JP2008062817A - Railway vehicle - Google Patents

Railway vehicle Download PDF

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JP2008062817A
JP2008062817A JP2006243544A JP2006243544A JP2008062817A JP 2008062817 A JP2008062817 A JP 2008062817A JP 2006243544 A JP2006243544 A JP 2006243544A JP 2006243544 A JP2006243544 A JP 2006243544A JP 2008062817 A JP2008062817 A JP 2008062817A
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vehicle
vehicle body
bone member
longitudinal direction
bone
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JP5092323B2 (en
Inventor
Takeshi Kawasaki
健 川崎
Toshihiko Mochida
敏彦 用田
Toshiharu Miyamoto
俊治 宮本
Hideyuki Nakamura
英之 中村
Takasato Yamaguchi
貴吏 山口
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Hitachi Ltd
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Hitachi Ltd
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Priority to JP2006243544A priority Critical patent/JP5092323B2/en
Priority to KR1020070002855A priority patent/KR100836090B1/en
Priority to CN2007100021031A priority patent/CN101138981B/en
Priority to EP07250099A priority patent/EP1897775B1/en
Priority to US11/622,531 priority patent/US20080060544A1/en
Publication of JP2008062817A publication Critical patent/JP2008062817A/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D17/00—Construction details of vehicle bodies
    • B61D17/04—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
    • B61D17/20—Communication passages between coaches; Adaptation of coach ends therefor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D15/00—Other railway vehicles, e.g. scaffold cars; Adaptations of vehicles for use on railways
    • B61D15/06—Buffer cars; Arrangements or construction of railway vehicles for protecting them in case of collisions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D17/00—Construction details of vehicle bodies
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D17/00—Construction details of vehicle bodies
    • B61D17/04—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
    • B61D17/06—End walls

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Wood Science & Technology (AREA)
  • Transportation (AREA)
  • Vibration Dampers (AREA)
  • Body Structure For Vehicles (AREA)

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle body capable of absorbing energy generated at a collision with the end of the vehicle body of a railway vehicle. <P>SOLUTION: This railway vehicle is composed of a rigid member 15 disposed along the circumferential direction of the vehicle on the end of the vehicle body, a rib member 16 disposed along the circumferential direction at a position rearward from the rigid member 15, a rib member 17 disposed along the longitudinal direction of the vehicle body and connecting both the rigid member 15 and the rib member 16, and an outer panel 18 covering them. The longitudinal direction of the rib member 17 corresponds to the longitudinal direction of the vehicle body. The rib member 17 is constituted of two flanges 17c, 17d and a web 17b connecting the two flanges, and the side having the web 17b is welded to the outer panel 18 by fillet-welding. A notch 21 opened to the edge of the flange is formed at the flange at the center of the longitudinal direction of the rib member 17. When a collision load is applied, the notch 21 is valley-folded, so that the rib member is bent toward the direction opposite to the side to which the outer panel 18 is attached, so that the collision load can be absorbed sufficiently since the outer panel 18 does not interfere with the buckling of the rib member 17. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

本発明は、鉄道車両やモノレールカー等の軌条車両のエネルギー吸収構造に関するものである。   The present invention relates to an energy absorption structure for a rail vehicle such as a railway vehicle or a monorail car.

軌条車両では、通常運行中に予期せず物体と衝突する可能性がある。予期せず衝突する物体としては、道路車両、樹木や鉄道車両などの大きな物体から、石、雪塊や対向車両の部品といった小さな物体などをあげることができる。また、衝突時の速度は高速走行時から低速走行時までさまざまである。   Rail vehicles may collide with objects unexpectedly during normal operation. Examples of the object that collides unexpectedly include a large object such as a road vehicle, a tree, and a railway vehicle, and a small object such as a stone, a snow mass, and a part of an oncoming vehicle. The speed at the time of collision varies from high speed to low speed.

ここで、鉄道車両が大きな物体と高速で衝突した場合を考える。大きな物体と高速で衝突した場合、鉄道車両には大きな荷重が衝撃的に作用することになる。このような衝撃から輸送機器に搭乗している乗員・乗客を保護するために、輸送機器の構造物の一部を積極的に変形させることにより、衝突のエネルギーを吸収しなければならない。   Here, consider a case where a railway vehicle collides with a large object at high speed. When a large object collides with a high speed, a large load is impacted on the railway vehicle. In order to protect passengers / passengers who are on the transportation equipment from such an impact, the collision energy must be absorbed by actively deforming a part of the structure of the transportation equipment.

即ち、乗員・乗客が搭乗しており、物体との衝突時に軌条車両の構造物が潰れないことを目的とした空間（以後、サバイバルゾーンと呼ぶ）と、物体との衝突時に軌条車両の構造物を積極的に変形させて衝突のエネルギーを吸収する空間（以後、クラッシャブルゾーンと呼ぶ）を分離して軌条車両の構造物に設けるという概念である。   That is, a space (hereinafter referred to as a survival zone) for the purpose of preventing the structure of the rail vehicle from collapsing when the passenger / passenger is on board and colliding with the object, and the structure of the rail vehicle when colliding with the object It is a concept that a space (hereinafter referred to as a crushable zone) that absorbs the energy of collision by positively deforming is separated and provided in the structure of the rail vehicle.

