JP2011201369A - Railway vehicle including impact absorbing structure - Google Patents

Railway vehicle including impact absorbing structure Download PDF

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JP2011201369A
JP2011201369A JP2010069143A JP2010069143A JP2011201369A JP 2011201369 A JP2011201369 A JP 2011201369A JP 2010069143 A JP2010069143 A JP 2010069143A JP 2010069143 A JP2010069143 A JP 2010069143A JP 2011201369 A JP2011201369 A JP 2011201369A
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entrance
frame
railway vehicle
exit
exit frame
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JP5161251B2 (en
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Takasato Yamaguchi
貴吏 山口
Toshihiko Mochida
敏彦 用田
Takeshi Kawasaki
健 川崎
Hideyuki Nakamura
英之 中村
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Hitachi Ltd
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Hitachi Ltd
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    • 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
    • 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)
  • Transportation (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Wood Science & Technology (AREA)
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Abstract

PROBLEM TO BE SOLVED: To provide an impact absorbing structure in a railway vehicle capable of absorbing impact energy at collision while ensuring an area of a doorway (escape port).SOLUTION: Impact when the railway vehicle collides is transmitted to an upper third frame 76a and a lower third frame 76b through an end body structure 30 constituting the railway vehicle 1, a roof body structure end part 42, an underframe end part 52 and a second doorway frame 74. In the case of larger impact than the predetermined impact, the roof body structure end part 42 arranged at a crushable area 200, the underframe end part 52, the upper doorway frame 76a and the lower doorway frame 76b absorb the impact in the process in which they are collapsed and plastically deformed in a longitudinal direction of the railway vehicle 1. Although width L1 of the doorway part 60 after absorption of the impact becomes smaller than width L0 of the doorway part 60 before absorption of the impact, a first doorway frame 72 (72a, 72b) arranged at a survival area 100, the roof body structure 40 and the underframe 50 are not collapsed and the width L1 of the doorway is ensured as the escape port.

Description

本発明は、鉄道車両の長手方向の端部（以下、車両端部）に乗客等の乗降に供される出入口が配置される鉄道車両であって、特に、出入口が、衝突時に圧壊して衝撃を吸収するクラッシャブル領域と、衝突時にも圧壊することなく空間を維持するサバイバル領域と、に跨って配設される鉄道車両に関する。   The present invention relates to a railway vehicle in which an entrance / exit for passengers to get on and off is arranged at an end portion in the longitudinal direction of the railway vehicle (hereinafter referred to as a vehicle end portion). The present invention relates to a railway vehicle that is disposed across a crushable region that absorbs water and a survival region that maintains a space without being crushed even in a collision.

鉄道車両は、乗客や主回路などに代表される電機品などの質量、走行時のレールや連結器からの負荷、トンネル通過時の車内外圧力差などに耐えられるように、構体の各部に必要に応じて柱や補強材などの強度部材を配置して堅牢に作られている。その中で、乗客等が乗降に供する出入口は、鉄道車両の構体（側構体）に設けられる開口部に備えられるため、当該開口部の周縁に出入口フレームを配設して、当該開口部の強度を確保している。また、鉄道車両端部では編成の組み替え時の連結に伴う衝撃に耐え得る強度を確保するために所定の部位に柱や補強材が設けられている。   Railcars are required for each part of the structure to withstand the mass of electrical equipment such as passengers and main circuits, loads from rails and couplers during travel, and pressure differences inside and outside the vehicle when passing through tunnels. It is made robust by arranging strength members such as pillars and reinforcing materials according to. Among them, the entrance / exit for passengers to get on and off is provided in an opening provided in the structure (side structure) of the railway vehicle. Therefore, an entrance / exit frame is provided around the periphery of the opening, and the strength of the opening Is secured. Moreover, in order to ensure the strength which can endure the impact accompanying the connection at the time of rearrangement of a knitting | organization | working at the rail vehicle edge part, the pillar and the reinforcing material are provided in the predetermined | prescribed site | part.

一般に、鉄道車両には、運行中に線路上の障害物などとの予期しない衝突に備えて、乗客および乗務員への衝撃を緩和するために、衝突時に鉄道車両の一部を積極的に塑性変形させて衝撃（衝突エネルギー）を吸収するクラッシャブル領域（衝撃吸収領域）が設けられることがある。複数の車両によって編成された鉄道車両が線路上の障害物に衝突する場合、先頭車両の前端部が障害物と衝突した後に、編成をなす各車両の前端部と後端部とが衝突する。このため、衝撃吸収構造は各車両の長手方向の端部に配置される。   In general, in order to reduce the impact on passengers and crew members in the event of an unexpected collision with an obstacle on a railroad during operation, a part of the railway vehicle is actively plastically deformed at the time of the collision. In some cases, a crushable region (impact absorbing region) that absorbs shock (collision energy) is provided. When a rail car formed by a plurality of vehicles collides with an obstacle on a track, after the front end of the leading vehicle collides with an obstacle, the front end and the rear end of each vehicle forming the collision collide. For this reason, the shock absorbing structure is disposed at the end of each vehicle in the longitudinal direction.

よって、鉄道車両に備えられる衝撃吸収構造は、例えば編成を組み替える際の連結に伴う小さい負荷（乗員・乗客に影響を与えない）では潰れない強度を備えるとともに、所定より大きい負荷では潰れて衝撃および衝突エネルギー（以下、衝撃と記す）を吸収する緩衝機構として作用することが求められる。さらに、衝撃吸収構造は、衝突対象の種類（大きさ、質量）や衝突条件（衝突位置、衝突速度）が異なっても、緩衝機構として機能する必要がある。   Therefore, the shock absorbing structure provided in the railway vehicle has, for example, a strength that cannot be crushed by a small load (not affecting passengers / passengers) associated with the reconnection of the formation, and is crushed by an impact larger than a predetermined load. It is required to act as a buffer mechanism that absorbs collision energy (hereinafter referred to as impact). Furthermore, the shock absorbing structure needs to function as a buffer mechanism even if the type (size, mass) of the collision target and the collision condition (collision position, collision velocity) are different.

また、鉄道車両は短時間に多くの乗客を輸送するため、大きな客室容積を確保するために、車両端部に出入口を配置するとともに、鉄道車両の長手方向の中央部に客室が配置されることがある。このような構成の場合、鉄道車両間の衝突が発生した場合、車両端部の圧壊に伴い、車両端部に備えられる出入口も圧壊する可能性がある。出入口が圧壊した鉄道車両に乗り合わせた乗客が車外へ脱出するためには、編成内を移動して脱出可能な出入口まで移動するか、または、窓や車体に避難するために設けられた脱出口を利用して車外に脱出した後、安全な場所まで避難することになる。ただし、乗客の円滑な避難や救助を考慮すると、可能な限り近くの出入口から脱出できることが望ましい。そのため、出入口を避難路として確保しつつ、衝突時の衝撃を十分に吸収することのできる衝撃吸収構造を備える鉄道車両が必要となる。   In addition, since railway vehicles transport many passengers in a short time, in order to secure a large cabin volume, an entrance / exit is arranged at the end of the vehicle, and a cabin is arranged at the center in the longitudinal direction of the railway vehicle. There is. In the case of such a configuration, when a collision between railway vehicles occurs, there is a possibility that the entrance / exit provided at the end of the vehicle may also be collapsed along with the collapse of the end of the vehicle. In order for passengers who have boarded a railway vehicle whose doorway has been crushed to escape to the outside of the vehicle, either move through the train to the doorway where it is possible to escape, or use the exit provided to evacuate to a window or vehicle body. After using it to escape from the vehicle, you will be evacuated to a safe place. However, in consideration of smooth evacuation and rescue of passengers, it is desirable to be able to escape from the nearest doorway as much as possible. Therefore, there is a need for a railway vehicle having an impact absorbing structure that can sufficiently absorb an impact at the time of collision while securing an entrance / exit as an evacuation path.

特許文献１には、車両端部に補強材とエネルギー吸収材の機能を兼ねた骨部材とからなる衝撃吸収構造を備える軌条車両の例が開示されている。特許文献１に示される軌条車両の衝撃吸収構造は、車両端部において車両の周方向に沿った強度部材と、これよりその後方側において周方向に沿った骨部材と、両者を接続する車体の長手方向に沿った骨部材と、これらを覆う外板とから成っている。車体の長手方向に沿う骨部材は、２枚のフランジとこれらの２枚のフランジを接続するウエブとからなり、ウエブ側を外板に隅肉溶接している。骨部材の長手方向の中間の位置のフランジにフランジ端部に開口を有する切り欠きが形成されている。車体の端部に衝突荷重が作用すると、切り欠き部が外板とは反対側に折れ曲がり、骨部材の座屈によっても外板を巻き込まないので、衝突荷重を吸収できる構造とされている。   Patent Document 1 discloses an example of a rail vehicle that includes an impact absorbing structure including a reinforcing member and a bone member that also functions as an energy absorbing material at the end of the vehicle. The impact absorbing structure for a rail vehicle shown in Patent Document 1 includes a strength member along the circumferential direction of the vehicle at the end of the vehicle, a bone member along the circumferential direction on the rear side thereof, and a vehicle body that connects the two. It consists of bone members along the longitudinal direction and an outer plate covering them. The bone member along the longitudinal direction of the vehicle body includes two flanges and a web connecting these two flanges, and the web side is fillet welded to the outer plate. A notch having an opening at the flange end is formed in the flange in the middle position in the longitudinal direction of the bone member. When a collision load acts on the end of the vehicle body, the notch is bent to the opposite side of the outer plate, and the outer plate is not caught even by buckling of the bone member, so that the collision load can be absorbed.

