JP7594704B1 - Rail vehicles - Google Patents

Abstract

The present invention provides a railway vehicle equipped with an impact absorbing structure that absorbs impact energy, thereby realizing the mitigation of impact loads and the protection of living space.
[Solution] In a railway vehicle 1, a front frame 41 is erected at the front end of an underframe 2 in the vehicle longitudinal direction X. In the railway vehicle 1, a support frame 10A is installed behind the front frame 41 with a gap S11. The support frame 10A is formed in a V-shape and both ends are fixed to the underframe 2. The gap S11 is provided so that the front frame 41 comes into contact with the support frame 10A after the front frame 41 is plastically deformed.
[Selected Figure] Figure 1

Description

The present invention relates to a railway vehicle equipped with an impact absorbing structure that absorbs collision energy.

For example, if a railroad car collides with a vehicle that is tall and heavy (such as a large truck), there is a concern that the front structure of the railroad car will deform inward, reducing the living space inside the car. There is also a concern that the impact acceleration will cause harm to passengers and crew. For example, Patent Document 1 discloses a railroad car equipped with an impact absorbing structure to reduce the reduction in living space during such a collision and the harm caused by the impact acceleration.

For example, the railway vehicle disclosed in Patent Document 1 has a front frame located at the front part of the car body fixed to the underframe, and a shock absorber is connected to a collision pillar that constitutes the front frame at a position higher than the underframe. The shock absorber is cylindrical and arranged to extend toward the inside of the car. The inside end of the shock absorber is connected to a support member fixed to the underframe. When the front frame receives an impact load, the shock absorber supports the collision pillar and suppresses deformation of the front frame. When the collision pillar falls and a certain level of impact load is applied to the shock absorber, the shock absorber collapses in the axial direction and absorbs the impact energy. Since the shock absorber absorbs the impact energy at the time of the collision at a position higher than the underframe, the reduction in living space due to the impact is reduced. In addition, since the shock absorber supports the falling collision pillar, the impact energy is gradually absorbed by the shock absorber, and the impact acceleration is reduced.

International Publication No. 2010/109891

However, in the railway vehicle described in Patent Document 1, the cushioning member has the function of supporting the front frame and the function of absorbing impact. However, once the cushioning member begins to collapse, it cannot support any more load. In other words, the timing at which the cushioning member begins to collapse reaches its breaking strength, and if it receives a load greater than this, it will collapse without limit and will no longer be able to support the front frame. Therefore, the railway vehicle described in Patent Document 1 does not adequately protect the passenger space in the event of a collision, and there is room for improvement.

In order to solve the above problems, one aspect of the technology disclosed in this specification is a railway vehicle that is configured as follows: (1) an underframe, a front frame erected on the front end of the underframe in the vehicle longitudinal direction, and a V-shaped support frame that is positioned behind the front frame with a gap and has both ends fixed to the underframe, the gap being a gap that allows the front frame to come into contact with the support frame after the front frame is plastically deformed.

In a railway vehicle having the above configuration, when a collision begins, the front frame deforms independently by an amount equal to the gap between it and the support frame. While the gap remains, the collision energy is absorbed by the deformation of the front frame and the gap between the front frame and the support frame. The front frame, which has plastically deformed beyond the gap, comes into contact with the support frame fixed to the rear and transmits the impact load to the support frame. The support frame is V-shaped and has a truss-like structure with both ends fixed to the frame, giving it high breaking strength. Even if the support frame receives a load from the plastically deformed front frame that is greater than the impact load that would plastically deform the front frame, it does not reach its breaking strength and can support the front frame, which plastically deforms toward the living space, to protect the living space.

(2) In the railway vehicle described in (1), it is preferable that the support frame has a tower structure in which a first support pillar and a second support pillar are connected, the first support pillar is vertically attached to the underframe with the gap behind the front frame, and the second support pillar is disposed behind the first support pillar, with one end connected to the upper end of the first support pillar and the other end connected to the underframe.

When the front frame of a railway vehicle having the above configuration plastically deforms toward the living space, the second support pillar of the support frame braces itself between the underframe and the plastically deforming front frame, preventing deformation of the front frame and protecting the living space.

(3) In the railway vehicle described in (1) or (2), it is preferable that the front frame is arranged at the front of the vehicle so as to face the support frame with the gap therebetween, and includes a vertical pillar erected on the underframe, and the vertical pillar plastically deforms between the obstacle and the support frame to absorb collision energy.

