JP2005280704A

JP2005280704A - Railroad car

Info

Publication number: JP2005280704A
Application number: JP2005135601A
Authority: JP
Inventors: Sumio Okuno; 澄生奥野; Kazufumi Yamaji; 和文山地; Kentaro Masai; 健太郎正井
Original assignee: Hitachi Ltd
Current assignee: Hitachi Ltd
Priority date: 2005-05-09
Filing date: 2005-05-09
Publication date: 2005-10-13

Abstract

<P>PROBLEM TO BE SOLVED: To provide a body of a railroad car formed by hollow extruded shapes, in which a buffer structure part is provided internally within an extent not exceeding greatly the size of the structural member without using any particular additional member(s) to inside the body and the part under the floor. <P>SOLUTION: The body of the railroad car formed from hollow shapes 40, in which a hollow shape member 51 having a buffer function is provided on the hollow shape 40 at the end of a base frame 30 having a high likelihood to receive a shock load. The hollow shape 40 has its longitudinal direction identical to the longitudinal direction of the body. When a shock load is applied, the hollow shape member 51 deforms and collapses so as to relieve the shock. This is accomplished only by processing part of the hollow shape structure without changing the existing body structure substantially, and the shock to passenger is relieved to the minimum even in the event of train collision, and the safety is enhanced. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

本発明は、軌条に沿って走行する車両の車体に係り、軽合金製中空形材によって構成される鉄道車体に好適である。 The present invention relates to a vehicle body of a vehicle traveling along a rail, and is suitable for a railway vehicle body constituted by a light alloy hollow shape member.

軌条車両において、衝突の際、乗客に加わる衝撃力を緩和することが求められている。特許文献１，及び特許文献２のように、複数の車体を直列に連結してなる編成車両において、先頭の車体の先頭部の台枠に壊れ易い構造などの衝撃緩和機構を設け、衝撃吸収し、乗客への衝撃を緩和するようにしている。 In rail vehicles, it is required to reduce the impact force applied to passengers in the event of a collision. As in Patent Document 1 and Patent Document 2, in a knitted vehicle in which a plurality of vehicle bodies are connected in series, an impact mitigation mechanism such as a fragile structure is provided on the base frame of the head portion of the head vehicle body to absorb the shock. , To reduce the impact on passengers.

特許文献３のように、車体の台枠の端部には隣接する車体に連結する連結器がある。このため、台枠の端部の下面には強度部材が設けられ、強固に構成されている。 As in Patent Document 3, there is a coupler that connects to an adjacent vehicle body at the end of the underframe of the vehicle body. For this reason, a strength member is provided on the lower surface of the end portion of the underframe and is firmly constructed.

特許文献４のように、車体は軽合金性の中空形材で構成ている。中空形材はその押し出し方向を車体の長手方向に向けている。
特開平１１−３０１４７６号公報特開平６−２１１１３３号公報実公昭５７−５６９２９号公報特開平２−２４６８６３号公報 As in Patent Document 4, the vehicle body is formed of a light alloy hollow shape. The hollow shape member is oriented in the longitudinal direction of the vehicle body.
Japanese Patent Laid-Open No. 11-301476 Japanese Patent Laid-Open No. 6-211133 Japanese Utility Model Publication No.57-56929 JP-A-2-246863

鉄道車両は複数の車体を連結している（編成車両という。）ので、衝突した場合、編成車両内の車体と車体との衝突を考えなければならない。車両の床である台枠は強固に製作されている。 Since a railway vehicle has a plurality of vehicle bodies connected (referred to as a knitted vehicle), when a collision occurs, a collision between the vehicle body and the vehicle body in the knitted vehicle must be considered. The underframe that is the floor of the vehicle is made firmly.

このため、先頭車の衝突によって、編成車両内の車体同士が衝突、すなわち、台枠同士が衝突する。しかし、台枠同士が衝突しても、台枠は強固のため台枠はつぶれず、衝撃を緩和できない。 For this reason, due to the collision of the leading vehicle, the vehicle bodies in the trained vehicle collide, that is, the underframes collide. However, even if the underframes collide with each other, the underframes are strong and the underframes are not crushed and the impact cannot be mitigated.

また、編成車両の先頭部に衝撃緩和機構を組み込むのみではなく、各車体にも衝撃緩和機構を組み込むことが望ましい。これを組み込む位置は各車体の端部である。この場合、次のような課題がある。 Moreover, it is desirable not only to incorporate an impact mitigation mechanism at the head of the knitted vehicle, but also to incorporate an impact mitigation mechanism into each vehicle body. The position where this is incorporated is the end of each vehicle body. In this case, there are the following problems.

（１）衝撃緩和機構を設置する車体の端部の長さが短く、車体の内部および床下の空間部が狭く制限された構造においては、衝撃緩和機構を設置することができない。 (1) In a structure in which the length of the end of the vehicle body where the impact mitigation mechanism is installed is short and the space inside the vehicle body and the space below the floor are limited, the impact mitigation mechanism cannot be installed.

（２）多数の中空形材を車体の長手方向に向け、この中空形材のみで台枠を構成した場合、中空形材はその面内剛性および面外曲げ剛性が高いため、強度上は有利な構造であるが、衝撃力を緩和する面では不利な構造である。 (2) When a large number of hollow members are oriented in the longitudinal direction of the vehicle body and the frame is composed of only these hollow members, the hollow members have high in-plane rigidity and out-of-plane bending rigidity, which is advantageous in terms of strength. This structure is disadvantageous in terms of reducing the impact force.