特開２００８−６２８１７号公報JP 2008-62817 A

車両端部に出入口が備えられるとともに、車両端部に衝撃吸収構造が組み込まれる鉄道車両において、車両端部に備えられる衝撃吸収構造が衝撃を効果的に吸収できれば、乗客および乗務員への衝撃の程度を緩和することが可能となるだけでなく、車両の長手方向の中央部に広い客室を設けることが可能となる。
そこで、出入口を含む車両端部の構造を、衝突時には圧壊して十分な衝撃を吸収できる緩衝機構として機能させるとともに、出入口の圧壊しないで残る一部を避難口として利用できる強度を備える構造とする点において解決すべき課題がある。
本発明の目的は、鉄道車両の長手方向の端部に出入口が配置されるとともに、出入口がクラッシャブル領域とサバイバル領域とに跨って配設される鉄道車両であって、衝突時には衝撃を緩和することができるとともに、出入口の圧壊しないで残る一部を避難口として利用できる衝突緩和構造を備える鉄道車両を提供することである。 In a railway vehicle in which an entrance / exit is provided at the end of the vehicle and an impact absorbing structure is incorporated at the end of the vehicle, if the impact absorbing structure provided at the end of the vehicle can effectively absorb the impact, the degree of impact on the passengers and crew Can be relaxed, and a large cabin can be provided at the center in the longitudinal direction of the vehicle.
Therefore, the structure of the vehicle end including the doorway is made to function as a buffer mechanism that can be crushed and absorb a sufficient impact at the time of a collision, and has a structure that has a strength that allows the remaining part of the doorway to be used as an evacuation port without being crushed. There is a problem to be solved in this respect.
An object of the present invention is a railway vehicle in which an entrance / exit is disposed at an end portion in the longitudinal direction of a railway vehicle, and the entrance / exit is disposed across a crushable region and a survival region, and reduces impact during a collision. Another object of the present invention is to provide a railway vehicle equipped with a collision mitigation structure that can be used as an evacuation exit while being able to be used without being crushed.

上記目的は、台枠と、前記台枠の幅方向の両端部に立設される側構体と、前記台枠の長手方向の端部に立設される妻構体と、前記側構体および前記妻構体の上端部に接続される屋根構体とからなる鉄道車両であって、前記鉄道車両の長手方向の中央部にサバイバル領域が備えられ、前記サバイバル領域に連続する形態で前記鉄道車両の長手方向の端部にクラッシャブル領域が備えられる鉄道車両において、乗降に供される出入口部が、前記側構体の長手方向の端部に備えられるとともに、前記クラッシャブル領域と前記サバイバル領域と、に跨って配設されること、を特徴とする鉄道車両によって達成できる。   The object is to provide a frame, side structures standing at both ends in the width direction of the frame, a wife structure standing at an end in the longitudinal direction of the frame, the side structure and the wife. A railway vehicle comprising a roof structure connected to an upper end portion of a structure, wherein a survival region is provided at a central portion in the longitudinal direction of the railway vehicle, and is continuous with the survival region in a longitudinal direction of the railway vehicle. In a railway vehicle having a crushable region at an end, an entrance / exit for use in getting on and off is provided at an end in the longitudinal direction of the side structure, and extends across the crushable region and the survival region. It can be achieved by a railway vehicle characterized by being installed.

また上記目的は、出入口が側構体の車両端部に配置され且つ車体の両端側をクラッシャブル領域とし当該両クラッシャブル領域の間の領域をサバイバル領域とした鉄道車両において、前記出入口を定める前記側構体の開口部周囲には出入口フレームが配設されており、前記出入口フレームは、前記サバイバル領域に配設されている第１出入口フレームと、前記クラッシャブル領域に配設されるとともに、車端側に配設される第２出入口フレームと、前記第１出入口フレームと前記第２出入口フレームとを接続する第３出入口フレームとを備えており、前記第３出入口フレームは、前記車体の長手方向に沿って直列に配置された移動部材および固定部材と、から構成される衝撃吸収装置を備えていること、を特徴とする鉄道車両によって達成できる。   Further, the above object is provided in a railway vehicle in which an entrance is disposed at a vehicle end portion of a side structure, and both ends of the vehicle body are a crushable region, and a region between the two crushable regions is a survival region. An entrance / exit frame is disposed around the opening of the structure, and the entrance / exit frame is disposed in the crushable region, the first entrance / exit frame disposed in the survival region, and on the vehicle end side. And a third entrance / exit frame connecting the first entrance / exit frame and the second entrance / exit frame, and the third entrance / exit frame extends along a longitudinal direction of the vehicle body. It is achieved by a railway vehicle characterized by comprising an impact absorbing device composed of a moving member and a fixed member arranged in series. That.

また上記目的は、台枠と、前記台枠の幅方向の両端部に立設される側構体と、前記台枠の長手方向の端部に立設される妻構体と、前記側構体および前記妻構体の上端部に接続される屋根構体とからなる鉄道車両であって、前記側構体の長手方向の端部に乗降に供される出入口部が備えられ且つ前記出入口部の周縁に出入口フレームが備えられる鉄道車両において、前記鉄道車両の長手方向の端部から順に、第１サバイバル領域と、クラッシャブル領域と、第２サバイバル領域と、が配設されており、前記側構体において前記出入口フレームの長手方向の中央部寄りの部分から前記第２サバイバル領域までの長手方向の範囲が前記クラッシャブル領域に属しており、前記クラッシャブル領域に属する前記側構体は、一方の垂直縁が前記出入口フレームの長手方向の中央部寄りの部分に接続するとともに、他方の垂直縁は２枚の面板をリブで接続した押出形材からなる前記サバイバル領域に配設される前記側構体に接続する板であり、前記鉄道車両の長手方向に所定より大きい衝撃を受けた時に、前記クラッシャブル領域に配設される前記板が圧壊するとともに、前記出入口フレームを含む前記第１サバイバル領域に属する車両端部が前記鉄道車両の長手方向の中央部寄りに移動すること、を特徴とする鉄道車両によって達成できる。   Further, the object is to provide a frame, side structures erected at both ends in the width direction of the frame, wife structures erected at the longitudinal ends of the frame, the side structure and the side structure. A railway vehicle comprising a roof structure connected to an upper end portion of a wife structure, wherein an entrance / exit portion provided for getting on and off is provided at a longitudinal end portion of the side structure, and an entrance / exit frame is provided at a peripheral edge of the entrance / exit portion. In the railway vehicle provided, a first survival region, a crushable region, and a second survival region are disposed in order from an end in the longitudinal direction of the rail vehicle, and the entrance frame of the entrance / exit frame is disposed in the side structure. A longitudinal range from a portion near the center in the longitudinal direction to the second survival region belongs to the crushable region, and one vertical edge of the side structure belonging to the crushable region has the entrance / exit port. A plate connected to the side structure disposed in the survival region, which is formed of an extruded shape member in which two face plates are connected by ribs, while being connected to a portion near the center in the longitudinal direction of the frame. The vehicle end portion belonging to the first survival region including the entrance / exit frame and the plate disposed in the crushable region is crushed when an impact greater than a predetermined amount is applied in the longitudinal direction of the railway vehicle. Can be achieved by a railway vehicle characterized by moving toward the center of the longitudinal direction of the railway vehicle.

これによれば、鉄道車両の長手方向に沿って所定より大きな衝撃が作用して、クラッシャブル領域に属する出入口の一部分が圧壊したとしても、出入口の残りの部分はサバイバル領域に属するため圧壊することなく、乗客等が避難できるだけの幅が残された避難口として確保される。このため、衝突が生じた場合であっても、乗客等は最も近い出入口から車外へ脱出できる。
また、出入口フレームの水平部分に、内部に空間を備える固定部材と、この固定部材に接続するとともに、衝撃吸収時には固定部材の内部に押し込まれる移動部材と、からなる衝撃吸収装置を備えることにより、衝撃を吸収すると同時に移動部材が固定部材の内部に案内されるため、移動部材が接続される車両端部の圧壊挙動を制御することができる。 According to this, even if an impact larger than a predetermined value acts along the longitudinal direction of the railway vehicle and a part of the entrance / exit belonging to the crushable area is crushed, the remaining part of the entrance / exit belongs to the survival area, so it collapses. It is secured as an evacuation exit with enough width for passengers to evacuate. For this reason, even if a collision occurs, passengers and the like can escape from the nearest doorway.
In addition, by providing a shock absorbing device comprising a fixing member having a space in the horizontal portion of the entrance / exit frame and a moving member that is connected to the fixing member and is pushed into the fixing member at the time of absorbing the shock, Since the moving member is guided into the fixed member at the same time as absorbing the impact, the crushing behavior of the vehicle end to which the moving member is connected can be controlled.

図１は、長手方向の端部に出入口が配置された鉄道車両の一例を模式的に示した斜視図である。FIG. 1 is a perspective view schematically showing an example of a railway vehicle in which an entrance is arranged at an end in a longitudinal direction. 図２は、図１に示された鉄道車両の車両端部を拡大した斜視図である。FIG. 2 is an enlarged perspective view of a vehicle end portion of the railway vehicle shown in FIG. 図３は、図２に示された車両端部の側面図である。FIG. 3 is a side view of the vehicle end portion shown in FIG. 2. 図４は、図３のＡ−Ａ断面図である。4 is a cross-sectional view taken along line AA in FIG. 図５は、図３のＢ−Ｂ断面図である。5 is a cross-sectional view taken along the line BB in FIG. 図６は、図３のＣ−Ｃ断面図である。6 is a cross-sectional view taken along the line CC of FIG. 図７は、図３のＤ−Ｄ断面図である。7 is a cross-sectional view taken along the line DD of FIG. 図８は、図３に示された車両端部において、クラッシャブル領域に配設された屋根構体端部、第３出入口フレーム、台枠端部が圧壊した状態を示す説明図である。FIG. 8 is an explanatory diagram showing a state in which the roof structure end, the third entrance / exit frame, and the underframe end disposed in the crushable region are crushed at the vehicle end shown in FIG. 3. 図９は、屋根構体に接続されたブロックが上部第１出入口フレームに備えられた鉄道車両の車両端部の側面図である。FIG. 9 is a side view of a vehicle end portion of a railway vehicle in which a block connected to the roof structure is provided in the upper first entrance / exit frame. 図１０は、図９のＦ−Ｆ断面図である。10 is a cross-sectional view taken along the line F-F in FIG. 9. 図１１は、本発明による衝撃吸収装置が組み込まれた出入口フレームを有す鉄道車両の車両端部構造の一例を模式的に示す側面図である。FIG. 11 is a side view schematically showing an example of a vehicle end portion structure of a railway vehicle having an entrance / exit frame in which the impact absorbing device according to the present invention is incorporated. 図１２は、出入口フレームに備えられる衝撃吸収装置の一例を示す概念図である。FIG. 12 is a conceptual diagram illustrating an example of an impact absorbing device provided in the entrance / exit frame. 図１３は、出入口フレームに備えられる他の衝撃吸収装置の一例を示す概念図である。FIG. 13 is a conceptual diagram showing an example of another impact absorbing device provided in the entrance / exit frame. 図１４は、車両端部においてクラッシャブル領域とサバイバル領域とに跨って配設される出入口フレームに組み込まれた衝撃吸収装置が衝撃を吸収した状態を示す説明図である。FIG. 14 is an explanatory view showing a state in which an impact absorbing device incorporated in an entrance / exit frame disposed across the crushable region and the survival region at the vehicle end absorbs the impact. 図１５は、車両の長手方向の最端部から鉄道車両の長手方向に向かって順に、サバイバル領域、クラッシャブル領域、サバイバル領域が備えられた鉄道車両の車両端部の側面図である。FIG. 15 is a side view of a vehicle end portion of a railway vehicle provided with a survival region, a crushable region, and a survival region in order from the endmost portion in the longitudinal direction of the vehicle toward the longitudinal direction of the railway vehicle. 図１６は、図１５のＧ−Ｇ断面図である。16 is a cross-sectional view taken along the line GG in FIG. 図１７は、図１５に示した鉄道車両のクラッシャブル領域が圧壊して衝撃を吸収した状態を示す説明図である。FIG. 17 is an explanatory view showing a state where the crashable region of the railway vehicle shown in FIG. 15 is crushed and absorbs an impact.

