is formed into a polygonal tubular shape. are spliced. The reinforcement column 4 is welded to the inside of the rear end portion 112 of the corner column 11 in the manufacturing process of the end structure 1 . The lower end portion 111 of the corner post 11 is welded to the upper end portions 211 and 221 of the end beam 21 and the side beam 22 after the end structure 1 and the underframe 2 are assembled. The outer plate 61 of the side structure 6 is welded to the outer end portion 114 of the corner post 11 after the end structure 1, the side structure 6, and the underframe 2 are assembled.

An upper reinforcing beam 13 extending in the vehicle width direction along the joint with the roof structure 5 is provided on the upper part of the end structure 1, and the upper end 116 of the corner post 11 is joined to the upper reinforcing beam 13. It is Also, when the collision load of an offset collision accident acts on the corner post 11 at a position higher than the underframe 2 toward the diagonally rearward direction of the vehicle, the corner post 11 rotates about the upper end 116 joined to the upper reinforcing beam 13. As such, the lower end portion 111 is formed so as to be separated from the end beam 21 and the side beam 22 and rotate obliquely inward and rearward of the vehicle.

The end structure 1 has a pair of end posts 12 erected vertically at the center in the width direction of the vehicle. In the end structure 1, a gable outer plate 14 forming a front wall is joined to the front end portions of the corner pillars 11 and the gable pillars 12, and the gable outer plate 14 is also joined to the front end portions of the end beams 21. . The end panel 14 is joined to the front end portion of the end beam 21 after the end structure 1 and the underframe 2 are assembled.

The underframe 2 also includes a center beam 23 that is joined to the vehicle width direction central portion of the end beam 21 and extends in the vehicle front-rear direction, and a side beam 22 and the center beam 23 that are joined to the rear of the end beam 21 . It has a second end beam 24 extending in the vehicle width direction, and a bolster 25 joined to the side beam 22 behind the second end beam 24 and extending in the vehicle width direction. The underframe 2 also has a top plate 28 joined to the upper ends of the end beams 21 , the side beams 22 , the second end beams 24 , and the bolsters 25 . An insertion hole 281 into which the lower part 41 of the reinforcing column 4 is inserted is formed in the upper plate 28 .

Further, the rear end portion 311 of the shock absorbing member 3 is connected to the second end beam 24 near the middle portion in the vehicle width direction. is connected to the axial force member 26 that suppresses the A carriage (not shown) for suspending wheels is connected to the bolster 25 .

Further, the underframe 2 is formed with a first tilt regulating portion 271a that is joined to the inner end portion 222 of the side beam 22 and the front end portion 241 of the second end beam 24 and that tilts toward the inside of the vehicle toward the rear of the vehicle. A second tilt regulating portion 271b is formed which is joined to the first regulating member 27a, the rear end portion 212 of the end beam 21 and the front end portion 241 of the second end beam 24 and which is spaced substantially parallel to the first tilt regulating portion 271a. and a second restricting member 27b. Further, the impact absorbing member 3 is sandwiched between the first tilt regulating portion 271 a and the second tilt regulating portion 271 b that constitute the tilt regulating portion 27 . The inclination angle at which the first tilt regulating portion 271a and the second tilt regulating portion 271b are tilted with respect to the vehicle longitudinal direction is, for example, about 10 to 20 degrees.

As shown in FIGS. 3 and 4, the impact absorbing member 3 has a plurality of square pipes 31 (31a, 31b) having different lengths in the axial direction between the front end portion 321 and the rear end portion 311. The square pipes 31 (31a, 31b) have horizontal pipe sidewalls, and the axial direction of the pipes has a predetermined inclination angle (for example, about 10 to 20 degrees) with respect to the longitudinal direction of the vehicle. are placed. A lower portion 41 of the reinforcing column 4 extends downward from the lowermost pipe side wall. In addition, notch portions 311a and 311b are formed at the front ends of the respective square pipes 31 (31a and 31b) to trigger buckling when a collision load is applied.

Here, when the lower part 41 of the reinforcing column 4 crushes each square pipe 31, two square pipes 31b with a long axial length and two square pipes 31b with a short axial length are used so that the square pipes 31 are easily buckled in the axial direction. Square pipes 31a are arranged adjacent to each other. Further, the lower portion 41 of the reinforcing column 4 and the front end portion 321 of the impact absorbing member 3 are not joined, and a predetermined gap (for example, , about 5 to 10 mm) are formed.