一方、軌条車両が大きな物体と低速で衝突した場合を考える。低速で衝突した際、車体に作用する衝撃は高速走行時と比較して軽微なものである。このため、衝突時に車体に作用するエネルギーを高速走行時のように積極的に吸収しなくとも乗員や乗客の安全は確保できる。逆に、堅牢な構造として高速走行時の衝突時に作用する荷重で車両が変形しないようにすることが望ましい。   On the other hand, consider a case where a rail vehicle collides with a large object at a low speed. When the vehicle collides at a low speed, the impact acting on the vehicle body is lighter than that at high speed. For this reason, it is possible to ensure the safety of passengers and passengers without actively absorbing the energy acting on the vehicle body at the time of collision as in high-speed traveling. Conversely, it is desirable that the vehicle is not deformed by a load acting at the time of a collision during high-speed traveling as a robust structure.

さらに、梁部材が変形する際には、変形する向きや変形の起点などを制御できることが望ましい。   Further, when the beam member is deformed, it is desirable to be able to control the deformation direction, the deformation starting point, and the like.

非特許文献１は、飛来物防御板をレール方向である車体長手方向に対して最も先端に配置し、それに隣接してエネルギーを吸収する部材を配置した構造の例である。   Non-Patent Document 1 is an example of a structure in which the flying object defense plate is disposed at the most distal end with respect to the longitudinal direction of the vehicle body, which is the rail direction, and a member that absorbs energy is disposed adjacent thereto.

特許文献１は、四辺にアルミ合金製中空押出形材を用いたエネルギー吸収構造が効率よくエネルギーを吸収することを示している。   Patent document 1 has shown that the energy absorption structure using the aluminum alloy hollow extrusion shape material on the four sides absorbs energy efficiently.

特許文献２，３，４はエネルギー吸収体の面板に穴を開け、エネルギーを吸収することが示されている。   Patent Documents 2, 3 and 4 show that a hole is made in the face plate of the energy absorber to absorb energy.

特開２００４−１６８２１８号公報JP 2004-168218 A 特開２００２−６７９５２号公報JP 2002-67952 A 特開２００１−８８６９８号公報JP 2001-88698 A 特開２００１−２６２６８号公報JP 2001-26268 A Amar Ainoussa. A crashworthy high speed aluminium train：thewest coast main line class 390 tilting train、Proc. Imech E Conf。“What canwe realistically expect from crashworthiness？”.(2001)。Amar Ainoussa. A crashworthy high speed aluminum train: thewest coast main line class 390 tilting train, Proc. Imech E Conf. “What canwe realistically expect from crashworthiness?” (2001).

上述したように、ある程度以上の荷重が作用した場合には積極的に変形してエネルギーを吸収し、ある程度以下の荷重が作用した場合には構造が変形しないような構造が求められる。   As described above, there is a demand for a structure that positively deforms and absorbs energy when a load of a certain level or more is applied, and does not deform when a load of a level of a certain level or less is applied.

上記目的は、
編成車両の中間車両の端部または、該中間車両に連結する車両の端部において、
車両の端部の乗員室の側面の垂直方向に沿い、また、屋根に沿った２つの強度部材があり、該強度部材の一方は車体の長手方向の先端にあり、他方は一方よりも車体の長手方向において後端側にあり、
前記車体の端部は、車体の前記前後の前記強度部材と、該強度部材に溶接した骨部材と、前記骨部材および前記２つの強度部材を覆う外板と、からなり、
前記骨部材の長手方向は車体の長手方向に沿っており、
該骨部材は２枚のフランジと該２枚のフランジを接続するウエブと、からなり、
前記ウエブ側を前記外板に隅肉溶接しており、
前記骨部材の長手方向の中間の前記フランジにフランジ端部に開口を有する切り欠きを有し、
該切り欠きと前記骨部材の長手方向端部との間の前記ウエブに穴を有すること、
によって、達成できる。 The above purpose is
At the end of the intermediate vehicle of the trained vehicle or the end of the vehicle connected to the intermediate vehicle,
There are two strength members along the vertical direction of the side of the passenger compartment at the end of the vehicle and along the roof. One of the strength members is at the longitudinal end of the vehicle body, and the other is at the front end of the vehicle body than the other. On the rear end side in the longitudinal direction,
The end of the vehicle body consists of the front and rear strength members of the vehicle body, a bone member welded to the strength member, and an outer plate covering the bone member and the two strength members,
The longitudinal direction of the bone member is along the longitudinal direction of the vehicle body,
The bone member comprises two flanges and a web connecting the two flanges,
Fillet welding the web side to the outer plate,
The flange in the middle of the longitudinal direction of the bone member has a notch having an opening at the flange end;
Having a hole in the web between the notch and the longitudinal end of the bone member;
Can be achieved.