以下、図面を参照して本発明による長手方向の端部（以下、「車両端部」という）に出入口が配置された鉄道車両であって、衝突時に圧壊して衝撃を吸収するクラッシャブル領域と、衝突時にも圧壊することなく空間を維持するサバイバル領域と、に跨って配設される出入口を備える鉄道車両を説明する。   Hereinafter, referring to the drawings, a railway vehicle in which a doorway is disposed at a longitudinal end portion (hereinafter referred to as “vehicle end portion”) according to the present invention, and a crashable region that collapses and absorbs an impact at the time of a collision, A railway vehicle including a survival area that maintains a space without being crushed even in the event of a collision, and an entrance that is disposed across the area will be described.

図１は、主に乗客等が乗降するための出入口が鉄道車両の長手方向の端部に配置された鉄道車両の一例を模式的に示した斜視図である。鉄道車両１は、床面を構成する台枠５０と、台枠５０の車体幅方向の端部に立設されるとともに、車体の両側面を構成する側構体２０（一方の側のみを示す）と、台枠５０の長手方向の両端部に立設される妻構体３０（一方の側のみ示す）と、側構体２０および妻構体３０の上端部に備えられる屋根構体４０から構成される略６面体の鉄道車両構体からなる。
側構体２０には、窓を備えるための窓部６２および出入口を備えるための出入口部６０などの開口部が設けられる。一般に、乗降に供される出入口部６0の周縁には、補強のための出入口フレーム７０が備えられる。 FIG. 1 is a perspective view schematically showing an example of a railway vehicle in which an entrance for passengers to get on and off is arranged at an end portion in the longitudinal direction of the railway vehicle. The railcar 1 is provided with a frame 50 constituting a floor surface, and a side structure 20 (only one side is shown) constituting both side surfaces of the vehicle body while standing on the end of the frame 50 in the vehicle width direction. And a wife structure 30 (only one side is shown) standing on both ends in the longitudinal direction of the underframe 50, and a roof structure 40 provided on the side structure 20 and the upper end of the wife structure 30. Consists of a plane rail car structure.
The side structure 20 is provided with openings such as a window 62 for providing a window and an entrance / exit 60 for providing an entrance. Generally, an entrance / exit frame 70 for reinforcement is provided at the periphery of the entrance / exit part 60 used for getting on and off.

鉄道車両１の長手方向の中央部には、衝突時にも圧壊しないで乗客等の生存空間を維持するサバイバル領域１００が配設され、鉄道車両１の長手方向の両端部にはこのサバイバル領域１００に連続する形態で、衝突時には圧壊して衝突エネルギーを吸収するクラッシャブル領域２００が備えられる。サバイバル領域１００に配設される屋根構体４０および台枠５０は、衝突時に圧壊しない強度を備える。一方、クラッシャブル領域２００に配設される屋根構体端部４２および台枠端部５２は、所定の荷重より小さい衝撃荷重では圧壊しないが、所定の荷重より大きい衝撃荷重が作用した場合に圧壊する強度を備える。   A survival region 100 that maintains a living space for passengers and the like without being crushed even in the event of a collision is disposed at the central portion in the longitudinal direction of the railcar 1, and the survival region 100 is provided at both ends in the longitudinal direction of the railcar 1. In a continuous form, a crushable region 200 is provided that collapses and absorbs collision energy during a collision. The roof structure 40 and the underframe 50 disposed in the survival region 100 have a strength that does not cause crushing at the time of a collision. On the other hand, the roof structure end portion 42 and the frame end portion 52 disposed in the crushable region 200 are not crushed by an impact load smaller than a predetermined load, but are crushed when an impact load larger than the predetermined load is applied. With strength.

図２から図７において、クラッシャブル領域２００に配設される屋根構体端部４２および台枠端部５２の構成と、サバイバル領域１００に配設される屋根構体４０および台枠５０の構造を説明する。
図２は、図１に示された鉄道車両１の車両端部を拡大した斜視図である。屋根構体４０は、押出形材をその押出方向に沿って所定の枚数を平板状に並べた後、これらの押出形材を押出形材の幅方向（押出方向に交差する方向）に突き合わせて、押出形材の突き合わせ端部同士を摩擦撹拌接合または溶接にて接合して製作される。
屋根構体端部４２は、板の幅方向（矢印５００方向）の端部を曲げ加工によって鉄道車両１の外形に沿う形状に成型して製作される。成型された屋根構体端部４２は、屋根構体４０の長手方向の端部と、出入口フレーム７０の上端部と、妻構体３０の上端部と、に接続されて、鉄道車両１の鉄道車両構体が構成される。 2 to 7, the structure of the roof structure end portion 42 and the underframe end portion 52 disposed in the crushable region 200 and the structure of the roof structure body 40 and the underframe 50 disposed in the survival region 100 will be described. To do.
FIG. 2 is an enlarged perspective view of the vehicle end portion of the railway vehicle 1 shown in FIG. The roof structure 40, after arranging a predetermined number of extruded profiles along the extrusion direction in a flat plate shape, these extruded profiles are butted in the width direction of the extruded profiles (direction intersecting the extrusion direction), It is manufactured by joining the butted ends of the extruded profile members by friction stir welding or welding.
The end part 42 of the roof structure is manufactured by bending the end part in the width direction of the plate (in the direction of the arrow 500) into a shape along the outer shape of the railway vehicle 1 by bending. The molded roof structure end portion 42 is connected to the longitudinal end portion of the roof structure 40, the upper end portion of the entrance / exit frame 70, and the upper end portion of the wife structure 30. Composed.

同様に、台枠５０は、押出形材を押出方向に沿って所定の枚数を板状に並べた後、これらの幅方向５００（押出方向に交差する方向）に突き合わせて、押出形材の端部同士を摩擦撹拌接合または溶接にて接合して製作される。
台枠端部５２は、押出方向に垂直な断面形状がＴ字状の複数のリブ（図示なし）を一方の面に備える１枚の面板からなる押出形材で構成される。台枠端部５２をなす押出形材を、その押出方向が鉄道車両１の幅方向（矢印５００方向）に沿う形態で、台枠５０の長手方向の端部と、出入口フレーム７０の下端部と、妻構体３０の下端部とに接続して、鉄道車両１の鉄道車両構体が構成される。 Similarly, the base frame 50 arranges a predetermined number of extruded profiles in a plate shape along the extrusion direction, and then abuts them in the width direction 500 (direction intersecting the extrusion direction) to end the extruded profiles. The parts are manufactured by friction stir welding or welding.
The frame end portion 52 is formed of an extruded shape member formed of a single face plate having a plurality of ribs (not shown) having a T-shaped cross section perpendicular to the extrusion direction on one surface. The extruded shape forming the frame end 52 is configured such that the extrusion direction is along the width direction (arrow 500 direction) of the railway vehicle 1, the longitudinal end of the frame 50, and the lower end of the entrance / exit frame 70. The railway vehicle structure of the railway vehicle 1 is configured by connecting to the lower end of the wife structure 30.

図３は、図２に示された鉄道車両１の車両端部の側面図である。出入口フレーム７０は、鉄道車両１の長手方向の中央部に設けられるサバイバル領域１００において、側構体２０の面内に垂直方向に配設される第１出入口フレーム７２と、クラッシャブル領域２００において、妻構体３０に接続するとともに側構体２０の面内に垂直方向に配設される第２出入口フレームと、クラッシャブル領域２００において、側構体２０の長手方向に沿うとともに第１出入口フレーム７２および第２出入口フレーム７４のそれぞれの上端部と下端部とを接続する第３出入口フレームと、からなる。なお、第１出入口フレーム７２は、その高さ方向の上端部と下端部とから第２出入口フレーム７４に向けて水平方向に伸びる部位７２ａ，７２ｂとを備えてもよい。図３中に、クラッシャブル領域２００に配設される屋根構体端部４２および上部第３出入口フレーム７６ａのＡ−Ａ断面と、サバイバル領域１００に配設される屋根構体４０および上部第１出入口フレーム７２ａのＢ−Ｂ断面と、クラッシャブル領域２００に配設される台枠端部５２および下部第３出入口フレーム７６bのＣ−Ｃ断面と、サバイバル領域１００に配設される台枠５０および下部第１出入口フレーム７２ｂのＤ−Ｄ断面と、が示されている。   FIG. 3 is a side view of the vehicle end portion of the railway vehicle 1 shown in FIG. The entrance / exit frame 70 includes a first entrance / exit frame 72 disposed vertically in the plane of the side structure 20 in the survival region 100 provided in the center of the railcar 1 in the longitudinal direction, and a crushable region 200 with a wife. A second entrance / exit frame connected to the assembly 30 and disposed vertically in the plane of the side assembly 20, and the first entrance / exit frame 72 and the second entrance / exit along the longitudinal direction of the side assembly 20 in the crushable region 200. And a third entrance / exit frame that connects the upper end and the lower end of each of the frames 74. In addition, the 1st entrance / exit frame 72 may be provided with the site | part 72a, 72b extended in the horizontal direction toward the 2nd entrance / exit frame 74 from the upper end part and the lower end part of the height direction. 3, the AA cross section of the roof structure end 42 and the upper third entrance / exit frame 76a disposed in the crushable region 200, and the roof structure 40 and the upper first entrance / exit frame disposed in the survival region 100 are shown. BB section of 72a, the CC end section 52 and lower third entrance / exit frame 76b disposed in the crushable area 200, and the pedestal 50 and lower section disposed in the survival area 100. A DD section of one entrance / exit frame 72b is shown.