<Impact absorption method for this railway vehicle>
Next, in the railway vehicle 10, a shock absorption method when the collision load of an offset collision accident acts on the corner post 11 at a position higher than the underframe 2 toward the diagonally inward and rearward direction of the vehicle will be described with reference to FIGS. 4 to 6. I will briefly explain. FIG. 4 shows a perspective view of the shock absorbing member shown in FIG. FIG. 5 shows a cross-sectional view taken along the line AA of the railway vehicle shown in FIG. 1 when the collision load of the offset collision accident acts on the corner post at a position higher than the underframe diagonally toward the inside and rear of the vehicle. FIG. 6 shows a schematic bottom plan view of the railway vehicle shown in FIG. 1 when the collision load of the offset collision accident acts on the corner post at a position higher than the underframe diagonally inward and rearward of the vehicle. 5 and 6, arrow X indicates the longitudinal direction of the vehicle, arrow Y indicates the width direction of the vehicle, and arrow Z indicates the vertical direction of the vehicle.

As shown in FIGS. 4 to 6, when the collision load (F) of an offset collision accident is applied to the corner post 11 at a position higher than the underframe 2 toward the vehicle obliquely inward and rearward direction, the corner post 11 is positioned above the upper reinforcing beam. 13, the lower end 111 is separated from the end beam 21 and the side beam 22 and rotates obliquely inward and rearward of the vehicle. As the collision load (F), for example, when the vehicle speed at the time of collision is 40 to 60 km/h, a load of about 100 (tons) acts on one corner post 11 . At this time, the weld joint between the lower end portion 111 of the corner post 11 and the upper end portions 211, 221 of the end beam 21 and the side beam 22 is cut. The reinforcing column 4 welded to the inner side of the rear end portion 112 of the corner post 11 maintains the state in which the lower portion 41 thereof is inserted between the first tilt regulating portion 271a and the second tilt regulating portion 271b. , and the corner post 11 rotate obliquely inwardly and rearwardly of the vehicle.

Further, when the reinforcing column 4 rotates obliquely inwardly and rearwardly of the vehicle together with the corner post 11 , the lower portion 41 of the reinforcing column 4 presses the front end portion 321 of the impact absorbing member 3 in the axial direction. Further, when the collision load (F) is transmitted to the impact absorbing member 3 via the reinforcing column 4, the impact absorbing member 3 is arranged with the second end beam 24 so that the rear end portion 311 does not escape rearward. It is fixed to the bolster 25 via the axial member 26 . In addition, since the shock absorbing member 3 is sandwiched between the first tilt regulating portion 271a and the second tilt regulating portion 271b, the collision load (F) is applied to the shock absorbing member 3 via the reinforcing column 4. When the force is transmitted, the first restricting member 27a and the second restricting member 27b can prevent the impact absorbing member 3 from bending in a direction different from the axial direction. The outer plate 61 of the side structure 6 joined to the outer end portion 114 of the corner post 11 is bent obliquely inward and rearward of the vehicle. Therefore, the impact absorbing member 3 can be reliably buckled and shortened in the axial direction, and the risk of the outer plate 61 of the side structure 6 protruding outward from the vehicle and being stripped off can be reduced. The amount of buckling of the impact absorbing member 3 is, for example, approximately 300 to 400 mm.

Here, the impact absorbing member 3 is provided with a plurality of square pipes 31 (31a, 31b) having different lengths in the axial direction between the front end portion 321 and the rear end portion 311. Each square pipe 31 (31a, 31b) ) are formed with cutouts 311a and 311b that trigger buckling when receiving a collision load (F). Therefore, the lower portion 41 of the reinforcing column 4, which receives the collision load (F), moves all of the plurality of square pipes 31 (31a, 31b) having different lengths in the axial direction of the impact absorbing member 3 in order of length. It can be crushed axially.

As a result, in the case of an offset collision accident with a derailed vehicle or the like, the shock absorbing member 3 provided behind the end beam 21 is at a position higher than the underframe 2 and the collision load (F) acting on the corner post 11 suddenly increases. It is possible to smoothly absorb the impact energy while suppressing the increase in force, thereby effectively mitigating the impact on the passengers and occupants. In addition, it is possible to reduce the risk that the outer plate 61 of the side structure 6 will protrude outward from the vehicle and be stripped off.

The welding connection between the lower end portion 111 of the corner post 11 and the upper end portions 211 and 221 of the end beam 21 and the side beam 22 does not affect the vertical load, the trunk load of the coupler, the torsional load of the structure, A welding length that does not break is ensured by the load due to the weight of the guard 29, the snow plow load of the guard 29, and the like.