（３）車体の端部は強固であり、この部分に衝撃緩和機構を組み込むのは困難である。 (3) The end portion of the vehicle body is strong, and it is difficult to incorporate an impact relaxation mechanism in this portion.

本発明の目的は、衝撃緩和機構を組み込んで安全な車両を提供することにある。 An object of the present invention is to provide a safe vehicle incorporating an impact mitigation mechanism.

上記目的は、台枠において、車両の長手方向の両端の材料は、前記長手方向の中央側の材料に比べて柔らかい材料で構成すること、によって達成できる。 The above object can be achieved by forming the material at both ends in the longitudinal direction of the vehicle with a material softer than the material at the center in the longitudinal direction in the frame.

第２の手段は、複数の車体を連結した編成車両において、それぞれの前記車体の両端であって、客室を構成する部分の一部に、隣接する車両に衝突することによって前記車体の長手方向に長さを短くする部分を設置すること、によって達成できる。 In a knitted vehicle in which a plurality of vehicle bodies are connected, the second means is the longitudinal direction of the vehicle body by colliding with an adjacent vehicle at both ends of each vehicle body and at a part of the portion constituting the cabin. This can be achieved by installing a part that shortens the length.

本発明は、少なくとも台枠において、車両の長手方向の両端を構成する部材は、台枠の長手方向の中央側の部材の材料に比べて柔らかい材料で構成したので、車体の内部および床下などに特別の部材を追加することなく、衝撃を緩和できるものである。これにより、車体の構造をほとんど変えることなく、突然の列車衝突事故時に際しても乗客，乗員へ与える衝撃力を最小限に緩和し、安全性の高い車両を提供することができるものである。 In the present invention, at least in the underframe, the members constituting both ends of the longitudinal direction of the vehicle are made of a softer material than the material of the central side member in the longitudinal direction of the underframe. The impact can be mitigated without adding a special member. As a result, the impact force applied to passengers and passengers can be reduced to a minimum and a highly safe vehicle can be provided even in the event of a sudden train collision without changing the structure of the vehicle body.

本発明の一実施例を図１〜図９により説明する。図２において、中空形材４０を示していない。しかし、複数の中空形材４０があることを想定して、該中空形材４０の下方の部材３５，３６，３８を点線で示している。 An embodiment of the present invention will be described with reference to FIGS. In FIG. 2, the hollow shape member 40 is not shown. However, assuming that there are a plurality of hollow members 40, members 35, 36, and 38 below the hollow members 40 are indicated by dotted lines.

車体は、側面を構成する側構体１０，屋根構体２０，床を構成する台枠３０等から構成している。側構体１０，屋根構体２０，台枠３０はそれぞれ複数の中空形材を接合して構成している。中空形材は軽合金製の押し出し型材で、その押し出し方向（すなわち、長手方向）を車体の長手方向に向けている。中空形材の幅方向を車体の周方向に並べ、溶接して一体にしている。Ｗは窓である。この車体は２つの台車で支持されている。１つの車体と隣接する車体とは連結器で連結されている。 The vehicle body is composed of a side structure 10 that constitutes a side surface, a roof structure 20, a frame 30 that constitutes a floor, and the like. The side structure 10, the roof structure 20, and the underframe 30 are each configured by joining a plurality of hollow shapes. The hollow material is an extruded die made of a light alloy, and its extrusion direction (that is, the longitudinal direction) is directed to the longitudinal direction of the vehicle body. The width direction of the hollow profile is aligned in the circumferential direction of the vehicle body and welded together. W is a window. This vehicle body is supported by two carriages. One vehicle body and an adjacent vehicle body are connected by a coupler.

台枠３０は、床部分と、その両側の側梁３１と、連結器を結合するための連結部材と、からなる。床部分は、押し出し方向を車体の長手方向に向けた複数の中空形材４０からなる。幅方向の両側には中空形材の側梁３１がある。側梁３１は大きく、その板厚が厚く、強固である。 The underframe 30 includes a floor portion, side beams 31 on both sides thereof, and a connecting member for connecting the coupler. The floor portion is composed of a plurality of hollow members 40 with the extrusion direction oriented in the longitudinal direction of the vehicle body. There are hollow side beams 31 on both sides in the width direction. The side beam 31 is large, and its plate thickness is thick and strong.

また、台枠３０は、長手方向の両端の下面に、車体相互間を連結する連結器を結合するための連結部材を有する。連結部材は、車体の幅方向に向けた枕梁３５と、枕梁３５から車体の端部に設置した２つの中梁３６，３６と、中梁３６の端部に設置した端梁３９とからなる。２つの中梁３６，３６は部材３８で連結している。中梁３６は車体の幅方向において中央付近にある。２つの中梁３６，３６の間に車体相互間を連結する連結器が配置される。連結器は部材３８よりも端部側に連結されるので、この部分の中梁３６，３６の高さは大きくなっている。これら部材の相互間は溶接で接合されている。枕梁３５の両端は側梁３１，３１に溶接している。端梁３９は複数の中空形材４０の端部に溶接している。端梁３９の両端は側梁３１の側面に溶接している。 Moreover, the frame 30 has a connection member for connecting a connector for connecting the vehicle bodies to the lower surfaces of both ends in the longitudinal direction. The connecting member includes a pillow beam 35 directed in the width direction of the vehicle body, two middle beams 36 and 36 installed at the end of the vehicle body from the pillow beam 35, and an end beam 39 installed at the end of the middle beam 36. Become. The two middle beams 36 and 36 are connected by a member 38. The middle beam 36 is near the center in the width direction of the vehicle body. A connector for connecting the vehicle bodies is disposed between the two middle beams 36 and 36. Since the coupler is coupled to the end side of the member 38, the height of the middle beams 36, 36 in this portion is large. These members are joined together by welding. Both ends of the pillow beam 35 are welded to the side beams 31, 31. The end beam 39 is welded to the ends of the plurality of hollow profiles 40. Both ends of the end beam 39 are welded to the side surface of the side beam 31.