図４は図３中のＡ−Ａ断面図である。クラッシャブル領域２００に配設される屋根構体端部４２および上部第３出入口フレーム７６ａとは共に一枚の板状であり、屋根構体端部４２の幅方向（矢印５００方向）の端部と上部第３出入口フレーム７６ａの上端部とは溶接等で接続される。上部第３出入口フレーム７６ａの厚さｔ１は、衝突時の所定の衝撃より大きな衝撃が作用した場合には、鉄道車両１の長手方向５１０に沿って圧壊して衝撃を吸収できる厚さに選定される。   4 is a cross-sectional view taken along the line AA in FIG. Both the roof structure end portion 42 and the upper third entrance / exit frame 76a disposed in the crashable region 200 are in the form of a single plate, and the end portion and the upper portion of the roof structure end portion 42 in the width direction (arrow 500 direction). The upper end portion of the third entrance / exit frame 76a is connected by welding or the like. The thickness t1 of the upper third entrance / exit frame 76a is selected to be a thickness that can be crushed along the longitudinal direction 510 of the railway vehicle 1 to absorb the impact when an impact larger than a predetermined impact at the time of collision is applied. The

図５は図３中のＢ−Ｂ断面図である。サバイバル領域１００に配設される屋根構体４０は、対向する２枚の面板をリブで接続した押出形材からなる。同様に、上部第１出入口フレーム７２ａも一枚の板状であるが、その厚さｔ２は上部第３出入口フレーム７６ａ（図３）の厚さｔ１に比較して大きく、衝突時に圧壊しない強度を得られる厚さに選定される。屋根構体４０をなす２枚の面板の幅方向（矢印５００方向）の端部と、上部第１出入口フレーム７２ｂの上端部とは溶接などで接続される。衝突時に大きな衝撃が鉄道車両１の長手方向（矢印５１０方向）に作用した場合であっても、屋根構体４０および上部第１出入口フレーム７２aは十分高い強度を備えているため圧壊することなく、サバイバル領域１００（図３）を確保する。   5 is a cross-sectional view taken along the line BB in FIG. The roof structure 40 disposed in the survival region 100 is made of an extruded shape member in which two facing face plates are connected by a rib. Similarly, the upper first entrance / exit frame 72a is also in the form of a single plate, but its thickness t2 is larger than the thickness t1 of the upper third entrance / exit frame 76a (FIG. 3), and has a strength that does not crush in the event of a collision. The thickness is selected. The end portions in the width direction (arrow 500 direction) of the two face plates forming the roof structure 40 and the upper end portion of the upper first entrance / exit frame 72b are connected by welding or the like. Even when a large impact is applied in the longitudinal direction (in the direction of the arrow 510) of the railway vehicle 1 at the time of the collision, the roof structure 40 and the upper first entrance / exit frame 72a have sufficiently high strength, so that they are not crushed and can be survived. The area 100 (FIG. 3) is secured.

図６は図３中のＣ−Ｃ断面である。クラッシャブル領域２００に配設される台枠端部５２は、鉄道車両１の幅方向（矢印５００方向）の端部に中空部５２ａを備えており、幅方向（矢印５００方向）の中央部寄りの部分は一枚板からなる床部５２ｂを備える。この中空部５２ａは水平に配置した板と垂直に配置した板とを組み合わせて溶接等で接続して構成してもよいし、中空押出形材としてもよい。台枠端部５２を構成する各面板の板厚は、鉄道車両１の長手方向（矢印５１０方向）に所定の荷重より大きな荷重が作用した場合に、台枠端部５２が鉄道車両１の長手方向に圧壊できる板厚に選定される。   FIG. 6 is a CC cross section in FIG. The underframe end portion 52 disposed in the crushable region 200 includes a hollow portion 52a at the end portion in the width direction (arrow 500 direction) of the railcar 1 and is closer to the center portion in the width direction (arrow 500 direction). This portion includes a floor portion 52b made of a single plate. The hollow portion 52a may be configured by combining a horizontally disposed plate and a vertically disposed plate and connecting them by welding or the like, or may be a hollow extruded shape member. The thickness of each face plate constituting the frame end 52 is such that the frame end 52 is longer than the length of the rail vehicle 1 when a load greater than a predetermined load is applied in the longitudinal direction (arrow 510 direction) of the rail vehicle 1. The plate thickness is selected so that it can be crushed in the direction.

また、下部第３出入口フレーム７６ｂは垂直片の上端部および下端部に連続して形成される２枚の水平片を有すチャンネル材と、この水平片の解放側の端部同士を接続する板８０ａとからなる。下部第３出入口フレーム７６ｂの垂直片の板厚ｔ４と水平片の板厚ｔ３、および、板８０ａの板厚ｔ５は、所定の荷重より大きな荷重が作用した時に、鉄道車両１の長手方向（矢印５１０方向）に沿って圧壊できる板厚に選定される。   Further, the lower third entrance / exit frame 76b is a plate for connecting a channel member having two horizontal pieces formed continuously at the upper end portion and the lower end portion of the vertical piece, and the open end portions of the horizontal piece. 80a. The plate thickness t4 of the vertical piece and the plate thickness t3 of the horizontal piece of the lower third entrance / exit frame 76b and the plate thickness t5 of the plate 80a are set in the longitudinal direction (arrows) of the railcar 1 when a load larger than a predetermined load is applied. The thickness is selected so as to be crushed along (510 direction).

図７は図３のＤ−Ｄ断面図である。サバイバル領域１００に配設される台枠５０は、鉄道車両１の幅方向（矢印５００方向）の端部に中空部５０ａを備える。中空部５０ａに隣接する台枠の幅方向（矢印５００方向）の中央部には、対向する２枚の面板をリブで接合した中空押出形材からなる床部５０ｂが備えられる。台枠５０と床部５０ｂは溶接等で接続される。台枠５０を構成する各面板の板厚と、床部５０ｂを構成する各面板とリブの板厚は、鉄道車両１の長手方向（矢印５１０方向）に大きい衝撃が作用した場合であっても、台枠５０および床部５０ｂが鉄道車両１の長手方向に圧壊することなく、サバイバル領域１００を確保できる板厚に選定される。   7 is a cross-sectional view taken along the line DD of FIG. The underframe 50 disposed in the survival region 100 includes a hollow portion 50a at the end of the railcar 1 in the width direction (arrow 500 direction). A floor portion 50b made of a hollow extruded shape member obtained by joining two facing face plates with ribs is provided at the center portion in the width direction (arrow 500 direction) of the underframe adjacent to the hollow portion 50a. The underframe 50 and the floor 50b are connected by welding or the like. The plate thickness of each face plate constituting the underframe 50, and the plate thickness of each face plate and rib constituting the floor portion 50b, even when a large impact is applied in the longitudinal direction (arrow 510 direction) of the railway vehicle 1 The thickness of the underframe 50 and the floor 50b is selected so that the survival region 100 can be secured without being crushed in the longitudinal direction of the railway vehicle 1.

また、下部第１出入口フレーム７２ｂは垂直片の上端部および下端部に連続して形成される２枚の水平片を有すチャンネル材と、この水平片の解放側の端部同士を接続する板８０ｂとからなる。板８０ｂの高さ方向の中央部から下部第１出入口フレーム７２ｂに向けて水平方向に板８１ｂが備えられており、下部第１出入口フレーム７２ｂの鉄道車両１の長手方向（矢印５１０方向）の強度を高めるとともに、サバイバル領域１００を確保する。   Further, the lower first entrance / exit frame 72b is a plate for connecting a channel member having two horizontal pieces formed continuously at the upper end and lower end of the vertical piece, and the open ends of the horizontal piece. 80b. A plate 81b is provided in the horizontal direction from the center in the height direction of the plate 80b toward the lower first entrance / exit frame 72b, and the strength of the lower first entrance / exit frame 72b in the longitudinal direction (arrow 510 direction) of the railway vehicle 1 is provided. And the survival area 100 is secured.

図８は、図３に示された車両端部において、クラッシャブル領域に配設された屋根構体端部４２、上部及び下部の第３出入口フレーム７６ａ，７６ｂ、台枠端部５２が圧壊して衝撃を吸収した状態を示す説明図である。鉄道車両が矢印５１０方向に衝突した場合、その衝撃は、まず、鉄道車両１を構成する妻構体３０に受け止められ、次に、妻構体３０に隣接する屋根構体端部４２および台枠端部５２へと伝播する。ほぼ同時に、妻構体３０に接続する第２出入口フレーム７４を介して、衝撃が上部第３出入口フレーム７６ａおよび下部第３出入口フレーム７６ｂに伝わる。衝撃の大きさが所定の大きさより大きい場合、クラッシャブル領域２００に配設される屋根構体端部４２と、台枠端部５２と、上部第３出入口フレーム７６ａと、下部第３出入口フレーム７６ｂとが鉄道車両１の長手方向（矢印５１０方向）に圧壊するとともに塑性変形する過程において衝撃（衝突エネルギー）を吸収して、鉄道車両に乗車中の乗客、乗務員への衝撃を緩和する。衝撃吸収後の出入口部６０の幅Ｌ１は衝撃吸収前の出入口部６０の幅Ｌ０（図３）より小さくなるが、サバイバル領域１００に配設される第１出入口フレーム７２（７２ａ、７２ｂ）、屋根構体４０および台枠５０は十分な強度を備えるため圧壊しないで出入口幅Ｌ１が確保される。このため、乗客および乗務員は鉄道車両１が衝突して、鉄道車両１に備えられる衝撃吸収構造（屋根構体端部４２、上部及び下部の第３出入口フレーム７６ａ，７６ｂ、台枠端部５２）が衝撃を吸収した後であっても、最も近い出入口部６０の内、圧壊しないで残る幅Ｌ１の部分を避難口として、そこから車外へ脱出することができる。   FIG. 8 shows that the roof structure end 42, the upper and lower third entrance / exit frames 76a and 76b, and the frame end 52 are crushed at the vehicle end shown in FIG. It is explanatory drawing which shows the state which absorbed the impact. When the railway vehicle collides in the direction of the arrow 510, the impact is first received by the wife structure 30 constituting the railway vehicle 1, and then the roof structure end 42 and the frame end 52 adjacent to the wife structure 30. Propagate to. Almost simultaneously, the impact is transmitted to the upper third entrance / exit frame 76a and the lower third entrance / exit frame 76b via the second entrance / exit frame 74 connected to the wife structure 30. When the magnitude of the impact is larger than a predetermined magnitude, the roof structure end 42, the frame end 52, the upper third entrance / exit frame 76a, and the lower third entrance / exit frame 76b disposed in the crushable region 200, Absorbs the impact (collision energy) in the process of being crushed in the longitudinal direction (in the direction of arrow 510) of the railway vehicle 1 and being plastically deformed, thereby mitigating the impact on passengers and crew members in the railway vehicle. The width L1 of the entrance / exit part 60 after absorbing the impact is smaller than the width L0 (FIG. 3) of the entrance / exit part 60 before absorbing the impact, but the first entrance / exit frame 72 (72a, 72b) disposed in the survival region 100, the roof Since the structure 40 and the frame 50 have sufficient strength, the entrance / exit width L1 is secured without being crushed. For this reason, the passenger and crew members collide with the railway vehicle 1, and the shock absorbing structure (the roof structure end portion 42, the upper and lower third entrance / exit frames 76 a and 76 b, the frame end portion 52) provided in the railway vehicle 1 is provided. Even after absorbing the impact, the portion of the closest entrance / exit 60 that has the width L1 that remains without being crushed can be used as an evacuation port to escape from the vehicle.