In a railway vehicle having the above configuration, for example, if an obstacle collides in front of the vehicle, the vertical pillars of the front frame deform and absorb the collision energy. The vertical pillars can further absorb the collision energy by plastically deforming to narrow the gap between them and the support frame. When the vertical pillars plastically deform to eliminate the gap and come into contact with the support frame, the front frame is supported by the support frame via the vertical pillars, and deformation towards the living space is suppressed. Therefore, the living space of the railway vehicle can be protected even if an impact load that buckles the vertical pillars that absorb collision energy acts on the front of the vehicle.

(4) In the railway vehicle described in (3), it is preferable that the front frame has an impact absorbing member arranged in front of the vertical pillar, and the impact absorbing member and the vertical pillar plastically deform between the obstacle and the support frame to absorb collision energy.

When an obstacle collides in front of the vehicle, for example, a railway vehicle having the above configuration can absorb the collision energy not only through the vertical pillars but also through the impact absorbing members, thereby suppressing the peak value of the impact load and more reliably protecting the living space.

(5) In the railway vehicle described in (3) or (4), it is preferable that the support frame has a height smaller than that of the vertical pillar.

A railway vehicle with the above configuration can protect the living space by suppressing deformation of the front frame by embedding the support frame into the vertical pillars of the front frame before it reaches its breaking strength.

(6) In the railway vehicle described in any one of (1) to (5), it is preferable to have a positional deviation prevention member that is fixed to the front frame at a position corresponding to the top of the support frame and suppresses the positional deviation of the support frame relative to the front frame, which is plastically deformed.

In a railway vehicle having the above configuration, when the front frame undergoes plastic deformation, the support frame is guided by the displacement prevention member and sinks into the front frame, so the support frame can reliably support the front frame undergoing plastic deformation. In addition, the railway vehicle can stably absorb collision energy by stably crushing the parts of the front frame between the obstacle and the support frame.

(7) In the railway vehicle described in any one of (1) to (6), it is preferable that the underframe has side beams arranged along the vehicle longitudinal direction at both ends in the vehicle width direction, a center beam arranged along the vehicle longitudinal direction at a position inside the vehicle from the side beams, and a front end beam arranged at the front end and connected to the side beams and the center beam, and both ends of the support frame are connected to the front end beam, and the support frame has an intermediate frame that transmits the load received from the front frame from the front end beam to the center beam.

A railway vehicle with the above configuration can transmit the load that the support frame receives from the front frame to the center beam via the front end beam and the intermediate frame, so that the impact load that the support frame receives is supported by the intermediate frame, preventing the support frame and the structure behind it from being deformed by the impact load.

(8) In the railway vehicle described in any one of (1) to (7), it is preferable that the vehicle has a fixing plate welded to the underframe at a fixed position of the support frame behind the front frame, and one end and the other end of the support frame are joined to the fixing plate.

In a railway vehicle having the above configuration, for example, the support frame and fixed plate are assembled in advance by welding or the like, and then welded to the underframe. This allows the support frame to be attached to the underframe after the front frame and underframe are assembled, making it easy to adjust the gap formed between the support frame and the front frame.

(9) In the railway vehicle described in (8), it is preferable that the fixing plate has a plurality of holes for use in welding.

A railway vehicle having the above configuration can increase the weld length of the fixing plate by welding along the edges of the multiple holes or by plug welding using the multiple holes. This allows the support frame to be firmly fixed to the underframe via the fixing plate. Therefore, the support frame is less likely to come off the underframe even when a load is applied from the front frame, and the living space can be protected.

The above railway vehicle is equipped with a shock absorbing structure that absorbs collision energy, making it possible to reduce impact loads and protect the passenger space.

FIG. 1 is a side view of a railway vehicle according to an embodiment. FIG. 2 is a diagram showing the nose section structure as seen from the AA cross section of FIG. 1. This is a cross-sectional view taken along line B-B of FIG. FIG. 3 is an enlarged perspective view of a main portion taken along the CC cross section of FIG. 2. This is a cross-sectional view taken along the line CC of FIG. FIG. 11 is a diagram showing a simulation result of vehicle deformation due to a collision. FIG. 11 is a diagram showing a simulation result of vehicle deformation due to a collision. FIG. 11 is a diagram showing a simulation result of vehicle deformation due to a collision. FIG. 11 is a diagram showing a simulation result of vehicle deformation due to a collision. 1 shows different embodiments of a rail vehicle;

The following describes this embodiment of the railway vehicle in detail with reference to the attached drawings. This specification discloses a railway vehicle equipped with an impact absorbing structure in the front part.