車体を構成する一対の側構体１０，屋根構体２０，台枠３０の長手方向の両端部の中空形材（図１、図２の斜線部）Ｂは、車体の中央部の中空形材Ａとは機械的性質が異なる。中空形材Ｂは材料として中空形材Ａの材料よりも柔らかく、衝突時に潰れやすく、衝撃緩和機構になっている。中空形材Ａ，Ｂの断面形状は同一である。前記両端すなわち中空形材Ｂが設置される部分は、車体の客室（トイレ，洗面所，乗務員室を含む。）を構成する。 The hollow members (hatched portions in FIGS. 1 and 2) B at both ends in the longitudinal direction of the pair of side structures 10, the roof structure 20, and the underframe 30 constituting the vehicle body are the hollow members A in the center of the vehicle body. Have different mechanical properties. The hollow member B is softer than the material of the hollow member A as a material, is easily crushed at the time of collision, and has an impact relaxation mechanism. The cross-sectional shapes of the hollow members A and B are the same. The both ends, that is, the portion where the hollow member B is installed constitutes a passenger compartment (including a toilet, a washroom, and a crew room).

車体の端部すなわち中空形材Ｂが配置される範囲の中梁３６および側梁３１は、中空形材Ｂと同様に、衝撃力で潰れやすくしている。この範囲Ｂの中梁３６の上面および側面の板には長穴３６ｂを明けている。中梁３６は断面がチャンネル状で、下面には板がない。前記範囲Ｂの側梁３１には、車外の側面を向いた面板を除く面板（車内側を向いた面板）には長穴３１ｂ，３１ｃ，３１ｄ，３１ｅ，３１ｆを明けている。車外側に長穴を設けないのは見栄えの低下を防止するためである。車外に露出した長穴３１ｅ，３１ｆには薄い板（図示せず）を溶接して長穴を閉鎖している。これは側梁３１内に水が浸入するのを防止するためである。 The end portions of the vehicle body, that is, the middle beams 36 and the side beams 31 in a range where the hollow members B are arranged are easily crushed by an impact force, like the hollow members B. Slots 36b are formed in the upper and side plates of the middle beam 36 in the range B. The intermediate beam 36 has a channel cross section and has no plate on the lower surface. In the side beam 31 in the range B, long holes 31b, 31c, 31d, 31e, and 31f are formed in a face plate (face plate facing the vehicle inner side) excluding a face plate facing the vehicle outer side surface. The reason for not providing a long hole on the outside of the vehicle is to prevent deterioration in appearance. A long plate is closed by welding a thin plate (not shown) to the long holes 31e and 31f exposed outside the vehicle. This is to prevent water from entering the side beams 31.

車体を構成する側構体１０，屋根構体２０，台枠３０のそれぞれの中空形材は長手方向の両端部の中空形材Ｂ，Ｂとその他の部分（中央部）の中空形材とからなる。中空形材Ｂの長さは例えば１００ｍｍから５００ｍｍ程度である。中空形材Ｂは中空形材Ａよりも柔らかい。中空形材Ｂは焼なましして柔らかくしている。 The hollow members of the side structure 10, the roof structure 20, and the underframe 30 constituting the vehicle body are formed of hollow members B and B at both ends in the longitudinal direction and hollow members at other parts (center part). The length of the hollow member B is, for example, about 100 mm to 500 mm. The hollow profile B is softer than the hollow profile A. The hollow section B is annealed and softened.

この焼なましは例えばＯ材処理である。一般に、押し出し形材は押し出し加工の後、各種の熱処理が行われる。押し出し形材の材質がＡ６Ｎ０１のとき、Ｔ５の人工時効硬化処理が行われる。前記Ｏ材の焼なましはその後行うものである。Ｏ材への焼なまし処理は３８０℃×２時間であり、耐力は３６．８ＭＰａである。Ｔ５は耐力２４５ＭＰａである。前記Ｏ材への焼なましは中空形材の材料として柔らかくすることを目的としたものである。中空形材Ｂの伸びは中空形材Ａよりも大きい。中空形材Ｂの耐力は中空形材Ａよりも小さい。強度と必要な柔らかさのためには、Ｏ材以外の焼なまし処理も選択される。 This annealing is, for example, O material treatment. Generally, an extruded shape is subjected to various heat treatments after extrusion. When the material of the extruded shape is A6N01, an artificial age hardening treatment of T5 is performed. The annealing of the O material is performed thereafter. The annealing treatment for the O material is 380 ° C. × 2 hours, and the proof stress is 36.8 MPa. T5 has a yield strength of 245 MPa. The annealing to the O material is intended to make it soft as a hollow shape material. The elongation of the hollow member B is larger than that of the hollow member A. The yield strength of the hollow member B is smaller than that of the hollow member A. An annealing treatment other than the O material is also selected for strength and necessary softness.