これによれば、車体の前端に衝突荷重がかかった際、強度部材を介して骨部材に荷重がかかる。骨部材は、切り欠きの箇所で、骨部材を座屈させる。骨部材が座屈しても、外板側には曲がらないので、よって、外板によって、座屈が阻害されることが無く、衝突エネルギーを吸収できる。   According to this, when a collision load is applied to the front end of the vehicle body, the load is applied to the bone member via the strength member. The bone member buckles the bone member at the notch. Even if the bone member is buckled, it does not bend to the outer plate side, so that the buckling is not hindered by the outer plate and the collision energy can be absorbed.

以下、本発明の実施の形態を図面を参照して説明する。   Hereinafter, embodiments of the present invention will be described with reference to the drawings.

本発明を軌条車両に対して適用した場合の第一の実施例を図１から図６によって説明する。   A first embodiment when the present invention is applied to a rail vehicle will be described with reference to FIGS.

まず、図１により軌条車両の構造を説明する。図１に、軌条車両の構体１は、屋根を形成する屋根構体２、車体長手方向に対して両端を閉鎖する面を形成する妻構体３，車体長手方向に対して左右の面を形成する側構体４、及び床面を形成する台強度部材５から構成されている。側構体４には窓Ｗや出入口の開口がある。   First, the structure of the rail vehicle will be described with reference to FIG. In FIG. 1, a rail vehicle structure 1 includes a roof structure 2 that forms a roof, a wife structure that forms surfaces that close both ends with respect to the longitudinal direction of the vehicle body 3, and a side that forms left and right surfaces with respect to the longitudinal direction of the vehicle body. It is comprised from the structure 4 and the base strength member 5 which forms a floor surface. The side structure 4 has a window W and an opening at the entrance.

この構体１は、衝突時に乗員・乗客の生命を保護するサバイバルゾーン１０と、衝突時に生じるエネルギーを吸収するクラッシャブルゾーン１１により構成される。サバイバルゾーン１０は、車両の長手方向の中央に設置されている。   The structure 1 includes a survival zone 10 that protects the lives of passengers and passengers at the time of a collision, and a crushable zone 11 that absorbs energy generated at the time of the collision. The survival zone 10 is installed at the center in the longitudinal direction of the vehicle.

クラッシャブルゾーン１１は、車両の長手方向の両端部に存在し、あたかもサバイバルゾーン１０をはさみこむように配置されている。   The crashable zone 11 exists at both ends in the longitudinal direction of the vehicle, and is arranged as if sandwiching the survival zone 10.

本図では運転する装置をもたない中間車両を用いて構造を説明しているが、運転装置を有する車両でも、クラッシャブルゾーン１１とサバイバルゾーン１０の相対的な配置は変わらない。   In this figure, the structure is described using an intermediate vehicle having no driving device, but the relative arrangement of the crushable zone 11 and the survival zone 10 does not change even in a vehicle having a driving device.

図２に、クラッシャブルゾーン１１の側面図を示す。このクラッシシャブルゾーン１１は、先頭車では後端側の端部にあり、編成車両の中間車ではその長手方向端部（それよりも前方または後方の車両との接続部側にある）。   FIG. 2 shows a side view of the crushable zone 11. The crashable zone 11 is located at the end on the rear end side in the leading car, and is located in the longitudinal direction at the intermediate car of the trained vehicle (on the connection side with the vehicle ahead or behind it).

クラッシャブルゾーン１１を構成する主な部材は、クラッシャブルゾーン１１の乗員室を構成する前後の強度部材１５，１６（一般に、隅柱，ポスト等と呼称される。）と、前後の強度部材１５，１６を接続する骨部材１７と、強度部材１５，１６、骨部材１７の外側を覆う外板１８とからなる。   The main members constituting the crashable zone 11 are the front and rear strength members 15 and 16 (generally referred to as corner pillars, posts, etc.) and the front and rear strength members 15 constituting the passenger compartment of the crashable zone 11. , 16, the strength members 15, 16, and the outer plate 18 that covers the outside of the bone member 17.

骨部材１７は、車体の長手方向に沿っている。傾斜していない。強度部材１５，１６は、車体の側面において垂直方向に沿い、また、屋根に沿っている。   The bone member 17 is along the longitudinal direction of the vehicle body. Not inclined. The strength members 15 and 16 are along the vertical direction on the side surface of the vehicle body and along the roof.

図３，図４，図５において、骨部材１７は断面がＵ字状であり、Ｕ字状のウエブ１７ｂ側に外板１８を隅肉溶接している。隅肉溶接は、連続でも不連続でもよい。ウエブ１７ｂの両側にフランジ１７ｃ，１７ｄがある。骨部材１７の長さ方向の中間のフランジ１７ｃ，１７ｄに切り欠き２１を設けている。切り欠き２１はフランジ１７ｃ，１７ｄの端部に開口している。   3, 4, and 5, the bone member 17 has a U-shaped cross section, and the outer plate 18 is fillet welded to the U-shaped web 17 b side. Fillet welding may be continuous or discontinuous. There are flanges 17c and 17d on both sides of the web 17b. Notches 21 are provided in flanges 17c and 17d in the middle of the length direction of the bone member 17. The notch 21 opens at the ends of the flanges 17c and 17d.