<Railway vehicle configuration>
The railcar 1 of this embodiment shown in FIG. 1 is the leading car of a train running along rails Ra. The railcar 1 includes an underframe 2, a side structure 3, a leading structure 4, a roof structure 5, and an end structure (not shown), and a bogie 7 is disposed near the front and rear ends of the underframe 2. The railcar 1 includes a front window 6 in the front portion. The front window 6 of this embodiment is formed of a single window, but may be configured by arranging multiple windows. The area behind the front window 6 may be a driver's cab or a passenger seat. Hereinafter, the space in which the crew or passengers face the front window 6 is referred to as a living space SP.

As shown in Figures 1 and 2, the side structure 3 is arranged along the vehicle front-rear direction X at both ends of the underframe 2 in the vehicle width direction, and its lower end is connected to the underframe 2. The side structure 3 is formed with side openings for mounting doors and windows (not shown). The leading structure 4 is connected to the front ends of the underframe 2 and the side structure 3, respectively. The leading structure 4 is provided with a window mounting opening 47 for mounting a front window 6 along the vehicle width direction Y. The roof structure 5 is connected to the upper ends of the side structure 3, the leading structure 4, and the end structure (not shown).

The leading structure 4 of the railway vehicle 1 is provided with a front frame 41 below the front window 6, and the impact load during a collision is supported by the front frame 41. The railway vehicle 1 has support frames 10A and 10B installed at symmetrical positions behind the front frame, with a gap S11 between them and the front frame 41 in the vehicle fore-and-aft direction X. The front frame 41, support frames 10A and 10B, and gap S11 will be described later. Note that X, Y, and Z shown in Figures 1 and 2 indicate the orientation of the railway vehicle 1. X indicates the vehicle fore-and-aft direction, Y indicates the vehicle width direction, and Z indicates the vehicle up-and-down direction.

The structure of the underframe 2 will be described with reference to Figure 3. The underframe 2 includes side beams 21A, 21B, front end beams 22A, 22B, center beams 23A, 23B, a bolster 24, and cross beams 25A, 25B.

The side beams 21A, 21B are arranged on both the left and right sides of the underframe 2 along the vehicle longitudinal direction X. The center beams 23A, 23B are arranged parallel to each other along the vehicle longitudinal direction X between the side beams 21A, 21B. The center beams 23A, 23B are arranged parallel to each other along the vehicle longitudinal direction X near the center of the underframe 2 and are connected via a connecting beam 28.

The front end beam 22A is connected to the front ends of the side beams 21A and center beam 23A. The bolster 24 is disposed behind the front end beam 22A and connected to the side beams 21A, and the center beam 23A is connected to the front. The bolster 24 is supported by the bogie 7 from below. The cross beam 25A is installed between the front end beam 22A and the bolster 24 in the vehicle width direction Y. The front end beam 22B and the cross beam 25B are disposed in the same manner as the front end beam 22A and the cross beam 25A. The front end beams 22A, 22B are connected via a connecting beam 31.

The structure of the leading structure 4 will be described with reference to Figures 2 and 4. The leading structure 4 has an outer plate 45 attached to the outside of the front frame 41 by welding or the like. The outer plate 45 has a window mounting opening 47 formed above approximately the upper half in the vertical direction Z of the vehicle. The front frame 41 supports the outer plate 45 from the inside of the vehicle below the window mounting opening 47.

The front frame 41 includes corner columns 411A, 411B, a central column 412, vertical columns 413A, 413B, a horizontal beam 417, horizontal reinforcing beams 414A, 414B, 415A, 415B, 416A, 416B, vertical reinforcing beams 418A, 418B, and upper and lower connecting columns 419A, 419B. The central column 412, vertical columns 413A, 413B, horizontal reinforcing beams 414A, 414B, 415A, 415B, 416A, 416B, and vertical reinforcing beams 418A, 418B are hollow to absorb collision energy.

The corner posts 411A, 411B are erected at the front end of the underframe 2 at the connection between the front and side of the leading structure 4. The central post 412 is erected at the front end of the underframe 2 at the center of the leading structure 4 in the vehicle width direction. The corner posts 411A, 411B and the central post 412 are arranged extending from the underframe 2 to the lower end of the window mounting opening 47, and are joined by welding or the like to the cross beam 417 arranged along the lower end of the window mounting opening 47. The upper ends of the corner posts 411A, 411B are joined to the roof structure 5 via upper and lower connecting posts 419A, 419B that extend upward along the side ends of the window mounting opening 47.