図９は、屋根構体４０と上部第１出入口フレーム７２ａとを接続するブロック４５が備えられた鉄道車両の車両端部の側面図であり、図１０は図９に示されるＦ−Ｆ断面である。図９に示される実施例は図３から図５に示された上部第３出入口フレーム７６ａおよび上部第１出入口フレーム７２ａの構造を、圧壊特性および製作性などの点を考慮した代替構造である。図１０に示されるように、上部第１出入口フレーム７２ａの車内側の面にブロック４５が接続されており、ブロック４５の上端部はサバイバル領域１００に配設される屋根構体４０に接続される。上部第３出入口フレーム７６ａの板厚（図９）は、上部第１出入口フレーム７２ａの板厚（図１０）と同じであり、共通の板厚を選択することによって製作性を高めるとともに、上部第１出入口フレーム７２ａの質量を小さくしている。なお、図示はしないが、ブロック４５の下端部を台枠５０に接続するとともに、下部第１出入口フレーム７２ｂの車内側とブロック４５とを接続して、下部第１出入口フレーム７２ｂに図９に示される構造を適用してもよい。   FIG. 9 is a side view of a vehicle end portion of a railway vehicle provided with a block 45 that connects the roof structure 40 and the upper first entrance / exit frame 72a, and FIG. 10 is an FF cross section shown in FIG. . The embodiment shown in FIG. 9 is an alternative structure considering the crushing characteristics and manufacturability of the upper third entrance / exit frame 76a and the upper first entrance / exit frame 72a shown in FIGS. As shown in FIG. 10, the block 45 is connected to the inner surface of the upper first doorway frame 72 a, and the upper end of the block 45 is connected to the roof structure 40 disposed in the survival region 100. The plate thickness of the upper third entrance / exit frame 76a (FIG. 9) is the same as the plate thickness (FIG. 10) of the upper first entrance / exit frame 72a. The mass of the 1 entrance / exit frame 72a is made small. Although not shown, the lower end of the block 45 is connected to the underframe 50, and the vehicle interior of the lower first entrance / exit frame 72b is connected to the block 45, and the lower first entrance / exit frame 72b is shown in FIG. A structure may be applied.

鉄道車両が矢印５１０方向に激しく衝突した場合、その衝撃は、まず、鉄道車両１を構成する妻構体３０に受け止められ、次に、妻構体３０に隣接する屋根構体端部４２および台枠端部５２へと伝播する。サバイバル領域１００に備えられる強固な屋根構体４０に接続されるブロック４５によって、衝撃が受け止められるため、上部第３出入口フレーム７６ａが圧壊を開始する。ほぼ同時に、クラッシャブル領域２００に配設される屋根構体端部４２と、台枠端部５２と、下部第３出入口フレーム７６ｂとが鉄道車両１の長手方向（矢印５１０方向）に圧壊するとともに塑性変形する過程において衝撃（衝突エネルギー）を吸収して、鉄道車両に乗車中の乗客、乗務員への衝撃を緩和する。   When the railway vehicle collides violently in the direction of arrow 510, the impact is first received by the wife structure 30 constituting the railway vehicle 1, and then the roof structure edge 42 and the frame frame edge adjacent to the wife structure 30. Propagate to 52. Since the impact is received by the block 45 connected to the strong roof structure 40 provided in the survival area 100, the upper third entrance / exit frame 76a starts to be crushed. At substantially the same time, the roof structure end 42, the frame end 52, and the lower third entrance / exit frame 76b disposed in the crushable region 200 are crushed in the longitudinal direction (arrow 510 direction) of the railway vehicle 1 and are plastic. In the process of deformation, the impact (collision energy) is absorbed to mitigate the impact on passengers and crew members in the railway vehicle.

図９および図１０に示される実施例において、衝撃吸収後の出入口部６０の幅Ｌ１（図８参照）は衝撃吸収前の出入口部６０の幅Ｌ０（図３）より小さくなるが、サバイバル領域１００に配設される第１出入口フレーム７２（７２ａ、７２ｂ）、屋根構体４０および台枠５０は十分な強度を備えるため圧壊しないで出入口幅Ｌ１が確保される。このため、乗客および乗務員は鉄道車両１が衝突して、鉄道車両１に備えられる衝撃吸収構造（屋根構体端部４２、上部及び下部の第３出入口フレーム７６ａ，７６ｂ、台枠端部５２）が衝撃を吸収した後であっても、最も近い出入口部６０の内、圧壊しないで残る幅Ｌ１の部分を避難口として、そこから車外へ脱出することができる。   In the embodiment shown in FIGS. 9 and 10, the width L1 (see FIG. 8) of the entrance / exit part 60 after absorbing the impact is smaller than the width L0 (FIG. 3) of the entrance / exit part 60 before absorbing the impact, but the survival region 100 The first entrance / exit frame 72 (72a, 72b), the roof structure 40 and the underframe 50 provided in the above have sufficient strength, so that the entrance / exit width L1 is secured without being crushed. For this reason, the passenger and crew members collide with the railway vehicle 1, and the shock absorbing structure (the roof structure end portion 42, the upper and lower third entrance / exit frames 76 a and 76 b, the frame end portion 52) provided in the railway vehicle 1 is provided. Even after absorbing the impact, the portion of the closest entrance / exit 60 that has the width L1 that remains without being crushed can be used as an evacuation port to escape from the vehicle.

図１１は、本発明による衝撃吸収装置が組み込まれた出入口フレームを有す鉄道車両１の車両端部構造の一例を模式的に示す側面図である。鉄道車両１の長手方向の両端部に、乗客等が乗降する出入口が備えられる場合、側構体２０に設けられた出入口部６０の縁に沿って出入口フレーム７０が備えられる。一般的に、出入口フレーム７０の剛性は側構体の剛性よりも大きいため、図４および図６に示したようにクラッシャブル領域２００に配設される上部及び下部の第３出入口フレーム７６ａ，７６ｂの板厚を、サバイバル領域１００に配設される上部及び下部の第１出入口フレーム７２ａ，７２ｂの板厚よりも小さくして、圧壊を促進して衝撃を吸収するものである。そこで、図１１は、図４および図６に示した上部及び下部の第３出入口フレーム７６ａ，７６ｂに替えて、より大きな衝撃吸収量（単位体積当たりの衝撃吸収量）を確保できる衝撃吸収装置３００をサバイバル領域１００とクラッシャブル領域２００とに跨る出入口フレームに備える例である。   FIG. 11 is a side view schematically showing an example of a vehicle end structure of a railway vehicle 1 having an entrance / exit frame in which an impact absorbing device according to the present invention is incorporated. When the entrance / exit where a passenger etc. get on / off is provided at both ends in the longitudinal direction of the railway vehicle 1, the entrance / exit frame 70 is provided along the edge of the entrance / exit 60 provided in the side structure 20. In general, since the rigidity of the entrance / exit frame 70 is larger than the rigidity of the side structure, the upper and lower third entrance / exit frames 76a and 76b disposed in the crushable region 200 as shown in FIGS. The plate thickness is made smaller than the plate thicknesses of the upper and lower first entrance / exit frames 72a and 72b disposed in the survival region 100 to promote crushing and absorb the impact. Therefore, FIG. 11 replaces the upper and lower third entrance / exit frames 76a and 76b shown in FIGS. 4 and 6 with an impact absorbing device 300 that can secure a larger impact absorbing amount (shock absorbing amount per unit volume). Is provided in an entrance / exit frame straddling the survival area 100 and the crushable area 200.

図１２は、出入口フレームに備えられる衝撃吸収装置３００の一例を示す概念図である。衝撃吸収装置３００は、内部に空間１２４５を有す固定部材１２４１と、固定部材１２４１に直列に接続する移動部材１２３１とからなる。移動部材１２３１の長手方向の一方の端部は、固定部材１２４１の長手方向の他方の端部に挿入されるとともに、移動部材１２３１と固定部材１２４１との重なり部はボルト等の締結部材１２４２，１２４２によって締結される。衝撃吸収装置３００は、その長手方向を鉄道車両１の長手方向（矢印５１０方向）に沿う形態で、出入口フレーム７６に備えられる。衝撃吸収装置３００の移動部材１２３１はクラッシャブル領域２００に配設される出入口フレーム７６にボルト等で固定され、衝撃吸収装置３００の固定部材１２４１はサバイバル領域１００に配設される出入口フレーム７２にボルト等で固定される。つまり、衝撃吸収装置３００の移動部材１２３１はクラッシャブル領域２００に配設され、衝撃吸収装置の固定部材１２４１はサバイバル領域１００に配設される。   FIG. 12 is a conceptual diagram showing an example of an impact absorbing device 300 provided in the entrance / exit frame. The shock absorbing device 300 includes a fixed member 1241 having a space 1245 therein and a moving member 1231 connected in series to the fixed member 1241. One end portion of the moving member 1231 in the longitudinal direction is inserted into the other end portion of the fixing member 1241 in the longitudinal direction, and an overlapping portion of the moving member 1231 and the fixing member 1241 is a fastening member 1242, 1242 such as a bolt. It is concluded by. The shock absorbing device 300 is provided in the entrance / exit frame 76 in a form in which the longitudinal direction thereof is along the longitudinal direction of the railway vehicle 1 (the direction of the arrow 510). The moving member 1231 of the shock absorbing device 300 is fixed to the doorway frame 76 disposed in the crushable region 200 with a bolt or the like, and the fixing member 1241 of the shock absorbing device 300 is bolted to the doorway frame 72 disposed in the survival region 100. Fixed with etc. That is, the moving member 1231 of the shock absorbing device 300 is disposed in the crushable region 200, and the fixing member 1241 of the shock absorbing device is disposed in the survival region 100.