また、Ｕ字状のウエブ１７ｂ（外板に面する面）には、長手方向の端部よりに穴２２，２２が設けてある。   Further, the U-shaped web 17b (surface facing the outer plate) is provided with holes 22, 22 from the end in the longitudinal direction.

かかる構成において、ある程度以上の荷重（衝突荷重）が強度部材１５の長手方向に作用した場合は、強度部材１５及びその外側の外板１８が変形してエネルギーを吸収し、ある程度以下の荷重が作用した場合には変形しない。   In such a configuration, when a load (collision load) of a certain level or more is applied in the longitudinal direction of the strength member 15, the strength member 15 and the outer plate 18 outside thereof are deformed to absorb energy, and a load of a level below is applied. If it does, it will not be deformed.

ある程度以上の荷重（以下、過大な荷重という。）が作用した場合、骨部材１７は長手方向の中間に切り欠き２１があるので、該個所から変形が進行する。図４に示すように、変形は、切り欠き２１側が谷とするように進む。谷になる反対側に外板１８があるので、切り欠き２１側が谷に折れても外板を谷内に巻き込むことが無いので、変形が進み、エネルギーを吸収できる。   When a load of a certain level or more (hereinafter referred to as an excessive load) is applied, the bone member 17 has a notch 21 in the middle in the longitudinal direction, so that the deformation progresses from the portion. As shown in FIG. 4, the deformation proceeds so that the notch 21 side is a valley. Since there is the outer plate 18 on the opposite side to become the valley, even if the notch 21 side is folded into the valley, the outer plate is not caught in the valley, so that the deformation proceeds and the energy can be absorbed.

また、骨部材１７の長手方向の両端近傍のＵ字状のウエブ１７ｂには開口２２，２３が設けてあるので、図５に示すように、骨部材１７全体として考えた場合、ウエブ１７ｂが山となるように変形する。このため、外板１８が車外側に対して凸になるように変形する。もしこのような変形が生じず局部座屈が連続して発生し、変形方向を制御できない場合には、つぶれ残り量が多くなり有効な圧壊が確保できない。また、車内側に変形すると乗員や乗客に対して影響が生じる可能性がある。このため、外側に凸になるように変形を制御することは有益である。   Further, since the U-shaped web 17b in the vicinity of both ends in the longitudinal direction of the bone member 17 is provided with openings 22 and 23, as shown in FIG. It transforms to become. For this reason, it deform | transforms so that the outer plate | board 18 may become convex with respect to the vehicle outer side. If such deformation does not occur and local buckling occurs continuously and the deformation direction cannot be controlled, the amount of remaining crushing increases and effective crushing cannot be ensured. Moreover, when it deform | transforms into a vehicle inside, it may have an influence with respect to a passenger | crew or a passenger. For this reason, it is beneficial to control the deformation so as to be convex outward.

前記実施例では、断面Ｕ字状の骨部材１７のウエブ１７ｂを外板１８に溶接していたが、図６，図７，図８に示すように、フランジ１７ｃ，１７ｄの先端に外板１８を溶接してもよい。このようにすれば、溶接が簡単である。   In the above embodiment, the web 17b of the bone member 17 having a U-shaped cross section is welded to the outer plate 18. However, as shown in FIGS. 6, 7, and 8, the outer plate 18 is attached to the distal ends of the flanges 17c and 17d. May be welded. In this way, welding is easy.

この場合は、骨部材１７の長手方向の中間に設ける切り欠き２１に相当する長穴２１ｂはウエ部１７ｂとフランジ１７ｃ（１７ｄ）との接続部に設ける。該接続部が強度的に強いためである。   In this case, the long hole 21b corresponding to the notch 21 provided in the middle in the longitudinal direction of the bone member 17 is provided in the connecting portion between the web portion 17b and the flange 17c (17d). This is because the connecting portion is strong in strength.

図６において、長穴２１ｂの幅方向の中間を中心として、折り曲げ、ウエブ１７ｂとフランジ１７ｃ，１７ｄとになるように折り曲げ、骨部材１７を構成する。例えば、長穴
２１ｂの幅は約４０mmである。 In FIG. 6, the bone member 17 is configured by bending around the middle of the long hole 21 b in the width direction and bending the web 17 b and the flanges 17 c and 17 d. For example, the width of the long hole 21b is about 40 mm.

図６、図７は上記によって構成した骨部材１７である。２１ｂは図３の切り欠き２１に相当する穴である。切り欠き２２ｂ，２３ｂは図３の穴２２，２３に相当する。切り欠き２２ｂ，２３ｂはフランジ１７ｃ，１７ｄの先端に開口している。   6 and 7 show the bone member 17 configured as described above. 21b is a hole corresponding to the notch 21 of FIG. The notches 22b and 23b correspond to the holes 22 and 23 in FIG. The notches 22b and 23b are opened at the tips of the flanges 17c and 17d.