The vertical column 413A is erected between the corner column 411A and the central column 412. The vertical column 413A is erected closer to the central column 412 than the midpoint between the corner column 411A and the central column 412. The vertical column 413A is arranged to extend from the underframe 2 to about half the height of the corner column 411A and the central column 412, and is erected vertically at the front end of the underframe 2. The horizontal reinforcing beams 414A and 415A are arranged at about the midpoint between the underframe 2 and the window installation opening 47. The horizontal reinforcing beam 414A is connected to the corner column 411A and the vertical column 413A. The horizontal reinforcing beam 415A is connected to the vertical column 413A and the central column 412. The horizontal reinforcing beam 416A is arranged below the horizontal reinforcing beam 415A along the front end of the underframe 2, and is connected to the vertical column 413A and the central column 412.

The vertical reinforcing girder 418A is positioned midway between the corner column 411A and the central column 412, i.e., closer to the corner column 411A than the vertical column 413A, along the vertical direction Z of the vehicle, and is joined to the horizontal column 417 and the horizontal reinforcing girder 414A by welding or the like. The vertical column 413B, the horizontal reinforcing girder 414B, 415B, 416B, and the vertical reinforcing girder 418B are configured in the same way as the vertical column 413A, the horizontal reinforcing girder 414A, 415A, 416A, and the vertical reinforcing girder 418A, so their explanation will be omitted.

The structure of support frames 10A and 10B will be described with reference to Figures 4 and 5. Support frames 10A and 10B are configured in the same way, so only support frame 10A will be described here, and a description of support frame 10B will be omitted.

As shown in Figures 4 and 5, the support frame 10A is installed directly behind the vertical pillar 413A of the front frame 41 with a gap S11. The gap S11 is a distance for allowing the vertical pillar 413A of the front frame 41 to come into contact with the support frame 10A after the front frame 41 is plastically deformed. In this embodiment, the distance between the support frame 10A and the vertical pillar 413A in the vehicle front-rear direction X is set to 5 mm or more and 30 mm or less, more preferably 10 mm or more and 20 mm or less, to form the gap S11.

The support frame 10A is designed so that the width dimension in the vehicle width direction Y is smaller than the width dimension of the vertical pillar 413A and the height in the vehicle up-down direction Z is smaller than the height of the vertical pillar 413A so that the front frame 41 will sink into the vertical pillar 413A and support the front frame 41 when the front frame 41 is plastically deformed toward the living space SP. The vertical pillar 413A has a hollow portion, so that it has a smaller breaking strength than the support frame 10A and is more susceptible to plastic deformation. The support frame 10A in this embodiment has a tower structure in which the upper ends of the first support pillar 11A and the second support pillar 12A are joined to form a V-shape (A-shape when installed). The support frame 10A has both lower ends separated in the front-rear direction fixed to the underframe 2 to form a truss-like structure, increasing its strength against external forces.

The first support pillar 11A is vertically attached to the front end beam 22A of the underframe 2 with a gap S11 directly behind the vertical pillar 413A. In this embodiment, the first support pillar 11A has a plate-like rectangular parallelepiped shape. The height (vertical dimension) of the first support pillar 11A in the vehicle up-down direction Z is lower than the height (vertical dimension) of the vertical pillar 413A, the width dimension in the vehicle width direction Y is smaller than the width dimension of the vertical pillar 413A, and the thickness in the vehicle front-rear direction X is smaller than the length of the vertical pillar 413A in the vehicle front-rear direction X. The second support pillar 12A is thicker and stronger than the first support pillar 11A. The second support column 12A has one end fixed to the upper end of the first support column 11A and the other end fixed to the front end beam 22A of the underframe 2, so that the front is inclined with the front higher than the rear, and can support the front frame 41 by bracing it between the vertical column 413A that has fallen toward the living space SP and the underframe 2.

As shown in FIG. 5, the support frame 10A is guided to the plastically deforming vertical pillar 413A via the misalignment prevention member 15A. The misalignment prevention member 15A is U-shaped with side plates 152 joined to both ends of the upper plate 151 in the vehicle width direction Y. The misalignment prevention member 15A is fixed to a surface located behind the vertical pillar 413A in a position that covers the joint between the first support pillar 11A and the second support pillar 12A from above and from the left and right. A small gap is formed between the misalignment cover and the support frame 10A, which prevents noise caused by contact when the vehicle is running and makes it easy to adjust the position of the support frame 10A when the vehicle is manufactured.