この熱処理としては、図４ように中空形材Ｂの長さに切断した状態で実施する場合と、長尺の中空形材の状態で実施する場合が考えられる。長尺の中空形材の場合、前記熱処理の後、所用の長さ（Ｂ，Ｂ）に切断する。 As this heat treatment, a case where the heat treatment is performed in a state of being cut into the length of the hollow shape B as shown in FIG. 4 or a case where the heat treatment is performed in a state of a long hollow shape material can be considered. In the case of a long hollow shape, after the heat treatment, it is cut to a desired length (B, B).

このように加工した中空形材Ａと中空形材Ｂ，Ｂとをそれぞれ溶接Ｗ_１で接合し、車体全長に相当する中空形材４０を構成する。このようにして製作した中空形材４０を図５に示すように幅方向（車体の周方向）に並べ、通常の同じ方法で溶接Ｗ_２により接合し、台枠３０，側構体１０，屋根構体２０を製作する。台枠３０の場合、側梁３１，３１および中梁３６等の連結部材を溶接する。なお、図１の中空形材４０の数と図５の中空形材４０の数が異なるのは、図１を簡単にするために中空形材４０の数を少なくしたためである。 Thus processed hollow shape member A and hollow shape members B, joining the B respectively welding W _1, constituting the hollow shape member 40 corresponding to the full length body. Arranged in this manner, the fabricated width direction so as hollow shape member 40 shown in FIG. 5 (a vehicle body in the circumferential direction), by welding W ₂ in the usual same way, the underframe 30, side structures 10, the roof structure 20 is produced. In the case of the underframe 30, connecting members such as the side beams 31, 31 and the middle beam 36 are welded. The reason why the number of hollow profiles 40 in FIG. 1 is different from the number of hollow profiles 40 in FIG. 5 is that the number of hollow profiles 40 is reduced in order to simplify FIG.

この中空形材Ａと中空形材Ｂ，Ｂとの溶接構造を図６，図７によって説明する。中空形材４０（Ａ，Ｂ）は、公知のように、２枚の面板４１，４２と、この面板４１，４２を接続する接続板４３とからなる。接続板４３は傾斜しており、斜材４３，４３はトラスを構成するように配置している。中空形材４０と中空形材４０を接合する部分は２つの面板４１，４２を接合する板が傾斜していなくて、面板４１，４２に直交している場合がある。 A welded structure between the hollow profile A and the hollow profiles B and B will be described with reference to FIGS. As is well known, the hollow shape member 40 (A, B) is composed of two face plates 41 and 42 and a connection plate 43 that connects the face plates 41 and 42. The connecting plate 43 is inclined, and the diagonal members 43 and 43 are arranged to constitute a truss. In the portion where the hollow shape member 40 and the hollow shape member 40 are joined, the plates that join the two face plates 41 and 42 may not be inclined and may be orthogonal to the face plates 41 and 42.

中空形材Ａ，Ｂの端部は互いに嵌め込むことのできる構造になっている。中空形材Ａの長手方向の端部は、面板４１，４２が切削によって除かれ、複数の斜材４３が突出している。他方の中空形材Ｂは端部の複数の斜材４３が除かれている。中空形材Ａの端部の斜材４３は中空形材Ｂの２枚の面板４１，４２の間に入ることができる。このように嵌め合わせた状態で、面板４１，４１（４２，４２）同士を外方から溶接する。嵌め合わせて溶接するので、突き合わせ部に段差や曲がりが生じることを抑制でき、溶接作業を容易に行うことができる。 The ends of the hollow members A and B have a structure that can be fitted into each other. At the end in the longitudinal direction of the hollow member A, the face plates 41 and 42 are removed by cutting, and a plurality of diagonal members 43 protrude. The other hollow member B has a plurality of diagonal members 43 at the ends removed. The diagonal member 43 at the end of the hollow member A can enter between the two face plates 41 and 42 of the hollow member B. The face plates 41, 41 (42, 42) are welded from the outside in the state of being fitted in this way. Since fitting and welding are performed, it is possible to suppress the occurrence of a step or bend in the butted portion, and the welding operation can be easily performed.

次に、図１０によって別の製作方法を説明する。車体の全長にわたる中空形材において、中空形材を分離する加工は行わない。長尺の中空形材の両端部において、所用の長さの部分Ｂ_３，Ｂ_３を長尺のまま熱処理（焼なまし）を行う。この熱処理の方法としては、加熱炉の中で部分的に行う場合と、高周波焼入れのように部分的に加熱して所用の特性を有する中空形材にする場合などが考えられる。このようにして、車体全長の中空形材を構成した後、複数の中空形材を接合して台枠を製作する。 Next, another manufacturing method will be described with reference to FIG. In the hollow member extending over the entire length of the vehicle body, the process of separating the hollow member is not performed. Heat treatment (annealing) is performed with the desired length portions B ₃ and B ₃ being long at both ends of the long hollow shape member. As a method of this heat treatment, a case where it is partially performed in a heating furnace, a case where it is partially heated such as induction hardening, and a hollow shape material having a desired characteristic is considered. In this manner, after forming a hollow shape having the entire length of the vehicle body, a plurality of hollow shapes are joined to produce a frame.