<Effect>
According to the railway vehicle 10 according to the present embodiment, which has been described in detail above, the end structure 1 has a lower portion 41 that includes the rear end portion 212 of the end beam 21, the inner end portion 222 of the side beam 22, and the shock absorbing member 3. Since the reinforcing column 4 is inserted into the gap surrounded by the front end portion 321 and the upper portion 42 is welded to the inside of the rear end portion 112 of the corner post 11 above the end beam 21 and the side beam 22, the reinforcing column 4, in the manufacturing process of the end structure 1, the upper part 42 can be easily welded to the inner side of the rear end 112 of the corner post 11, and in the process of assembling the end structure 1 and the underframe 2, the lower part 41 can be easily inserted into the gap surrounded by the rear end portion 212 of the end beam 21 , the inner end portion 222 of the side beam 22 and the front end portion 321 of the impact absorbing member 3 . In addition, since the lower end portion 111 of the corner post 11 and the end beam 21 and the side beam 22 are welded together after the end structure 1 and the underframe 2 are assembled, the corner post 11, the end beam 21 and the side beam It is not possible to ensure a sufficient welding length between the beam 22 and the beam 22 in terms of strength for strong joining against the collision load (F) of an offset collision accident with a derailed vehicle or the like. Therefore, when the collision load (F) acts on the corner post 11 at a position higher than the underframe 2, the welding joint between the lower end portion 111 of the corner post 11 and the end beams 21 and side beams 22 is easily separated, and the collision occurs. The load (F) is effectively transmitted to the impact absorbing member 3 connected to the underframe 2 via the reinforcing pillar 4 . As a result, the impact on passengers and crew members can be mitigated.

Therefore, according to the present embodiment, in the case of an offset collision accident with a derailed vehicle or the like, the collision load (F) acting on the corner post 11 at a position higher than the underframe 2 is absorbed by the shock absorption provided in the underframe 2 . A railway vehicle 10 can be provided that can effectively transmit to the member 3 to mitigate the impact on the passengers and occupants.

Further, according to the present embodiment, the underframe 2 includes the center beam 23 joined to the vehicle width direction center portion of the end beam 21 and extending in the vehicle front-rear direction, and the side beam 22 behind the end beam 21 . A second end beam 24 joined to the center sill 23 and extending in the vehicle width direction, and a bolster 25 joined to the side sill 22 behind the second end sill 24 and extending in the vehicle width direction. Also, the rear end portion 311 of the shock absorbing member 3 is connected to the vehicle width direction middle portion of the second end beam 24 , and the shock absorbing member 3 is located between the second end beam 24 and the bolster 25 . Since the axial force member 26 that suppresses backward movement is connected, in the case of an offset collision accident with a derailed vehicle or the like, the collision load (F) that acts on the corner post 11 at a position higher than the underframe 2 obliquely inward and rearward of the vehicle. can be reliably transmitted to the impact absorbing member 3 connected to the vehicle width direction intermediate portion of the second end beam 24 via the reinforcing column 4, and the rear end portion 311 of the impact absorbing member 3 escapes rearward. It can be fixed to the bolster 25 via the second end beam 24 and the axial force member 26 so that it is not removed. Therefore, the shock absorbing member 3 is reliably shortened in the axial direction, and the impact energy of the collision load (F) transmitted to the shock absorbing member 3 can be effectively absorbed. As a result, the impact on passengers and crew members can be further mitigated.

In addition, according to the present embodiment, the underframe 2 has a first slope that is joined to the inner end portion 222 of the side beam 22 and the front end portion 241 of the second end beam 24 and that slopes toward the inside of the vehicle toward the rear of the vehicle. A first regulating member 27a having a regulating portion 271a and a second tilt regulating member 27a joined to the rear end portion 212 of the end beam 21 and the front end portion 241 of the second end beam 24 and spaced substantially parallel to the first tilt regulating portion 271a. The second regulating member 27b is provided with the tilt regulating portion 271b, and the impact absorbing member 3 is sandwiched between the first tilt regulating portion 271a and the second tilt regulating portion 271b. In the case of an offset collision accident, when the collision load (F) acting on the corner post 11 at a position higher than the underframe 2 obliquely inward and rearward of the vehicle is transmitted to the shock absorbing member 3 via the reinforcing post 4 , the first restricting member 27a and the second restricting member 27b can prevent the impact absorbing member 3 from bending in a direction different from the axial direction. Therefore, the shock absorbing member 3 is reliably shortened (buckled) in the axial direction, and the impact energy of the collision load (F) transmitted to the shock absorbing member 3 can be absorbed more effectively. As a result, the impact on the passengers and crew can be even further mitigated.