As shown in FIG. 4, the support frame 10A is fixed to the underframe 2 via a fixing plate 16A. The fixing plate 16A has a long and narrow plate shape. The fixing plate 16A has multiple holes to increase the weld length. In this embodiment, the fixing plate 16A has multiple welding holes 161 for plug welding formed along the vehicle front-rear direction X (longitudinal direction) at both ends in the vehicle width direction Y (short direction). Furthermore, the fixing plate 16A has multiple welding holes 162 formed along the vehicle front-rear direction X in the center of the vehicle width direction Y, which are larger in diameter than the welding holes 161 for plug welding and can be fillet welded at the inner edge. The welding holes 161 and 162 are an example of "multiple holes".

The support frame 10A is retrofitted to the structure using the fixing plate 16A. That is, after the structure is assembled, the fixing plate 16A is plug welded to the front end beam 22A and line welded around the periphery. The support frame 10A is fixed to the underframe 2 by placing the first support column 11A and the second support column 12A on the fixing plate 16A and welding the edge of the first support column 11A to the fixing plate 16A and the edge of the second support column 12A to the fixing plate 16A, respectively. The fixing plate 16A is further welded along the edge of the welding hole 162 and fixed to the underframe 2.

Next, the deformation of the railway vehicle 1 during a collision will be described with reference to the simulation results in Figures 6 to 9. In this embodiment, the deformation will be described using as an example a case in which the railway vehicle 1 collides head-on with an obstacle OB that is tall and has a large mass. Since the left and right sides of the railway vehicle 1 are deformed almost equally, the deformation of the left half will be described here as an example.

As shown in FIG. 6, before the railway vehicle 1 collides with the obstacle OB, a gap S11 is provided between the vertical pillar 413A of the front frame 41 and the first support pillar 11A of the support frame 10A, and the support frame 10A is not in contact with the front frame 41.

As shown in FIG. 7, when the railcar 1 starts to collide with the obstacle OB, the leading structure 4 deforms independently until the front frame 41 comes into contact with the support frame 10A. That is, in the front frame 41, the central column 412 first deforms to absorb the collision energy. The impact load received by the central column 412 is transmitted to the vertical column 413A via the horizontal reinforcing girders 415A and 416A. At this time, the horizontal reinforcing girders 415A and 416A deform to reduce the impact load. A tensile load acts on the connection part between the vertical column 413A and the horizontal reinforcing girders 415A and 416A, and a bending moment acts from the connection part with the underframe 2. The tensile load is transmitted to the horizontal reinforcing girders 414A and the vertical reinforcing girders 418A. The horizontal reinforcing girders 414A and the vertical reinforcing girders 418A undergo plastic deformation to reduce the tensile load. The front frame 41 distributes the impact load acting on the central pillar 412 to the vertical pillars 413A, horizontal reinforcing beams 414A, etc., absorbing the collision energy.

As shown in FIG. 8, the vertical pillar 413A of the front frame 41 plastically deforms toward the living space SP while narrowing the gap S11 between it and the support frame 10A, and comes into contact with the support frame 10A. Therefore, the impact load at the start of the collision is mitigated by the gap S11 between the front frame 41 and the support frame 10A.

The vertical column 413A undergoes plastic deformation until it eliminates the gap S11 and comes into contact with the support frame 10A. The support frame 10A is formed in a V-shape, and both ends (the first support column 11A and the second support column 12A) are fixed to the underframe 2, forming a truss-like structure that is strong against external forces and has a higher breaking strength than the vertical column 413A. Furthermore, the support frame 10A can distribute the impact load received from the vertical column 413A to the underframe 2 via the first support column 11A and the second support column 12A, and deformation due to the concentration of the load on the structure behind the support frame 10A can also be prevented. Therefore, the support frame 10A and the structure behind it are less likely to deform even if an impact load is transmitted from the front frame 41.

The support frame 10A has a tower structure that combines a first support column 11A that is vertically attached to the underframe 2 and a second support column 12A that is installed at an angle between the first support column 11A and the underframe 2, and can support the front frame 41 by pushing back the front frame 41 in the opposite direction to the impact load applied from the front frame 41. This makes it possible to prevent the front frame 41 from deforming and compressing the living space SP during a collision.