車両が障害物に衝突した場合、車体と車体とを連結する連結器は、その衝撃で脱落する。このため、一方の車体の端部が隣接する車体の端部に衝突する。先ず、一方の車体の端部の端梁３９が隣接する車体の端梁３９に衝突する。これによって複数の中空形材４０，側梁３１，中梁３６に衝撃が作用する。また、側構体１０，屋根構体２０にも端部に衝撃力が作用する。 When the vehicle collides with an obstacle, the coupler that connects the vehicle bodies falls off due to the impact. For this reason, the edge part of one vehicle body collides with the edge part of the adjacent vehicle body. First, the end beam 39 at the end of one vehicle body collides with the end beam 39 of the adjacent vehicle body. As a result, an impact acts on the plurality of hollow members 40, the side beams 31, and the middle beams 36. Further, an impact force acts on the side structure 10 and the roof structure 20 at the ends.

車体の端部には中央部の中空形材Ａより柔らかい中空形材Ｂ（Ｂ_３）があるので、衝撃が加わった際、台枠３０の中空形材Ｂが中空形材Ａの一般部より先に変形し、衝撃を緩和する。中空形材Ｂの範囲の中梁３６，側梁３１も長穴によって変形を容易にしているので、同様に変形し、台枠３０の中空形材Ｂの変形を許容する。また、側構体１０，１０，屋根構体２０も台枠３０と同様に端部を柔らかい中空形材Ｂで構成しているので、変形する。 Since there is a hollow member B (B ₃ ) that is softer than the hollow member A at the center at the end of the vehicle body, the hollow member B of the frame 30 is more than the general part of the hollow member A when an impact is applied. Deforms first and reduces impact. Since the middle beam 36 and the side beam 31 in the range of the hollow profile B are also easily deformed by the long holes, they are similarly deformed and allow the hollow profile B of the underframe 30 to be deformed. Further, the side structures 10 and 10 and the roof structure 20 are also deformed because the ends are made of the soft hollow material B in the same manner as the frame 30.

柔らかい中空形材Ｂは車体の端部にある。この位置は、中梁３６の高さが大きくなる部分（連結器用の部材３８の近傍の部分）と端梁３９との間とする。これは車体の内部にいる乗務員や乗客への影響を考慮するためである。車体の端部には便所があったり、他の機器があったり、これらの機器がなくても端部の割合は小さいので、乗客への影響が小さい。また、上記の範囲であれば、例えば、通常、車体に作用する車端圧縮荷重が作用しても、この範囲の荷重分担が少なく、車体の強度に及ぼす影響がほとんどなくなることを考慮したものである。中空形材Ｂの長さは１００ｍｍから５００ｍｍ程度であり、前記範囲に収まる。 The soft hollow profile B is at the end of the car body. This position is between the end beam 39 and a portion where the height of the intermediate beam 36 is increased (portion in the vicinity of the coupler member 38). This is to take into account the impact on the crew and passengers inside the car body. Even if there is a toilet at the end of the vehicle body, there are other devices, or even without these devices, the proportion of the end is small, so the influence on the passengers is small. In addition, in the above range, for example, it is considered that even if a vehicle end compression load acting on the vehicle body is applied normally, there is little load sharing in this range and there is almost no influence on the strength of the vehicle body. is there. The length of the hollow member B is about 100 mm to 500 mm, and falls within the above range.

ここで、中空形材Ｂの衝撃力緩和特性について述べる。通常、鉄道車両に用いられる材料に圧縮荷重が負荷されると、図１１に示す通りの荷重−変形の挙動を示す。材料の特性により、図１２に示すように、引張り強さや耐力などの強度が高く、伸びの小さい（脆い）材料Ｉ、強度は低いが伸びの良い（粘い）材料III、上記材料Ｉ，IIIの中間の特性を示す材料IIが考えられる。図９のＸ（Ｘ_１，Ｘ_２）で示す曲線（図１０の強度特性Ｉに相当する材料）の材料では、耐荷重は大きくなるが、最大荷重を超えた後の耐荷重が急激に低下することになる。一方、強度が低く、伸びの大きい材料（図１０の強度特性IIIに相当する材料）では、図９のＹで示す曲線のように最大の耐荷重は低くなるが、その後の耐荷重が急激に低下しない特性を示す。 Here, the impact force relaxation characteristics of the hollow member B will be described. Normally, when a compressive load is applied to a material used for a railway vehicle, the load-deformation behavior shown in FIG. 11 is exhibited. Depending on the characteristics of the material, as shown in FIG. 12, the material I has high strength such as tensile strength and proof stress and small elongation (brittle), the material III has low strength but good elongation (viscous), and the above materials I and III. A material II exhibiting intermediate characteristics is conceivable. In the material of the curve indicated by X (X ₁ , X ₂ ) in FIG. 9 (material corresponding to the strength characteristic I in FIG. 10), the load resistance increases, but the load resistance after exceeding the maximum load decreases rapidly. Will do. On the other hand, the material having low strength and large elongation (material corresponding to the strength characteristic III in FIG. 10) has a low maximum load resistance as shown by the curve indicated by Y in FIG. It shows the characteristics that do not deteriorate.