Further, according to this embodiment, the upper part of the end structure 1 is provided with the upper reinforcing beam 13 extending in the vehicle width direction along the joint with the roof structure 5, and the upper end 116 of the corner post 11 is , and is joined to the upper reinforcing beam 13, and when the collision load (F) of the offset collision accident acts on the corner post 11 at a position higher than the underframe 2 toward the vehicle obliquely inward and rearward direction, the corner post 11 is attached to the upper reinforcing beam 13. Since the lower end 111 rotates obliquely inward and rearward of the vehicle away from the end beam 21 and the side beam 22 with the upper end 116 joined to the corner post 11 as the center of rotation, it is welded to the inside of the rear end 112 of the corner post 11. The lower part 41 of the reinforcing column 4 is inserted into the gap surrounded by the rear end 212 of the end beam 21, the inner end 222 of the side beam 22, and the front end 321 of the shock absorbing member 3. , and can be rotated obliquely inward and rearward of the vehicle together with the corner post 11 . Therefore, in order to maintain the state where the lower portion 41 of the reinforcing column 4 is inserted into the gap surrounded by the rear end portion 212 of the end beam 21, the inner end portion 222 of the side beam 22, and the front end portion 321 of the impact absorbing member 3, The structure of the railway vehicle 10 can be simplified by eliminating the need for a guide mechanism or the like. As a result, in the case of an offset collision accident with a derailed vehicle or the like, the collision load (F) acting on the corner post 11 at a position higher than the underframe 2 is absorbed by the shock absorbing structure connected to the underframe 2 via the reinforcing post 4 . It can be easily and reliably transmitted to the member 3, and the impact on the passengers and crew members can be mitigated more effectively.

Further, according to this embodiment, the shock absorbing member 3 includes a plurality of square pipes 31 (31a, 31b) having different lengths in the axial direction between the front end portion 321 and the rear end portion 311. 31 (31a, 31b) are arranged such that the pipe side wall is horizontal and the axial direction is directed from the diagonally outward front of the vehicle to the diagonally inward and rearward direction of the vehicle. Since it extends downward from the side wall, in the case of an offset collision accident with a derailed vehicle or the like, the lower part 41 of the reinforcing column 4 is connected to a plurality of square pipes 31 (31a) having different lengths in the axial direction of the impact absorbing member 3. , 31b) can be axially crushed in order of increasing length. Therefore, the impact absorbing member 3 can absorb the impact energy of the collision load (F) while dispersing it over time. As a result, in the case of an offset collision accident with a derailed vehicle or the like, the shock absorbing member 3 suppresses a rapid increase in the collision load (F) acting on the corner post 11 at a position higher than the underframe 2, while reducing the impact energy. can be absorbed smoothly, and the impact on passengers and crew can be more effectively mitigated.

Further, according to the present embodiment, the corner post 11 is formed in a polygonal cylindrical shape having a chamfered portion 115 where the front end portion 113 and the outer end portion 114 intersect at an obtuse angle. Since the outer plate 61 of the structure 6 is joined, in the case of an offset collision accident with a derailed vehicle or the like, the collision load (F) acting mainly on the chamfered portion 115 reliably moves the corner post 11 diagonally inward and rearward of the vehicle. can be moved. Therefore, it is possible to reduce the risk that the outer plate 61 of the side structure 6 joined to the outer end portion 114 of the corner post 11 will protrude outward from the vehicle and be stripped off, and at the same time, it will be welded to the inside of the rear end portion 112 of the corner post 11 . The lower part 41 of the reinforcement column 4 thus formed can effectively transmit the collision load (F) to the shock absorbing member 3 . As a result, in the case of an offset collision accident with a derailed vehicle or the like, damage caused by the outer plate 61 of the side structure 6 protruding outward from the vehicle and being stripped off is reduced, while the shock absorbing member 3 absorbs the impact energy, The impact on passengers and crew members can be more effectively reduced.