The support frame 10A is shorter and has a smaller width than the vertical pillar 413A. When the vertical pillar 413A, which has been plastically deformed toward the living space SP, comes into contact with the vicinity of the top of the support frame 10A, that is, the vicinity of the joint between the first support pillar 11A and the second support pillar 12A, the top of the support frame 10A is pressed intensively against the vertical pillar 413A, and the first support pillar 11A is supported by the second support pillar 12A and sinks into the vertical pillar 413A. Furthermore, the dimension of the vertical pillar 413A in the vehicle length direction (front-rear direction) X is larger than the length (thickness) of the first support pillar 11A in the vehicle length direction (front-rear direction) X. Therefore, the buckling load of the side of the vertical pillar 413A is smaller than that of the side of the first support pillar 11A. Therefore, the side of the vertical pillar 413A buckles preferentially. When the first support column 11A sinks into the vertical column 413A, the second support column 12A braces itself between the vertical column 413A and the underframe 2, supporting the front frame 41 on which the bending moment acts, and protecting the living space SP.

When the vertical column 413A is plastically deformed toward the gap S11, the displacement prevention member 15A guides the vertical column 413A so that it does not come off the support frame 10A. The displacement prevention member 15A can prevent the support frame 10A from shifting left and right relative to the vertical column 413A by using the side plates 152 on both the left and right sides. The displacement prevention member 15A can press the support frame 10A toward the vertical column 413A by using the upper plate 151 that connects the side plates 152 on both the left and right sides in response to the plastic deformation of the vertical column 413A toward the living space SP. Therefore, the support frame 10A can reliably fit into the vertical column 413A and support the front frame 41. Furthermore, by preventing the displacement, the hollow cross section of the vertical column 413A can be stably crushed between the support frame 10A and the obstacle OB, and the collision energy can be effectively absorbed.

The impact load that the support frame 10A receives from the vertical pillars 413A is transmitted to and supported by the front end beam 22A, the first intermediate frame 13A that extends parallel to the vehicle longitudinal direction from the front end beam 22A near the rear end of the support frame 10A to the cross beam 25A, the cross beam 25A, and the second intermediate frame 14A that extends at an angle to the vehicle longitudinal direction from the rear surface of the cross beam 25 to which the first intermediate frame 13A is joined toward the joint between the rear cross beam 25A and the center beam 23A. Therefore, the support frame 10A is not easily crushed by the load received from the vertical pillars 413A.

The support frame 10A uses the fixed plate 16A to increase the welding area to be welded to the underframe 2. Therefore, even if the support frame 10A receives a rearward load from the vertical column 413A, it can support the front frame 41 without being pulled away from the underframe 2.

As shown in FIG. 9, when the collision ends, the front end beam 22A and the front end of the center beam 23A, the first and second intermediate frames 13A and 14A, etc. may be deformed. Even in this case, the support frame 10A does not reach its breaking strength, and it supports the front frame 41 from the rear, preventing the front frame 41 from collapsing into the living space SP, thereby protecting the living space SP.

As described above, in the railway vehicle 1 of this embodiment, at the start of a collision, the front frame 41 is deformed independently by the gap S11 between it and the support frame 10A. While the gap S11 remains, the collision energy is absorbed by the deformation of the front frame 41 and the gap S11 between the front frame 41 and the support frame 10A. The front frame 41, which has been plastically deformed beyond the gap S11, comes into contact with the support frame 10A fixed to the rear and transmits the impact load to the support frame 10A. The support frame 10A has a V-shape and a truss-like structure with both ends fixed to the underframe 2, and has high breaking strength. Even if the support frame 10A receives a load from the plastically deformed front frame 41 that is greater than the impact load that plastically deforms the vertical column 413A, it does not reach its breaking strength, and supports the front frame 41, which is plastically deformed toward the living space SP, to protect the living space SP, and at the same time, the deformation of the vertical column 413A can further absorb the collision energy. Therefore, according to this embodiment of the railway vehicle 1, the railway vehicle 1 is equipped with an impact absorbing structure that absorbs collision energy, and it is possible to reduce the impact load and protect the living space SP.

<Modification>
The technology disclosed in this specification is not limited to the above embodiment, and various modifications are possible without departing from the spirit of the present invention. For example, in this embodiment, the underframe 2 is divided into left and right halves and has a symmetrical structure, but the structure does not have to be symmetrical.

The support frame 10A may be composed of one part. However, the support frame 10A has a tower structure in which the first support column 11A and the second support column 12A are joined together, the first support column 11A is vertically attached to the underframe 2 with a gap S11 behind the vertical column 413A, and the second support column 12A is disposed behind the first support column 11A and is installed at an angle between the underframe 2 and the first support column 11A. In this way, the second support column 12A of the support frame 10A braces itself between the underframe 2 and the front frame 41, which is plastically deformed, suppressing deformation of the front frame 41 and protecting the living space SP.