Ｙ曲線の例で示す斜線部の範囲は、この材料の破壊エネルギーを示している。ＸとＹ曲線を比較すると、最大耐荷重後の変形挙動により、そこそこの強度を持ち、伸びの良い材料の方（この場合、Ｙ曲線の材料）が、破壊エネルギーは高くなることが解る。このような強度特性Ｙを持つ材料を緩衝部材Ｂとして選ぶことが重要となる。Ｙ曲線の材料は押し出し形材を例えばＯ材処理することによって容易に得ることができる。 The range of the shaded portion shown in the example of the Y curve indicates the fracture energy of this material. Comparing the X and Y curves, it can be seen that the material having moderate strength and good elongation (in this case, the material of the Y curve) has higher fracture energy due to the deformation behavior after the maximum load resistance. It is important to select a material having such a strength characteristic Y as the buffer member B. The material of the Y curve can be easily obtained by treating the extruded shape with, for example, an O material.

Ｘ曲線の場合、材料の強度が高く、伸びが小さいため、部材断面内における応力のアンバランスに伸びが追随できず、部分的に破壊が生じることになり、急激に耐荷重が低下することになる。一方、Ｙ曲線の場合、部材の最大耐荷重は、Ｘ曲線の場合より低下するが、材料の伸びが大きいため、断面内の応力のばらつきに対して部分的に塑性変形する（伸びが追随できる）ことができ、全体として急激な耐荷重の低下につながらず、ある程度の耐荷重を維持しながら大きく変形することができることになる。 In the case of the X curve, since the strength of the material is high and the elongation is small, the elongation cannot follow the stress imbalance in the cross section of the member, resulting in partial breakage and a sudden decrease in load resistance. Become. On the other hand, in the case of the Y curve, the maximum load bearing capacity of the member is lower than that in the case of the X curve, but because the elongation of the material is large, it partially plastically deforms due to the stress variation in the cross section (the elongation can follow). As a whole, it does not lead to a sudden decrease in load resistance, and can be greatly deformed while maintaining a certain load resistance.

このため、車体の端部に衝撃が加わると、中空形材Ｂが中空形材の一般部Ａより先に変形，崩壊し、車体に加わる衝撃を緩和することになる。さらに、部材Ｂを中空形材で構成しているので、一般の薄板構造に比較して、その面内曲げ剛性および面外曲げ剛性が高く、しかも、２枚の面板と斜材からなる複合構造であることから、圧縮荷重に対して破壊エネルギーの吸収特性が高い（単位平面積当たりの）という効果も有している。 For this reason, when an impact is applied to the end portion of the vehicle body, the hollow member B is deformed and collapsed before the general portion A of the hollow member, and the impact applied to the vehicle body is reduced. Further, since the member B is formed of a hollow shape member, its in-plane bending rigidity and out-of-plane bending rigidity are higher than that of a general thin plate structure, and a composite structure including two face plates and a diagonal member. Therefore, it also has an effect that the absorption characteristic of fracture energy is high (per unit plane area) with respect to the compressive load.

中空形材Ｂの位置は客室であるが、車体の端部であり、乗客への影響は少ないと考えられる。 The position of the hollow member B is in the passenger room, but it is the end of the vehicle body, and it is considered that there is little influence on passengers.

中梁３６，側梁３１の端部を前記中空形材Ｂのように熱処理によって柔らかくしてもよい。この場合、端部と中央部は１つの部材でも溶接によって一体にしたものでもよい。中空形材の場合、前記のように嵌め合わせるようにする。 The ends of the middle beam 36 and the side beam 31 may be softened by heat treatment like the hollow profile B. In this case, the end portion and the central portion may be one member or integrated by welding. In the case of a hollow shape, it is fitted as described above.

上記実施例では、構体を中空形材で構成しているが、適宜、薄板と骨部材とで構成することができる。 In the above embodiment, the structure is formed of a hollow shape, but can be appropriately formed of a thin plate and a bone member.

本発明の技術範囲は、特許請求の範囲の各請求項に記載の文言あるいは課題を解決するための手段の項に記載の文言に限定されず、当業者がそれから容易に置き換えられる範囲にも及ぶものである。 The technical scope of the present invention is not limited to the language described in each claim of the claims or the language described in the means for solving the problem, and extends to a range easily replaced by those skilled in the art. Is.

本発明の一実施例の鉄道車両の車体の端部の斜視図である。It is a perspective view of the edge part of the vehicle body of the railway vehicle of one Example of this invention. 図１の車体の端部の台枠の平面図である。It is a top view of the frame of the edge part of the vehicle body of FIG. 図１のIII−III断面図である。FIG. 3 is a sectional view taken along line III-III in FIG. 1. 本発明の一実施例の中空形材の製作方法の説明図である。It is explanatory drawing of the manufacturing method of the hollow shape material of one Example of this invention. 台枠の全体構造の平面図である。It is a top view of the whole frame structure. 図１の台枠の端部の斜視図である。It is a perspective view of the edge part of the base frame of FIG. 図６のVII−VII断面図である。It is VII-VII sectional drawing of FIG. 図２のVIII−VIII断面図である。It is VIII-VIII sectional drawing of FIG. 図２のIX−IX断面図である。It is IX-IX sectional drawing of FIG. 本発明の他の実施例の中空形材の製作方法の説明図である。It is explanatory drawing of the manufacturing method of the hollow shape material of the other Example of this invention. 材料の衝突エネルギーの説明図である。It is explanatory drawing of the collision energy of material. 材料の応力−ひずみ線図である。It is a stress-strain diagram of material.