図９は本発明（図１０）に対して考えた従来例である。図９（ａ）に示すように、骨材１５に荷重が作用した場合、当該高さに存在する骨部材１７が主として荷重を支持する。この場合、骨部材１７や強度部材１６には曲げ変形は生じないとすれば、骨部材１７や強度部材１６に発生する応力は低い値となる。   FIG. 9 shows a conventional example considered for the present invention (FIG. 10). As shown in FIG. 9A, when a load is applied to the aggregate 15, the bone member 17 existing at the height mainly supports the load. In this case, if bending deformation does not occur in the bone member 17 and the strength member 16, the stress generated in the bone member 17 and the strength member 16 becomes a low value.

一方、図９（ｂ）に示すように、骨部材１７（１７ｃ，１７ｄ）が配置されていない位置の強度部材１５に荷重が作用した場合（骨部材１７ｃ，１７ｄの中間位置に荷重が作用した場合）、その位置近傍の骨部材１７ｃ，１７ｄが荷重を支持する。   On the other hand, as shown in FIG. 9B, when a load is applied to the strength member 15 at a position where the bone member 17 (17c, 17d) is not disposed (a load is applied to an intermediate position between the bone members 17c, 17d). ), The bone members 17c and 17d in the vicinity of the position support the load.

この場合には骨部材１７ｃ，１７ｄと荷重点の距離に比例して曲げモーメントが生じる。すなわち、骨部材１７ｃ，１７ｄと荷重点の距離が長くなれば曲げモーメントは大きくなる。そこで、骨部材１７ｃ，１７ｄおよび強度部材１５には曲げ変形が生じ、骨部材
１７ｃ，１７ｄや強度部材１５に発生する応力は高い値となる。 In this case, a bending moment is generated in proportion to the distance between the bone members 17c and 17d and the load point. That is, as the distance between the bone members 17c and 17d and the load point increases, the bending moment increases. Therefore, bending deformation occurs in the bone members 17c and 17d and the strength member 15, and the stress generated in the bone members 17c and 17d and the strength member 15 has a high value.

このとき、骨部材１７は高さ方向に疎に配置されていれば、発生応力が高くなることに必然的に生じる。骨部材１７ｃ，１７ｄの間隔を密に配置すると、衝撃により強度部材
１７が変形を開始する際に生じる荷重が高くなりすぎる。 At this time, if the bone members 17 are sparsely arranged in the height direction, the generated stress inevitably occurs. If the gap between the bone members 17c and 17d is closely arranged, the load generated when the strength member 17 starts to deform due to an impact becomes too high.

このため、高い荷重が作用した場合には強度部材１５および骨部材１７に作用するモーメントが大きくなり、双方の部材には高い応力が発生する。   For this reason, when a high load acts, the moment which acts on the strength member 15 and the bone member 17 becomes large, and high stress is generated in both members.

図１０により、本発明の第２実施例を説明する。強度部材１５に接続する骨部材１１７との接続部は、骨部材１１７を、Ｙ字状に拡大させている。強度部材１６側は拡大していない。   A second embodiment of the present invention will be described with reference to FIG. The connecting portion with the bone member 117 connected to the strength member 15 expands the bone member 117 in a Y shape. The strength member 16 side is not enlarged.

このため、強度部材１５を骨部材１１７で支持する点数が多くなる。このため、たとえ骨部材１１７が配置されていない高さに荷重が作用した場合でも、荷重点から骨部材117による支持点までの距離は短くなる。そこで、発生するモーメントは従来の例と比較して小さくなる。   For this reason, the number of points for supporting the strength member 15 by the bone member 117 increases. For this reason, even when a load acts on the height at which the bone member 117 is not disposed, the distance from the load point to the support point by the bone member 117 is shortened. Therefore, the generated moment is smaller than in the conventional example.

すなわち、図１０（ｂ）に示すように、骨部材１１７ｃ，１１７ｄが配置されていない高さに荷重が負荷された場合、当該高さの近傍の骨部材１１７ｃ，１１７ｄの拡大した先端が主として荷重を支持する。この場合には拡大した骨部材１１７ｃ，１１７ｄの端部と荷重点の距離に比例して曲げ変形が生じるが、強度部材１５側に分岐した長さ（距離）は、骨部材１１７の配置間隔と比較して長くない。このため、強度部材１５や骨部材１１７に生じる曲げ変形は小さいものになるので、骨部材１１７や強度部材１５に発生する応力は低い値となる。   That is, as shown in FIG. 10B, when a load is applied to a height at which the bone members 117c and 117d are not arranged, the enlarged tips of the bone members 117c and 117d in the vicinity of the height are mainly loaded. Support. In this case, bending deformation occurs in proportion to the distance between the ends of the enlarged bone members 117c and 117d and the load point, but the length (distance) branched to the strength member 15 side is equal to the arrangement interval of the bone members 117. Not long compared. For this reason, since the bending deformation which arises in the strength member 15 and the bone member 117 becomes small, the stress which generate | occur | produces in the bone member 117 and the strength member 15 becomes a low value.