For example, the first support pillar 11A of the support frame 10A does not have to be perpendicular to the underframe 2 and does not have to be formed in a right-angled triangle relative to the underframe 2. However, by having the first support pillar 11A perpendicular to the underframe 2 and formed in a right-angled triangle relative to the underframe 2, the support frame 10A is less likely to collapse due to the load received from the front frame 41, which collapses towards the living space SP, and it becomes easier to support the front frame 41.

Instead of the front frame 41, the railway vehicle 1 may use, for example, a front frame 1041 as shown in FIG. 10. The front frame 1041 has a plurality of horizontal reinforcing girders 414A, and the vertical pillars 1413A are arranged at the front of the vehicle so as to face the support frame 10A with a gap S11 therebetween, and are vertically attached to the underframe 2. The vertical pillars 1413A extend upward beyond the horizontal reinforcing girders 414A and are connected to the horizontal beams 417. The front frame 1041 has an impact absorbing member 1420 arranged in front of the vertical pillars 1413A. The impact absorbing member 1420 is formed, for example, by a pillar having a hollow portion, and is arranged in front of the vertical pillars 1413A approximately parallel to the vehicle longitudinal direction X. For example, when an obstacle collides in front of the vehicle, the railway vehicle 1 equipped with the front frame 1041 can absorb the collision energy not only by the vertical pillar 1413A but also by the shock absorbing member 1420, suppressing the peak value of the impact load and protecting the living space SP more reliably. In addition, the railway vehicle 1 can increase the amount of collision energy absorbed by the shock absorbing member 1420 by providing not only the gap S11 behind the vertical pillar 1413A but also a gap S12 in front of the vertical pillar 1413A, making it easier to protect the living space SP.

The support frame 10A may be the same height as the vertical pillars 413A or may be taller than the vertical pillars 413A. However, by making the support frame 10A shorter than the vertical pillars 413A, the support frame 10A can sink into the vertical pillars 413A before reaching its breaking strength, suppressing deformation of the front frame 41 and protecting the living space SP. In addition, the deformation of the vertical pillars 413A further absorbs the collision energy.

The anti-slip members 15A, 15B are not necessary. However, by fixing the anti-slip members 15A, 15B to the vertical columns 413A, 413B, when the front frame 41 plastically deforms, the support frames 10A, 10B are guided by the anti-slip members 15A, 15B and sink into the vertical columns 413A, 413B, so that the support frames 10A, 10B can reliably support the plastically deforming front frame 41. In addition, the railway vehicle 1 can stably crush the vertical column 413A, which is a part of the front frame, between the obstacle and the support frame 10A, and by deforming the vertical column 413A, the collision energy can be further stably absorbed.

The first and second intermediate frames 13A, 14A do not have to be provided. However, for example, by having the first and second intermediate frames 13A, 14A, the load that the support frame 10A receives from the front frame 41 can be transmitted to the center beam 23A via the front end beam 22A, the first and second intermediate frames 13A, 14A, and the cross beam 25A, so that the impact load received by the support frame 10A is supported by the first and second intermediate frames 13A, 14A, and deformation of the support frame 10A and the structure behind it due to the impact load can be suppressed.

Instead of the first and second intermediate frames 13A, 14A, an intermediate frame connected to the front end beam 22A and the center beam 23A may be used. In this case, too, the impact load received by the support frame 10A is transmitted to and supported by the center beam 23A, and deformation of the support frame 10A due to the impact load can be suppressed. However, by using the first and second intermediate frames 13A, 14A to ensure a long path for transmitting the impact load from the support frame 10A to the center beam 23A, it is expected that the first and second intermediate frames 13A, 14A will deform and absorb the collision energy.

The first intermediate frame 13A may extend to the bolster 24. However, by using the second intermediate frame 14A to transmit the impact load to the center beam 23A, the length of the components is reduced, making it possible to support the impact load with a lighter structure.

The fixing plates 16A, 16B may be omitted, and the support frames 10A, 10B may be fixed directly to the underframe 2 by welding or the like. However, by fixing the support frames 10A, 10B to the underframe 2 via the fixing plates 16A, 16B, the railway vehicle 1 can use a construction method in which the support frames 10A, 10B and the fixing plates 16A, 16B are preassembled by welding or the like, and then welded to the underframe 2. This allows the support frames 10A, 10B to be attached to the underframe 2 after the front frame 41 and the underframe 2 are assembled, making it easier to adjust the gap S11 formed between the support frames 10A, 10B and the vertical columns 413A, 413B of the front frame 41.