所定の衝撃より大きな衝撃が衝撃吸収装置３００の長手方向に作用した場合、まず、締結部材１２４２はせん断力を受けて破断する。次に、移動部材１２３１が固定部材１２４１に備えられる空間１２４５に押し込まれる。衝撃（衝突エネルギー）は、締結部材１２４２が破断する過程と、移動部材１２３１が固定部材１２４１の空間１２４５に押し込まれる時の両部材表面の摩擦によって吸収される。衝撃吸収量は締結部材１２４１の個数および強度と、移動部材１２３１の外形寸法および固定部材１２４１に備えられる空間の内寸法を調整することによって制御することができる。   When an impact larger than a predetermined impact is applied in the longitudinal direction of the impact absorbing device 300, first, the fastening member 1242 is broken by receiving a shearing force. Next, the moving member 1231 is pushed into the space 1245 provided in the fixed member 1241. The impact (collision energy) is absorbed by the process of breaking the fastening member 1242 and the friction of both member surfaces when the moving member 1231 is pushed into the space 1245 of the fixed member 1241. The amount of shock absorption can be controlled by adjusting the number and strength of the fastening members 1241, the outer dimensions of the moving member 1231, and the inner dimensions of the space provided in the fixed member 1241.

図１３は、出入口フレームに備えられる他の衝撃吸収装置の一例を示す概念図である。衝撃吸収装置３００は、空間１２４５を有する固定部材１２４１と、固定部材１２４１に直列に接続する移動部材１２３１と、からなる。移動部材１２３１の長手方向の一方の端部に備えられる貫入部材１２３５は、固定部材１２４１の長手方向の他方の端部に挿入される形態で接続される。円筒状の貫入部材１２３５の高さ方向寸法Ｄは、固定部材１２４１に備えられる空間１２４５の高さ寸法Ｈよりも大きい。移動部材１２３１はクラッシャブル領域２００に配設される出入口フレーム７６にボルト等で固定され、固定部材１２４１はサバイバル領域１００に配設される出入口フレームにボルト等で固定される。つまり、衝撃吸収装置３００の移動部材１２３１はクラッシャブル領域２００に配設され、衝撃吸収装置３００の固定部材１２４１はサバイバル領域１００に配設される。なお、貫入部材１２３５の形状は必ずしも円筒状である必要はなく、移動部材１２３１から固定部材１２４１の方向に向けて垂直断面が小さくなる部位を備える三角柱状あるいは台形柱状であってもよい。   FIG. 13 is a conceptual diagram showing an example of another impact absorbing device provided in the entrance / exit frame. The shock absorbing device 300 includes a fixed member 1241 having a space 1245 and a moving member 1231 connected in series to the fixed member 1241. The penetrating member 1235 provided at one end in the longitudinal direction of the moving member 1231 is connected in a form of being inserted into the other end in the longitudinal direction of the fixed member 1241. The dimension D in the height direction of the cylindrical penetrating member 1235 is larger than the height dimension H of the space 1245 provided in the fixing member 1241. The moving member 1231 is fixed to the entrance / exit frame 76 disposed in the crushable region 200 with a bolt or the like, and the fixing member 1241 is secured to the entrance / exit frame disposed in the survival region 100 with a bolt or the like. That is, the moving member 1231 of the shock absorbing device 300 is disposed in the crushable region 200, and the fixing member 1241 of the shock absorbing device 300 is disposed in the survival region 100. Note that the shape of the penetrating member 1235 is not necessarily cylindrical, and may be a triangular pillar shape or a trapezoidal pillar shape having a portion whose vertical cross section decreases from the moving member 1231 toward the fixed member 1241.

所定の衝撃より大きな衝撃が衝撃吸収装置３００の長手方向に作用した場合、移動部材１２３１に接続する貫入部材１２３５が固定部材１２４１の空間１２４５に押し込まれる。衝撃（衝突エネルギー）は、貫入部材１２３５が固定部材１２４１に備えられる空間１２４５に押し込まれる過程において、貫入部材１２３５の表面と固定部材１２４１の空間１２４５の内壁面との摩擦と、貫入部材１２３５が空間１２４５に押し込まれる時の固定部材１２４１の変形と、からなる抵抗力がなす仕事量に相当する衝撃（衝突エネルギー）が吸収される。貫入部材１２３５の寸法Ｄと空間１２４５の寸法Ｈを適宜選択することによって衝撃吸収量を調整できる。   When an impact larger than a predetermined impact acts in the longitudinal direction of the impact absorbing device 300, the penetrating member 1235 connected to the moving member 1231 is pushed into the space 1245 of the fixed member 1241. The impact (collision energy) is caused by friction between the surface of the penetrating member 1235 and the inner wall surface of the space 1245 of the fixing member 1241 in the process in which the penetrating member 1235 is pushed into the space 1245 provided in the fixing member 1241. The impact (collision energy) corresponding to the work amount of the resistance force formed by the deformation of the fixing member 1241 when it is pushed into 1245 is absorbed. By appropriately selecting the dimension D of the penetrating member 1235 and the dimension H of the space 1245, the amount of shock absorption can be adjusted.

図１４は、車両端部においてクラッシャブル領域とサバイバル領域とに跨って配設される出入口フレームに組み込まれた衝撃吸収装置が衝撃を吸収した状態を示す説明図である。鉄道車両が矢印５１０方向に衝突した場合、その衝撃は、まず、鉄道車両１を構成する妻構体３０に受け止められ、次に、妻構体３０に隣接する屋根構体端部４２および台枠端部５２へと伝播する。ほぼ同時に、妻構体３０に接続する第２出入口フレーム７４を介して、衝撃が上部第３出入口フレーム７６ａおよび下部第３出入口フレーム７６ｂに伝わる。クラッシャブル領域２００に配設される屋根構体端部４２と、台枠端部５２と、が鉄道車両１の長手方向（矢印５１０方向）に圧壊するとともに塑性変形するが、これとほぼ同時に、上部及び下部の第３出入口フレーム７６ａ，７６ｂに備えられる衝撃吸収装置３００，３００をなす移動部材１２３１が固定部材１２４１の内部へ押し込まれる。   FIG. 14 is an explanatory view showing a state in which an impact absorbing device incorporated in an entrance / exit frame disposed across the crushable region and the survival region at the vehicle end absorbs the impact. When the railway vehicle collides in the direction of the arrow 510, the impact is first received by the wife structure 30 constituting the railway vehicle 1, and then the roof structure end 42 and the frame end 52 adjacent to the wife structure 30. Propagate to. Almost simultaneously, the impact is transmitted to the upper third entrance / exit frame 76a and the lower third entrance / exit frame 76b via the second entrance / exit frame 74 connected to the wife structure 30. The roof structure end portion 42 and the underframe end portion 52 disposed in the crashable region 200 are crushed in the longitudinal direction (in the direction of the arrow 510) of the railway vehicle 1 and are plastically deformed. In addition, the moving member 1231 constituting the shock absorbing device 300, 300 provided in the lower third entrance / exit frame 76a, 76b is pushed into the fixed member 1241.

これらの過程において、衝撃（衝突エネルギー）が吸収されるため、鉄道車両に乗車中の乗客、乗務員への衝撃が緩和される。衝撃吸収後の出入口幅Ｌ１は衝撃吸収前の出入口幅Ｌ０（図３）より小さくなるが、サバイバル領域１００に配設される第１出入口フレーム７２、屋根構体４０および台枠５０は十分な強度を備えるため圧壊しないで出入口幅Ｌ１を維持する。このため、鉄道車両１に備えられる衝撃吸収構造（屋根構体端部４２、上部及び下部の第３出入口フレーム７６ａ，７６ｂに備えられる衝撃吸収装置３００、台枠端部５２）が衝撃を吸収した後であっても、乗客等は最も近い出入口部６０の内、圧壊しないで残る出入口幅Ｌ１の部分を避難口として、そこから車外へ脱出することができる。   In these processes, since the impact (collision energy) is absorbed, the impact on passengers and crew members who are on the railway vehicle is alleviated. The entrance / exit width L1 after absorbing the impact is smaller than the entrance / exit width L0 (FIG. 3) before absorbing the impact, but the first entrance / exit frame 72, the roof structure 40 and the underframe 50 disposed in the survival region 100 have sufficient strength. Since it is provided, the entrance / exit width L1 is maintained without being crushed. For this reason, after the shock absorbing structure provided in the railcar 1 (the roof structure end 42, the shock absorbing device 300 provided in the upper and lower third entrance / exit frames 76a and 76b, the frame end 52) absorbs the shock. Even so, the passenger or the like can escape out of the vehicle from the closest entrance / exit portion 60 as an evacuation port with the portion of the entrance / exit width L1 remaining without being crushed.