エネルギーを吸収しなければならないほどの大きな荷重が作用した場合、骨部材１１７の強度的最弱部はＹ字状に拡大した箇所と分岐が無い箇所との接続部である。強度的最弱部の断面および骨部材１１７の本数は従来と同様であるから、座屈時に生じる荷重は従来と同じにすることができる。   When a load large enough to absorb energy is applied, the weakest strength portion of the bone member 117 is a connection portion between a portion expanded in a Y shape and a portion without branching. Since the cross section of the weakest portion of strength and the number of bone members 117 are the same as in the prior art, the load generated during buckling can be the same as in the prior art.

図１１において、図１１は図１０の骨部材１１７の先端側をＹ字状に拡大した骨部材
１１７の拡大図である。フランジ１１７ｃ，１１７ｄ、拡大したフランジ１１７ｅ，117fの間はウエブ１１７ｇとしている。外板１８はウエブ１１７ｂ側にあってもよいし、フランジ１１７ｃ，１１７ｄ，１１７ｅ，１１７ｆ側にあってもよい。 11, FIG. 11 is an enlarged view of the bone member 117 in which the distal end side of the bone member 117 of FIG. 10 is enlarged in a Y shape. A space between the flanges 117c and 117d and the enlarged flanges 117e and 117f is a web 117g. The outer plate 18 may be on the web 117b side, or on the flanges 117c, 117d, 117e, and 117f side.

図１２において、拡大したフランジ１１７ｅ，１１７ｆの間に断面Ｕ字状の骨部材117のフランジ１１７ｃ，１１７ｄ、及びウエブｂを配置したものである。拡大したフランジ１１７ｅ、１１７ｆの間のウエブ１１７ｂとウエブ１１７ｇが重なっていてもよい。外板１８はウエブ１１７ｂ側、またはフランジ１１７ｃ，１１７ｄ，１１７ｅ，１１７ｆ側に設ける。   In FIG. 12, flanges 117c and 117d of a bone member 117 having a U-shaped cross section and a web b are arranged between the enlarged flanges 117e and 117f. The web 117b and the web 117g between the enlarged flanges 117e and 117f may overlap. The outer plate 18 is provided on the web 117b side or the flanges 117c, 117d, 117e, 117f side.

図１３において、骨部材２０は、図３の骨部材１１７の骨部材１５側をＹ字状に分岐させたものである。Ｙ字状に分岐したフランジ１１７ｅ，１１７ｆとフランジ１１７ｇ，
１１７ｈとの接続箇所１１７ｉ，１１７ｊよりも補強部材１６側に、フランジ１６側に切り欠き２１に相当する穴２４，２４を設けている。これにより、穴２４，２４を設けた部位が強度的最弱部になる。穴２４は縦長である。 In FIG. 13, the bone member 20 is obtained by branching the bone member 15 side of the bone member 117 of FIG. 3 into a Y shape. Flange 117e, 117f and flange 117g branched in Y-shape,
Holes 24 and 24 corresponding to the notches 21 are provided on the flange 16 side closer to the reinforcing member 16 side than the connection portions 117i and 117j to the 117h. Thereby, the site | part which provided the holes 24 and 24 becomes an intensity | strength weakest part. The hole 24 is vertically long.

Ｙ字状に分岐したフランジ１１７ｅ，１１７ｆ，１１７ｇ，１１７ｈはウエブ１１７ｋ，１１７ｍの両側にある。   The flanges 117e, 117f, 117g, and 117h branched in a Y-shape are on both sides of the webs 117k and 117m.

外板１８は、図１１，図１２の実施例のように、いずれに設けてもよい。   The outer plate 18 may be provided in any of the embodiments shown in FIGS.

かかる構成により、過大な荷重が作用した場合、強度的最弱部の穴２４，２４から変形が進行するので、変形を制御することができる。   With this configuration, when an excessive load is applied, the deformation proceeds from the holes 24 and 24 at the weakest strength portion, so that the deformation can be controlled.

図１４において、穴２４のあったフランジ１１７ｃ，１１７ｄに切り欠き２４ｂ，24ｂを設けている。これにより、切り欠き２４ｂ，２４ｂを設けた部位が強度的最弱部になる。強度部材１５,１６との接続よりのウエブ１１７ｂに穴２５、ウエブ１１７ｋ,１１７ｍに穴２６を設ける。   In FIG. 14, notches 24b and 24b are provided in flanges 117c and 117d having holes 24, respectively. Thereby, the site | part which provided the notches 24b and 24b becomes an intensity | strength weakest part. Holes 25 are provided in the web 117b connected to the strength members 15 and 16, and holes 26 are provided in the webs 117k and 117m.

外板１８は、ウエブ１１７ｂ側に設ける。   The outer plate 18 is provided on the web 117b side.

かかる構成により、過大な荷重が作用した場合に切り欠き２４ｂ，２４ｂの部位から変形が進行する。変形は、切り欠きを入れた側を谷とするように進む。また、骨部材１１７全体として考えた場合、切り欠き２４ｂ，２４ｂを入れた側が谷となり、穴２５，２６が山となるように変形する。   With this configuration, when an excessive load is applied, deformation proceeds from the portions of the notches 24b and 24b. Deformation proceeds so that the notched side is a valley. Further, when considering the entire bone member 117, the side where the notches 24b and 24b are inserted becomes a valley, and the holes 25 and 26 are deformed so as to be a mountain.