The welding holes 161, 162 of the fixing plates 16A, 16B may not be necessary. However, by providing the welding holes 161, 162 and increasing the welding length of the fixing plates 16A, 16B, the support frames 10A, 10B are firmly fixed to the underframe 2 via the fixing plates 16A, 16B. Therefore, the support frame 10A is unlikely to come off the underframe 22 even if it receives a load from the front frame 41, and the living space SP can be protected.

The underframe 2 may have a structure different from that of the above embodiment, such as one center beam and one front end beam arranged along the vehicle width direction Y. The leading structure 4 may have a shape different from that of the above embodiment, such as a shape that does not protrude forward of the vehicle, but is concave toward the rear of the vehicle, or a flat shape along the vehicle width direction Y. The front frame 41 may have a configuration different from that of the above embodiment. For example, the front frame 41 may have an increased or decreased number of vertical columns 413A, 413B, may omit the center column 412, may have an additional horizontal reinforcing beam between the horizontal reinforcing beams 414A, 416A, may have an increased or decreased number of vertical reinforcing beams 418A, 418B, or may have corner columns 411A, 411B extending from the underframe 2 to the roof structure 5, and may omit the upper and lower connecting columns 419A, 419B.

The number and arrangement of the support frames may differ from those of the above embodiment as long as they are installed with a gap S11 behind the vertical pillars that make up the front frame. The strength of the vertical pillars 413A and 413B may be adjusted by drilling holes.

Each of the support frames 10A and 10B may further include a reinforcing pillar arranged along the vehicle longitudinal direction X and connecting the first support pillar 11A and the second support pillar 12A.

The vertical pillar 413A does not have to be formed in a hollow rectangular pillar shape or be installed perpendicular to the underframe 2. For example, the vertical pillar 413A may be curved in accordance with the leading edge shape, or may be inclined relative to the underframe 2.

REFERENCE SIGNS LIST 1 Railway vehicle 2 Underframe 10A, 10B Support frame 22A, 22B Front end beam 23A, 23B Center beam 41 Front frame S11 Gap

Claims (9)

The frame and
A front frame provided upright at a front end portion of the underframe in a vehicle front-rear direction;
a V-shaped support frame disposed rearward of the front frame with a gap therebetween, and both ends of the support frame being fixed to the underframe;
having
The gap is a gap for allowing the front frame to contact the support frame after the front frame is plastically deformed.
A railway vehicle configured as follows. 2. The railway vehicle according to claim 1,
The support frame has a tower structure in which a first support pillar and a second support pillar are connected,
The first support pillar is vertically supported on the underframe with the gap therebetween at the rear of the front frame,
The second support pillar is disposed behind the first support pillar, and has one end connected to the upper end of the first support pillar and the other end connected to the underframe.
A railway vehicle configured as follows. 2. The railway vehicle according to claim 1,
the front frame is disposed at a front of the vehicle so as to face the support frame with the gap therebetween, and has a vertical pillar erected on the underframe,
The vertical pillars plastically deform between the obstacle and the support frame to absorb collision energy.
A railway vehicle configured as follows. 4. The railway vehicle according to claim 3,
The front frame has an impact absorbing member disposed in front of the vertical pillar,
The impact absorbing member and the vertical column are plastically deformed between an obstacle and the support frame to absorb collision energy.
A railway vehicle configured as follows. In the railway vehicle according to claim 3 or 4,
The support frame has a low height compared to the vertical columns.
A railway vehicle configured as follows. 2. The railway vehicle according to claim 1,
a displacement prevention member that is fixed to the front frame at a position corresponding to the top of the support frame and that prevents the support frame from displacing relative to the front frame, which is plastically deformed;
A railway vehicle configured as follows. 2. The railway vehicle according to claim 1,
The frame is
A side beam disposed along the vehicle front-rear direction at both ends in a vehicle width direction;
a center beam arranged along the vehicle front-rear direction at a position on the vehicle inner side of the side beams;
a front end beam disposed at the front end portion and coupled to the side beam and the center beam;
having
Both ends of the support frame are connected to the front end beam;
The support frame has an intermediate frame that transmits the load received from the front frame from the front end beam to the center beam.
A railway vehicle configured as follows. 2. The railway vehicle according to claim 1,
a fixing plate welded to the underframe at a fixing position of the support frame behind the front frame,
One end and the other end of the support frame are joined to the fixed plate.
A railway vehicle configured as follows. 9. The railway vehicle according to claim 8,
The fixing plate has a plurality of holes for welding.
A railway vehicle configured as follows.

Images