衝撃吸収装置３００は、屋根構体端部４２、台枠端部５２等が圧壊する過程において、移動部材１２３１が固定部材１２４１の空間１２４５の内部へ押し込まれるので、屋根構体端部４２および台枠端部５２等が車両の長手方向（矢印５１０方向）に圧壊することを案内する、つまり、衝撃吸収装置３００は自らが衝撃を吸収するとともに、妻構体３０等からなる車両最端部の圧壊挙動を制御する機能も併せ持つ。衝撃吸収装置３００は、ボルト等で第１出入口フレーム７２と第２出入口フレーム７４に固定されるため、衝撃を吸収した場合など必要に応じて、これらのボルトを解いて、他の衝撃吸収装置３００に容易に交換できる。   Since the moving member 1231 is pushed into the space 1245 of the fixed member 1241 in the process in which the roof structure end 42, the frame end 52, and the like are crushed, the shock absorber 300 has the roof structure end 42 and the frame end. The portion 52 or the like guides the crushing in the longitudinal direction of the vehicle (the direction of the arrow 510). That is, the shock absorbing device 300 absorbs the shock and exhibits the crushing behavior of the vehicle end portion including the wife structure 30 and the like. It also has a function to control. Since the impact absorbing device 300 is fixed to the first entrance / exit frame 72 and the second entrance / exit frame 74 with bolts or the like, when the impact is absorbed or the like, if necessary, these bolts are unwound and another impact absorbing device 300 is obtained. Can be easily replaced.

図１５は、鉄道車両１の長手方向の最端部から鉄道車両の長手方向の中央部に向かって順に、第１サバイバル領域１００ａ、クラッシャブル領域２００、第２サバイバル領域１００ｂが備えられた鉄道車両であって、出入口フレーム７０が第１サバイバル領域１００aに配設される鉄道車両の車両端部の側面図である。客室は第２サバイバル領域１００ｂに備えられる。詳細は後に記すが、台枠端部５２は、第１サバイバル領域１００ａに含まれるが所定の衝撃より大きい衝撃が妻構体３０を介して鉄道車両１に作用した場合には圧壊して衝撃を吸収する。   FIG. 15 shows a railway vehicle provided with a first survival area 100a, a crushable area 200, and a second survival area 100b in order from the longitudinal end of the railway vehicle 1 toward the central portion in the longitudinal direction of the railway vehicle. In this case, the entrance / exit frame 70 is a side view of the vehicle end portion of the railway vehicle provided in the first survival region 100a. The guest room is provided in the second survival area 100b. Although details will be described later, the frame end portion 52 is included in the first survival region 100a, but when an impact larger than a predetermined impact is applied to the railway vehicle 1 via the wife structure 30, it is crushed and absorbs the impact. To do.

図１６は、図１５のＧ−Ｇ断面図である。出入口フレーム７０を構成するとともに、側構体２０の長手方向の中央部寄りに配設される第１出入口フレーム７２は、内部に中空部を有するとともに、第１出入口フレーム７２の車両の長手方向の中央部寄りの部位に、側構体２０を構成する面板２４の一方の垂直縁が溶接などで接続される。面板２４の他方の垂直縁は、側構体２０を構成する押出形材２２に溶接などで接続される。面板２４の上端部の水平縁は屋根構体端部４２に接続し、面板２４の下端部の水平縁は台枠５０に接続する。つまり、第１出入口フレーム７２と押出形材２２とを接続する面板２４はクラッシャブル領域２００に属する。なお、押出形材２２は対向する２枚の面板をリブで接合した中空押出形材である。   16 is a cross-sectional view taken along the line GG in FIG. The first entrance / exit frame 72 that constitutes the entrance / exit frame 70 and is disposed closer to the central portion in the longitudinal direction of the side structure 20 has a hollow portion therein, and the center of the first entrance / exit frame 72 in the longitudinal direction of the vehicle. One vertical edge of the face plate 24 constituting the side structure 20 is connected to a portion near the part by welding or the like. The other vertical edge of the face plate 24 is connected to the extruded shape member 22 constituting the side structure 20 by welding or the like. The horizontal edge of the upper end portion of the face plate 24 is connected to the roof structure end portion 42, and the horizontal edge of the lower end portion of the face plate 24 is connected to the frame 50. That is, the face plate 24 connecting the first entrance / exit frame 72 and the extruded shape member 22 belongs to the crushable region 200. The extruded shape member 22 is a hollow extruded shape member in which two opposing face plates are joined with ribs.

図１７は、図１５に示した車両端部のクラッシャブル領域２００が圧壊して衝撃を吸収した状態を示す説明図である。鉄道車両が矢印５１０方向に衝突した場合、その衝撃は、まず、鉄道車両１を構成する妻構体３０に受け止められ、次に、妻構体３０に隣接する屋根構体端部４２および台枠端部５２へと伝播する。ほぼ同時に、妻構体３０に接続する出入口フレーム７０を介して、側構体２０を構成する面板２４（図１６）に伝わる。所定の大きさより大きな衝撃が作用した場合、クラッシャブル領域２００に配設される屋根構体端部４２と、側構体２０を構成する面板２４（図１６）が圧壊するとともに、出入口ドアフレーム７０の下端部と台枠５０の鉄道車両１の幅方向（矢印５００方向）の上端部との接続が破断して、出入口ドアフレーム７０を含む車両端部が、鉄道車両１の長手方向の中央部寄りに移動する。   FIG. 17 is an explanatory view showing a state where the crashable region 200 at the vehicle end portion shown in FIG. When the railway vehicle collides in the direction of the arrow 510, the impact is first received by the wife structure 30 constituting the railway vehicle 1, and then the roof structure end 42 and the frame end 52 adjacent to the wife structure 30. Propagate to. At almost the same time, it is transmitted to the face plate 24 (FIG. 16) constituting the side structure 20 via the entrance / exit frame 70 connected to the wife structure 30. When an impact larger than a predetermined size acts, the roof structure end portion 42 disposed in the crushable region 200 and the face plate 24 (FIG. 16) constituting the side structure 20 are crushed and the lower end of the doorway door frame 70. And the connection between the upper frame and the upper end of the underframe 50 in the width direction (arrow 500 direction) of the railway vehicle 1 is broken so that the vehicle end including the doorway door frame 70 is closer to the longitudinal center of the railway vehicle 1. Moving.

屋根構体端部４２、側構体２０の面板２４などが塑性変形する過程において衝撃（衝突エネルギー）を吸収して、鉄道車両に乗車中の乗客、乗務員への衝撃を緩和する。この時、台枠端部５２は、第１サバイバル領域１００ａに配設されるが、鉄道車両１の床部より下方（レール側）の乗客等にあまり影響しない領域において圧壊する。衝撃吸収後の出入口フレーム７０の幅Ｌ０は、出入口フレーム７０を含む車両端部の全体が鉄道車両１の長手方向中央部寄りに移動するため、衝撃吸収前の出入口幅Ｌ０（図１５）とほぼ同じ出入口幅Ｌ０を維持する。このため、乗客および乗務員は衝撃吸収後に、最も近い位置にあって圧壊されることなくほぼ残る出入口部６０から車外へ脱出することができる。   The impact (collision energy) is absorbed in the process of plastic deformation of the roof structure end portion 42, the face plate 24 of the side structure 20, and the like, and the impact on passengers and crew members in the railway vehicle is reduced. At this time, the frame end portion 52 is disposed in the first survival region 100a, but is crushed in a region that does not significantly affect passengers or the like below (the rail side) from the floor of the railcar 1. The width L0 of the entrance / exit frame 70 after absorbing the shock is substantially the same as the entrance / exit width L0 (FIG. 15) before absorbing the shock, because the entire vehicle end including the entrance / exit frame 70 moves toward the center in the longitudinal direction of the railway vehicle 1. The same entrance / exit width L0 is maintained. For this reason, a passenger and a crew member can escape from the entrance / exit part 60 which is located in the nearest position and is almost not crushed after shock absorption.

１…鉄道車両
２０…側構体 ３０…妻構体
４０…屋根構体 ４２…屋根構体端部
４５…ブロック ５０…台枠
５２…台枠端部 ６０…出入口部
７０…出入口フレーム ７２…第１出入口フレーム
７４…第２出入口フレーム ７６…第３出入口フレーム
１００…サバイバル領域 ２００…クラッシャブル領域
３００…衝撃吸収装置
５００…鉄道車両の幅方向を示す矢印
５１０…鉄道車両の長手方向を示す矢印
１２３１…移動部材 １２４１…固定部材
１２４２…締結部材 １２３５…貫入部材
１２４５…空間 DESCRIPTION OF SYMBOLS 1 ... Railcar 20 ... Side structure 30 ... Wife structure 40 ... Roof structure 42 ... Roof structure edge part 45 ... Block 50 ... Base frame 52 ... Base frame edge part 60 ... Entrance / exit part 70 ... Entrance / exit frame 72 ... 1st entrance / exit frame 74 ... second entrance / exit frame 76 ... third entrance / exit frame 100 ... survival area 200 ... crushable area 300 ... impact absorber 500 ... arrow indicating the width direction of the railway vehicle 510 ... arrow indicating the longitudinal direction of the railway car 1231 ... moving member 1241 ... Fixing member 1242 ... Fastening member 1235 ... Penetration member 1245 ... Space

Claims (10)