図１５において、切り欠き２４ｂ，２４ｂは同様である。穴２５に相当する切り欠き
２５ｂ，２５ｂをフランジ１１７ｅ，１１７ｆ，１１７ｇ，１１７ｈに設けている。穴
２６に相当する切り欠き２６ｂは、フランジ１１７ｃ，１１７ｄに設けている。切り欠き２５ｂ，２６ｂは図６，図７，図８のフランジ１７ｃ，１７ｄとウエブ１７ｂにそれぞれ設けた１つの穴のように、ウエブ１１７ｂとフランジ１１７ｃ，１１７ｄ，１１７ｅ，
１１７ｆ，１１７ｇ，１１７ｈに設けてもよい。 In FIG. 15, the notches 24b and 24b are the same. Notches 25b and 25b corresponding to the holes 25 are provided in the flanges 117e, 117f, 117g, and 117h. A notch 26b corresponding to the hole 26 is provided in the flanges 117c and 117d. The notches 25b and 26b are similar to one hole provided in each of the flanges 17c and 17d and the web 17b in FIGS. 6, 7 and 8, and the web 117b and the flanges 117c, 117d, 117e,
You may provide in 117f, 117g, and 117h.

外板１８はウエブ１１７ｂ側に設ける。   The outer plate 18 is provided on the web 117b side.

鉄道車両の斜視図である。It is a perspective view of a railway vehicle. 図１の車体の端部の側面図である。It is a side view of the edge part of the vehicle body of FIG. 本発明の一実施例の骨部材の斜視図である。It is a perspective view of the bone member of one Example of this invention. 図３のIV視図である。FIG. 4 is a IV view of FIG. 3. 図３，図４の骨部材の変形図である。It is a deformation | transformation figure of the bone member of FIG. 3, FIG. 本発明の他の実施例の穴２１ｂの平面図である。It is a top view of the hole 21b of the other Example of this invention. 図７の穴を用いた骨部材の平面図である。It is a top view of the bone member using the hole of FIG. 図７のIX視図である。It is IX view of FIG. 車体へ荷重が作用した場合の変形例を示す側面図である。It is a side view which shows the modification when a load acts on a vehicle body. 本発明の車体への適用例の車体の端部の側面図である。It is a side view of the edge part of the vehicle body of the example of application to the vehicle body of this invention. 本発明の他の実施例の骨部材の斜視図である。It is a perspective view of the bone member of the other Example of this invention. 本発明の他の実施例の骨部材の斜視図である。It is a perspective view of the bone member of the other Example of this invention. 本発明の他の実施例の骨部材の斜視図である。It is a perspective view of the bone member of the other Example of this invention. 本発明の他の実施例の骨部材の斜視図である。It is a perspective view of the bone member of the other Example of this invention. 本発明の他の実施例の骨部材の斜視図である。It is a perspective view of the bone member of the other Example of this invention.

符号の説明Explanation of symbols

１…鉄道車両の構体、２…屋根構体、３…妻構体、４…側構体、５…台強度部材、６…側梁、１０…サバイバルゾーン、１１…クラッシャブルゾーン、１５，１６…強度部材、１７，１１７…骨部材、１７ｂ，１１７ｇ，１１７ｍ…ウエブ、１１７ｃ，１１７ｄ，
１１７ｅ，１１７ｆ…フランジ、２１，２４ｂ，２５ｂ，２６ｂ…切り欠き、１８…外板、２１ｂ，２２，２３、２４，２５，２６…穴。

DESCRIPTION OF SYMBOLS 1 ... Railway vehicle structure, 2 ... Roof structure, 3 ... Wife structure, 4 ... Side structure, 5 ... Stand strength member, 6 ... Side beam, 10 ... Survival zone, 11 ... Crashable zone, 15, 16 ... Strength member , 17, 117 ... bone members, 17b, 117g, 117m ... webs, 117c, 117d,
117e, 117f ... flange, 21, 24b, 25b, 26b ... notch, 18 ... outer plate, 21b, 22, 23, 24, 25, 26 ... hole.

Claims (3)