符号の説明Explanation of symbols

１０…側構体、２０…屋根構体、３０…台枠、３１…側梁、３５…枕梁、３６…中梁、３８…部材、３９…端梁、Ａ，４０…中空形材、Ｂ，Ｂ…緩衝部材（中空形材）。 DESCRIPTION OF SYMBOLS 10 ... Side structure, 20 ... Roof structure, 30 ... Underframe, 31 ... Side beam, 35 ... Pillow beam, 36 ... Middle beam, 38 ... Member, 39 ... End beam, A, 40 ... Hollow shape material, B, B ... buffer member (hollow shape).

Claims

台枠，側構体，屋根構体からなる軌条車両において、
前記台枠において、車両の長手方向の両端の材料は、前記長手方向の中央側の材料に比べて柔らかいこと、
を特徴とする軌条車両。 In rail vehicles consisting of underframe, side structure, roof structure,
In the underframe, the material at both ends in the longitudinal direction of the vehicle is softer than the material at the center in the longitudinal direction,
Rail vehicle characterized by.

請求項１の軌条車両において、
前記台枠の床部分を構成する部材において、前記両端の範囲の材料は、前記中央側の材料に比べて柔らかいこと、
を特徴とする軌条車両。 In the rail vehicle according to claim 1,
In the member constituting the floor portion of the underframe, the material in the range of the both ends is softer than the material on the center side,
Rail vehicle characterized by.

請求項２の軌条車両において、
前記台枠の前記床部分を構成する部材およびその幅方向の両側の側梁において、
前記両端の範囲のそれぞれの材料は、前記中央側のそれぞれの材料に比べて柔らかいこと、
を特徴とする軌条車両。 In the rail vehicle according to claim 2,
In the members constituting the floor portion of the underframe and the side beams on both sides in the width direction thereof,
Each material in the range of the both ends is softer than each material on the center side,
Rail vehicle characterized by.

請求項１の軌条車両において、
前記長手方向に沿って設けられ、連結器を接合するために前記台枠の下面に設置した中梁において、前記両端の範囲材料は、前記中央側の材料に比べて柔らかいこと、
を特徴とする軌条車両。 In the rail vehicle according to claim 1,
In the middle beam provided along the longitudinal direction and installed on the lower surface of the underframe to join the coupler, the range material at both ends is softer than the material on the center side,
Rail vehicle characterized by.

請求項１の軌条車両において、
前記側構体および前記屋根構体において、前記両端の範囲の材料は、前記長手方向の中央側の材料に比べて柔らかいこと、
を特徴とする軌条車両。 In the rail vehicle according to claim 1,
In the side structure and the roof structure, the material in the range of the both ends is softer than the material on the center side in the longitudinal direction,
Rail vehicle characterized by.

台枠，側構体，屋根構体からなり、
前記台枠は複数の中空形材で構成しており、
前記中空形材の押出し方向は車両の長手方向に向いており、該複数の中空形材を車両の周方向に沿って並べて、該中空形材同士を接合して構成した軌条車両において、
前記複数の中空形材において、車両の長手方向の両端の材料は、前記長手方向の中央側の材料に比べて柔らかいこと、
を特徴とする軌条車両。 Consisting of underframe, side structure, roof structure,
The underframe is composed of a plurality of hollow shapes,
In the rail vehicle configured such that the extrusion direction of the hollow shape member is oriented in the longitudinal direction of the vehicle, the hollow shape members are arranged along the circumferential direction of the vehicle, and the hollow shape members are joined to each other.
In the plurality of hollow shapes, the material at both ends in the longitudinal direction of the vehicle is softer than the material at the center in the longitudinal direction,
Rail vehicle characterized by.

請求項６の軌条車両において、前記両端の前記材料である前記中空形材と前記中央側の前記材料である前記中空形材とは別部材であって、両者は結合されていること、
を特徴とする軌条車両。 The rail vehicle according to claim 6, wherein the hollow shape material that is the material at the both ends and the hollow shape material that is the material on the center side are separate members, and both are combined.
Rail vehicle characterized by.

請求項７の軌条車両において、
前記両端の複数の前記中空形材と前記中央側の複数の前記中空形材との一方の中空形材の２枚の面板は他方の中空形材の２枚の面板に突き合わせられており、該突き合わせ部を溶接しており、
前記一方の中空形材において、前記２枚の面板を接合する接続材の前記長手方向の端部が前記２枚の面板の端部よりも突出しており、
前記他方の中空形材において、前記２枚の面板の前記長手方向の端部が該２枚の面板を接合する接続材の端部よりも突出しており、
前記一方の前記接続材が前記他方の中空形材の２枚の面板の間に位置していること、
を特徴とする軌条車両。 In the rail vehicle according to claim 7,
The two face plates of one hollow shape of the plurality of hollow shapes at the both ends and the plurality of hollow shapes at the center are abutted against the two face plates of the other hollow shape, We ’re welding the butt,
In the one hollow shape member, the end portion in the longitudinal direction of the connecting material for joining the two face plates protrudes from the end portions of the two face plates,
In the other hollow shape member, the end in the longitudinal direction of the two face plates protrudes from the end of the connecting material that joins the two face plates,
The one connecting member is positioned between two face plates of the other hollow member;
Rail vehicle characterized by.