<Modification>
Although the railcar 10 according to the present embodiment has been described in detail above, the present invention is not limited to this, and various modifications can be made without departing from the scope of the invention. For example, in the present embodiment, the lower portion 41 of the reinforcing column 4 and the front end portion 321 of the shock absorbing member 3 are not joined, and between the lower portion 41 of the reinforcing column 4 and the front end portion 321 of the shock absorbing member 3, A predetermined gap (for example, about 5 to 10 mm) is formed. However, it is not necessarily limited to this, and the lower portion 41 of the reinforcing column 4 and the front end portion 321 of the impact absorbing member 3 may be connected directly or via a connecting member.

For example, in a railway vehicle traveling on a double track, the offset collision in which the front end side portion of the derailed vehicle that protrudes onto the opposing track side collides with the front end side portion of the oncoming vehicle traveling on the opposing railroad track. The collision load can be effectively transmitted to the impact absorbing member, and the vehicle can be used as a railway vehicle capable of mitigating the impact on the passengers.

1 End Structure 2 Underframe 3 Shock Absorbing Member 4 Reinforcing Column 5 Roof Structure 6 Side Structure 10 Railway Car 11 Corner Post 12 End Post 13 Top Reinforcing Beam 21 End Beam 22 Side Beam 23 Center Beam 24 Second End Beam 25 Head Beam 26 Axial force member 27a First restricting member 27b Second restricting member 31, 31a, 31b Square pipe 41 Lower portion 42 Upper portion 61 Outer plate 111 Lower end portion 112 Rear end portion 115 Chamfered portion 116 Upper end portion 212 Rear end portion 222 Inner end portion 241 Front end Part 271a First tilt regulating portion 271b Second tilt regulating portion 311 Rear end 321 Front end F Collision load

Claims (6)

An end structure having a pair of vertically erected corner posts at both ends in the width direction of the vehicle, an underframe having end beams and side beams welded to lower ends of the corner posts, and an underframe behind the end beams. and a shock absorbing member connected to the underframe,
In the end structure, the lower portion is inserted into a gap surrounded by the rear end portion of the end beam, the inner end portion of the side beam, and the front end portion of the shock absorbing member, and the upper portion is inserted into the end beam and the side beam. A railway vehicle comprising a reinforcing post welded to the inner side of the rear end portion of the corner post at a higher position. In the railway vehicle according to claim 1,
The underframe includes a center beam that is joined to the vehicle width direction central portion of the end beam and extends in the vehicle front-rear direction, and a vehicle width direction that is joined to the side beam and the center beam behind the end beam. and a bolster joined to the side beam behind the second end beam and extending in the vehicle width direction,
a rear end portion of the impact absorbing member is connected to a vehicle width direction intermediate portion of the second end beam;
A railway vehicle according to claim 1, wherein an axial force member is connected between the second end beam and the bolster for suppressing retreat of the shock absorbing member. In the railway vehicle according to claim 2,
a first regulating member formed on the underframe with a first tilt regulating portion that is joined to the inner end portion of the side beam and the front end portion of the second end beam and that tilts toward the inside of the vehicle toward the rear of the vehicle; a second regulating member having a second tilt regulating portion joined to the rear end portion of the end beam and the front end portion of the second end beam and separated substantially parallel to the first tilt regulating portion;
The railway vehicle, wherein the shock absorbing member is sandwiched between the first tilt regulating portion and the second tilt regulating portion. In the railway vehicle according to any one of claims 1 to 3,
An upper reinforcing beam extending in the vehicle width direction along the joint with the roof structure is provided on the upper part of the end structure,
the upper end of the corner post is joined to the upper reinforcing beam;
When the collision load of an offset collision accident acts on the corner post at a position higher than the underframe toward the diagonally rearward direction of the vehicle, the corner post rotates about its upper end joined to the upper reinforcing beam. A railway vehicle, wherein a lower end portion is separated from the end beam and the side beam and pivots obliquely inward and rearward of the vehicle. In the railway vehicle according to any one of claims 1 to 4,
The shock absorbing member includes a plurality of square pipes having different lengths in the axial direction between the front end and the rear end,
The square pipe is arranged such that the side wall of the pipe is horizontal and the axial direction of the pipe faces from the diagonally outward front of the vehicle to the diagonally inner and rearward direction of the vehicle;
A railway vehicle, wherein a lower portion of the reinforcing column extends below the lowermost pipe side wall. In the railway vehicle according to any one of claims 1 to 5,
The corner post has a chamfered portion where the front end and the outer end intersect at an obtuse angle, and is formed in a polygonal tubular shape, and the outer plate of the side structure is joined to the outer end. and railway vehicles.

Images