編成車両の中間車両の端部または、該中間車両に連結する車両の端部において、
車両の端部の乗員室の側面の垂直方向に沿い、また、屋根に沿った２つの強度部材があり、該強度部材の一方は車体の長手方向の先端にあり、他方は一方よりも車体の長手方向において後端側にあり、
前記車体の端部は、車体の前記前後の前記強度部材と、該強度部材に溶接した骨部材と、前記骨部材および前記２つの強度部材を覆う外板と、からなり、
前記骨部材の長手方向は車体の長手方向に沿っており、
該骨部材は２枚のフランジと該２枚のフランジを接続するウエブと、からなり、
前記ウエブ側を前記外板に隅肉溶接しており、
前記骨部材の長手方向の中間の前記フランジにフランジ端部に開口を有する切り欠きを有し、
該切り欠きと前記骨部材の長手方向端部との間の前記ウエブに穴を有すること、
を特徴とする軌条車両。 At the end of the intermediate vehicle of the trained vehicle or the end of the vehicle connected to the intermediate vehicle,
There are two strength members along the vertical direction of the side of the passenger compartment at the end of the vehicle and along the roof. One of the strength members is at the longitudinal end of the vehicle body, and the other is at the front end of the vehicle body than the other. On the rear end side in the longitudinal direction,
The end of the vehicle body consists of the front and rear strength members of the vehicle body, a bone member welded to the strength member, and an outer plate covering the bone member and the two strength members,
The longitudinal direction of the bone member is along the longitudinal direction of the vehicle body,
The bone member comprises two flanges and a web connecting the two flanges,
Fillet welding the web side to the outer plate,
The flange in the middle of the longitudinal direction of the bone member has a notch having an opening at the flange end;
Having a hole in the web between the notch and the longitudinal end of the bone member;
Rail vehicle characterized by. 編成車両の中間車両の端部または、該中間車両に連結する車両の端部において、
車両の端部の乗員室の側面の垂直方向に沿い、また、屋根に沿った２つの強度部材があり、該強度部材の一方は車体の長手方向の先端にあり、他方は一方よりも車体の長手方向において後端側にあり、
前記車体の端部は、車体の前記前後の前記強度部材と、該強度部材に溶接した骨部材と、前記骨部材および前記２つの強度部材を覆う外板と、からなり、
前記骨部材の長手方向は車体の長手方向に沿っており、
該骨部材は２枚のフランジと該２枚のフランジを接続するウエブと、からなり、
前記フランジの先端を前記外板に隅肉溶接しており、
前記ウエブと前記フランジとの折り曲げ部を中心として前記フランジ、前記ウエブに切り欠きを有し、
該切り欠きと前記骨部材の長手方向端部との間の前記ウエブに穴を有すること、
を特徴とする軌条車両。 At the end of the intermediate vehicle of the trained vehicle or the end of the vehicle connected to the intermediate vehicle,
There are two strength members along the vertical direction of the side of the passenger compartment at the end of the vehicle and along the roof. One of the strength members is at the longitudinal end of the vehicle body, and the other is at the front end of the vehicle body than the other. On the rear end side in the longitudinal direction,
The end of the vehicle body consists of the front and rear strength members of the vehicle body, a bone member welded to the strength member, and an outer plate covering the bone member and the two strength members,
The longitudinal direction of the bone member is along the longitudinal direction of the vehicle body,
The bone member comprises two flanges and a web connecting the two flanges,
Fillet welded to the outer plate at the tip of the flange;
The flange centered on the bent portion of the web and the flange, the web has a notch,
Having a hole in the web between the notch and the longitudinal end of the bone member;
Rail vehicle characterized by. 編成車両の中間車両の端部または、該中間車両に連結する車両の端部において、
車両の端部の乗員室の側面の垂直方向に沿い、また、屋根に沿った２つの強度部材があり、該強度部材の一方は車体の長手方向の先端にあり、他方は一方よりも車体の長手方向において後端側にあり、
前記車体の端部は、車体の前記前後の前記強度部材と、該強度部材に溶接した複数の骨部材と、前記骨部材および前記２つの強度部材を覆う外板と、からなり、
前記骨部材の長手方向は車体の長手方向に沿っており、
該骨部材は２枚のフランジと該２枚のフランジを接続するウエブと、からなり、
前記骨部材の長手方向の車体の端部側は、Ｙ字状に分岐しており、他端側は分岐していないこと、
を特徴とする軌条車両。




At the end of the intermediate vehicle of the trained vehicle or the end of the vehicle connected to the intermediate vehicle,
There are two strength members along the vertical direction of the side of the passenger compartment at the end of the vehicle and along the roof. One of the strength members is at the longitudinal end of the vehicle body, and the other is at the front end of the vehicle body than the other. On the rear end side in the longitudinal direction,
The end portion of the vehicle body includes the strength members before and after the vehicle body, a plurality of bone members welded to the strength members, and an outer plate covering the bone members and the two strength members,
The longitudinal direction of the bone member is along the longitudinal direction of the vehicle body,
The bone member comprises two flanges and a web connecting the two flanges,
The end side of the vehicle body in the longitudinal direction of the bone member is branched in a Y shape, and the other end side is not branched.
Rail vehicle characterized by.




JP2006243544A 2006-09-08 2006-09-08 Rail vehicle Active JP5092323B2 (en)

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KR1020070002855A KR100836090B1 (en) 2006-09-08 2007-01-10 Rail vehicle
CN2007100021031A CN101138981B (en) 2006-09-08 2007-01-10 Railway vehicle
EP07250099A EP1897775B1 (en) 2006-09-08 2007-01-11 Railway vehicle with energy absorbing structure
US11/622,531 US20080060544A1 (en) 2006-09-08 2007-01-12 Railway Vehicle

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Cited By (13)

* Cited by examiner, † Cited by third party
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JP2007326550A (en) * 2006-05-10 2007-12-20 Hitachi Ltd Collision energy absorbing device and railway vehicle equipped with the same
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WO2011021323A1 (en) * 2009-08-19 2011-02-24 西日本旅客鉄道株式会社 Body structure of rolling stock
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