請求項６の軌条車両において、
前記両端の前記材料である前記中空形材と前記中央側の前記材料である前記中空形材とは一つの中空形材であること、
を特徴とする軌条車両。 In the rail vehicle according to claim 6,
The hollow profile that is the material at both ends and the hollow profile that is the material on the center side are one hollow profile,
Rail vehicle characterized by.

請求項６の軌条車両において、
前記台枠の両側の側梁において、前記両端の範囲の材料は、前記長手方向の中央側の材料に比べて柔らかいこと、
を特徴とする軌条車両。 In the rail vehicle according to claim 6,
In the side beams on both sides of the underframe, the material in the range of both ends is softer than the material on the center side in the longitudinal direction,
Rail vehicle characterized by.

請求項６の軌条車両において、
前記長手方向に沿って設けられ、連結器を接合するために前記台枠の下面に設置した中梁において、前記両端の範囲の材料は、前記長手方向の中央側の材料に比べて柔らかいこと、
を特徴とする軌条車両。 In the rail vehicle according to claim 6,
In the middle beam provided along the longitudinal direction and installed on the lower surface of the underframe to join the coupler, the material in the range of the both ends is softer than the material on the center side in the longitudinal direction,
Rail vehicle characterized by.

請求項６の軌条車両において、
前記側構体および前記屋根構体は複数の第２の中空形材で構成しており、
前記複数の第２の中空形材の押出し方向は車両の長手方向に向いており、該複数の第２の中空形材を車両の周方向に沿って並べて、該第２の中空形材同士を接合しており、
前記複数の第２の中空形材において、前記両端の範囲の材料は、前記長手方向の中央側の材料に比べて柔らかいこと、
を特徴とする軌条車両。 In the rail vehicle according to claim 6,
The side structure and the roof structure are composed of a plurality of second hollow shapes,
The direction of extrusion of the plurality of second hollow shapes is in the longitudinal direction of the vehicle, the plurality of second hollow shapes are arranged along the circumferential direction of the vehicle, and the second hollow shapes are aligned with each other. Joined
In the plurality of second hollow shapes, the material in the range of the both ends is softer than the material on the center side in the longitudinal direction,
Rail vehicle characterized by.

請求項１２の軌条車両において、
前記両端の前記材料である前記第２の中空形材と前記中央側の前記材料である前記第２の中空形材とは別部材であって、両者は溶接していること、
を特徴とする軌条車両。 In the rail vehicle according to claim 12,
The second hollow shape material that is the material at both ends and the second hollow shape material that is the material on the center side are separate members, and both are welded.
Rail vehicle characterized by.

請求項１３の軌条車両において、
前記両端の複数の前記第２の中空形材と前記中央側の複数の前記第２の中空形材との一方の中空形材の２枚の面板は他方の中空形材の２枚の面板に突き合わせられており、該突き合わせ部を溶接しており、
前記一方の中空形材において、前記２枚の面板を接合する接続材の前記長手方向の端部が前記２枚の面板の端部よりも突出しており、
前記他方の中空形材において、前記２枚の面板の前記長手方向の端部が該２枚の面板を接合する接続材の端部よりも突出しており、
前記一方の前記接続材が前記他方の中空形材の２枚の面板の間に位置していること、
を特徴とする軌条車両。 In the rail vehicle according to claim 13,
Two face plates of one hollow shape of the plurality of second hollow shapes at the both ends and the plurality of second hollow shapes at the center side are replaced with two face plates of the other hollow shape. Are butt-welded, and the butt-welding portion is welded,
In the one hollow shape member, the end portion in the longitudinal direction of the connecting material for joining the two face plates protrudes from the end portions of the two face plates,
In the other hollow shape member, the end in the longitudinal direction of the two face plates protrudes from the end of the connecting material that joins the two face plates,
The one connecting member is positioned between two face plates of the other hollow member;
Rail vehicle characterized by.

請求項１２の軌条車両において、
前記両端の前記材料である前記第２の中空形材と前記中央側の前記材料である前記第２の中空形材とは一つの中空形材であること、
を特徴とする軌条車両。 In the rail vehicle according to claim 12,
The second hollow shape material that is the material at both ends and the second hollow shape material that is the material on the center side are one hollow shape material,
Rail vehicle characterized by.

複数の車体を連結した編成車両において、
それぞれの前記車体の両端であって、客室を構成する部分の一部に、隣接する車両に衝突することによって前記車体の長手方向に長さを短くする部分を設置していること、
を特徴とする編成車両。 In a knitted vehicle that connects multiple vehicle bodies,
At both ends of each vehicle body, a part of the portion constituting the passenger cabin is provided with a portion that shortens the length in the longitudinal direction of the vehicle body by colliding with an adjacent vehicle,
An organized vehicle characterized by

請求項１６の編成車両において、
前記一部は前記それぞれの車体の台枠であって、該台枠の前記両端の材料は、前記長手方向の中央側の材料に比べて柔らかいこと、
を特徴とする軌条車両。 The organized vehicle of claim 16,
The part is a frame of each of the vehicle bodies, and the material of the both ends of the frame is softer than the material on the center side in the longitudinal direction;
Rail vehicle characterized by.