台枠と、前記台枠の幅方向の両端部に立設される側構体と、前記台枠の長手方向の端部に立設される妻構体と、前記側構体および前記妻構体の上端部に接続される屋根構体とからなる鉄道車両であって、
前記鉄道車両の長手方向の中央部にサバイバル領域が備えられ、前記サバイバル領域に連続する形態で前記鉄道車両の長手方向の端部にクラッシャブル領域が備えられる鉄道車両において、
乗降に供される出入口部が、前記側構体の長手方向の端部に備えられるとともに、前記クラッシャブル領域と前記サバイバル領域と、に跨って配設されること、
を特徴とする鉄道車両。 A frame, side structures standing at both ends in the width direction of the frame, a wife structure standing at a longitudinal end of the frame, and an upper end portion of the side structure and the wife structure A railway vehicle comprising a roof structure connected to
In the railway vehicle, a survival region is provided at a central portion in the longitudinal direction of the railway vehicle, and a crushable region is provided at an end portion in the longitudinal direction of the railway vehicle in a form continuous to the survival region.
An entrance / exit part provided for getting on and off is provided at an end portion in the longitudinal direction of the side structure, and is disposed across the crushable region and the survival region,
A railway vehicle characterized by 請求項１に記載された鉄道車両において、
前記鉄道車両は、前記屋根構体の長手方向の端部に配設される屋根構体端部と、前記台枠の長手方向の端部に配設される台枠端部と、を備えており、
前記出入口は、前記側構体の長手方向の端部に設けられる開口部の縁に備えられる出入口フレームを備えており、
前記出入口フレームは、
前記サバイバル領域において垂直方向に配設される第１出入口フレームと、
前記側構体の長手方向の端部に垂直方向に配設されるとともに前記妻構体に接続される第２出入口フレームと、
前記第１出入口フレーム及び前記第２出入口フレームのそれぞれの上端部と下端部とに接続するとともに、前記側構体の長手方向に向けて延びる２本の第３出入口フレームと、
からなり、
前記クラッシャブル領域に、前記屋根構体端部と、前記第２出入口フレームと、前記第３出入口フレームと、前記台枠端部と、が配設されること、
を特徴とする鉄道車両。 The railway vehicle according to claim 1,
The railcar includes a roof structure end disposed at a longitudinal end of the roof structure, and a frame end disposed at a longitudinal end of the frame,
The entrance / exit includes an entrance / exit frame provided at an edge of an opening provided at an end portion in a longitudinal direction of the side structure,
The entrance / exit frame is
A first entrance / exit frame disposed in a vertical direction in the survival region;
A second entrance / exit frame disposed in a vertical direction at an end portion in a longitudinal direction of the side structure and connected to the wife structure;
Two third doorway frames that connect to the upper and lower ends of each of the first doorway frame and the second doorway frame and extend in the longitudinal direction of the side structure;
Consists of
In the crushable region, the roof structure end, the second entrance / exit frame, the third entrance / exit frame, and the frame end are disposed.
A railway vehicle characterized by 請求項２に記載された鉄道車両において、
前記屋根構体端部は、一枚の板であるとともに、前記屋根構体の長手方向の端部に接続されており、
前記台枠端部は、押出形材を並べて幅方向に突き合わせた端部同士を接合して形成した一枚の板であるとともに、前記押出形材の押出方向が前記鉄道車両の幅方向に沿う形態で前記台枠の長手方向の端部に接続されていること、
を特徴とする鉄道車両。 In the railway vehicle according to claim 2,
The roof structure end is a single plate and is connected to the longitudinal end of the roof structure,
The end portion of the underframe is a single plate formed by joining end portions that are aligned with each other in the width direction, and the extruding direction of the extruded shape member is along the width direction of the railway vehicle. Being connected to the longitudinal end of the underframe in a form,
A railway vehicle characterized by 請求項３に記載された鉄道車両において、
前記第２出入口フレームの上端部に接続する前記第３出入口フレームの板厚は、前記第１出入口フレームの上端部の板厚よりも小さく、
前記第２出入口フレームの下端部に接続する前記第３出入口フレームは、垂直片の上端部および下端部に接続する２枚の水平片を有すチャンネル材と、前記水平片の解放側の端部同士を接続する板と、からなり、
前記第２出入口フレームの下端部に接続する前記第３出入口フレームに接続する前記第１出入口フレームの下端部は、垂直片の上端部および下端部に接続する２枚の水平片を有すチャンネル材と、前記水平片の解放側の端部同士を接続する板と、該板の高さ方向の中央部から前記垂直片に向けて延びる板と、を備えること、
を特徴とする鉄道車両。 In the railway vehicle according to claim 3,
The thickness of the third entrance / exit frame connected to the upper end of the second entrance / exit frame is smaller than the thickness of the upper end of the first entrance / exit frame,
The third entrance / exit frame connected to the lower end portion of the second entrance / exit frame includes a channel member having two horizontal pieces connected to the upper end portion and the lower end portion of the vertical piece, and an end portion on the release side of the horizontal piece. A board that connects each other,
A channel member having two horizontal pieces connected to an upper end portion and a lower end portion of a vertical piece at a lower end portion of the first entrance / exit frame connected to the third entrance / exit frame connected to a lower end portion of the second entrance / exit frame And a plate connecting end portions on the release side of the horizontal piece, and a plate extending toward the vertical piece from a central portion in the height direction of the plate,
A railway vehicle characterized by 請求項３に記載された鉄道車両において、
一方の前記第１出入口フレームの車内側の面にブロックが接続されるとともに、前記ブロックの端部が前記屋根構体に接続されること、
を特徴とする鉄道車両。 In the railway vehicle according to claim 3,
A block is connected to the inner surface of the first entrance / exit frame, and an end of the block is connected to the roof structure;
A railway vehicle characterized by 請求項３に記載された鉄道車両において、
一方の前記第１出入口フレームの車内側の面にブロックが接続されるとともに、前記ブロックの端部が前記屋根構体に接続されており、
他方の前記第１出入口フレームの車内側の面にブロックが接続されるとともに、前記ブロックの端部が前記台枠に接続されること、
を特徴とする鉄道車両。 In the railway vehicle according to claim 3,
A block is connected to the inner surface of the first entrance / exit frame, and an end of the block is connected to the roof structure,
A block is connected to the vehicle inner surface of the other first entrance / exit frame, and an end of the block is connected to the underframe;
A railway vehicle characterized by 出入口が側構体の車両端部に配置され且つ車体の両端側をクラッシャブル領域とし当該両クラッシャブル領域の間の領域をサバイバル領域とした鉄道車両において、
前記出入口を定める前記側構体の開口部周囲には出入口フレームが配設されており、
前記出入口フレームは、
前記サバイバル領域に配設されている第１出入口フレームと、
前記クラッシャブル領域に配設されるとともに、車端側に配設される第２出入口フレームと、
前記第１出入口フレームと前記第２出入口フレームとを接続する第３出入口フレームとを備えており、
前記第３出入口フレームは、前記車体の長手方向に沿って直列に配置された移動部材および固定部材と、から構成される衝撃吸収装置を備えていること、
を特徴とする鉄道車両。 In a railway vehicle in which an entrance is arranged at a vehicle end portion of a side structure and both ends of the vehicle body are a crushable region and a region between the two crushable regions is a survival region.
An entrance / exit frame is disposed around the opening of the side structure that defines the entrance / exit,
The entrance / exit frame is
A first entrance / exit frame disposed in the survival area;
A second entrance / exit frame disposed on the vehicle end side and disposed in the crushable region;
A third entrance / exit frame connecting the first entrance / exit frame and the second entrance / exit frame;
The third entrance / exit frame includes an impact absorbing device including a moving member and a fixed member arranged in series along a longitudinal direction of the vehicle body;
A railway vehicle characterized by 請求項７に記載された鉄道車両において、
前記衝撃吸収装置は、
前記第３出入口フレームに前記移動部材の一方の端部が接続されるとともに、前記移動部材の他方の端部は、内部に空間を有す前記固定部材の一方の端部に挿入されて重なっており、
前記固定部材の他方の端部は前記第１出入口フレームに接続されており、
前記移動部材と前記固定部材との重なり部に、前記移動部材と前記固定部材とを締結する締結部材が備えられること、
を特徴とする鉄道車両。 The railway vehicle according to claim 7,
The shock absorber is
One end of the moving member is connected to the third entrance / exit frame, and the other end of the moving member is inserted into and overlapped with one end of the fixed member having a space therein. And
The other end of the fixing member is connected to the first doorway frame;
A fastening member for fastening the moving member and the fixed member is provided at an overlapping portion of the moving member and the fixed member;
A railway vehicle characterized by 請求項７に記載された鉄道車両において、
前記衝撃吸収装置は、
前記第３出入口フレームに前記移動部材の一方の端部が接続されるとともに、前記移動部材の他方の端部には貫入部材が備えられており、
前記移動部材の前記貫入部材は、内部に空間を有す前記固定部材の一方の端部に挿入されるとともに、前記貫入部材の高さ寸法は、前記固定部材の空間の高さ寸法より大きく設定されており、
前記固定部材の他方の端部は前記第１出入口フレームに接続されていること、
を特徴とする鉄道車両。 The railway vehicle according to claim 7,
The shock absorber is
One end of the moving member is connected to the third entrance / exit frame, and a penetrating member is provided at the other end of the moving member,
The penetrating member of the moving member is inserted into one end of the fixing member having a space inside, and the height dimension of the penetrating member is set larger than the height dimension of the space of the fixing member. Has been
The other end of the fixing member is connected to the first doorway frame;
A railway vehicle characterized by 台枠と、前記台枠の幅方向の両端部に立設される側構体と、前記台枠の長手方向の端部に立設される妻構体と、前記側構体および前記妻構体の上端部に接続される屋根構体とからなる鉄道車両であって、前記側構体の長手方向の端部に乗降に供される出入口部が備えられ且つ前記出入口部の周縁に出入口フレームが備えられる鉄道車両において、
前記鉄道車両の長手方向の端部から順に、第１サバイバル領域と、クラッシャブル領域と、第２サバイバル領域と、が配設されており、
前記側構体であって前記出入口フレームの前記側構体の長手方向の中央部寄りの部分から前記第２サバイバル領域に至るまでの長手方向の範囲が前記クラッシャブル領域に属しており、
前記クラッシャブル領域に属する前記側構体は、一方の垂直縁が前記出入口フレームの長手方向の中央部寄りの部分に接続するとともに、他方の垂直縁は２枚の面板をリブで接続した押出形材からなる前記サバイバル領域に配設される前記側構体に接続する板であり、
前記鉄道車両の長手方向に所定より大きい衝撃を受けた時に、前記クラッシャブル領域に配設される前記板が圧壊するとともに、前記出入口フレームを含む前記第１サバイバル領域に属する車両端部が前記鉄道車両の長手方向の中央部寄りに移動すること、
を特徴とする鉄道車両。 A frame, side structures standing at both ends in the width direction of the frame, a wife structure standing at a longitudinal end of the frame, and an upper end portion of the side structure and the wife structure In the railway vehicle comprising a roof structure connected to the vehicle, wherein an entrance / exit part provided for getting on and off is provided at an end in a longitudinal direction of the side structure, and an entrance / exit frame is provided at a peripheral edge of the entrance / exit part. ,
A first survival region, a crushable region, and a second survival region are arranged in order from the end in the longitudinal direction of the railway vehicle.
The range in the longitudinal direction from the portion of the side structure that is closer to the center of the side structure in the longitudinal direction to the second survival region belongs to the crushable region,
In the side structure belonging to the crushable region, one vertical edge is connected to a portion near the central portion in the longitudinal direction of the entrance / exit frame, and the other vertical edge is formed by connecting two face plates with ribs. A plate connected to the side structure disposed in the survival region consisting of:
When an impact greater than a predetermined value is applied in the longitudinal direction of the railway vehicle, the plate disposed in the crushable area is crushed, and the vehicle end part belonging to the first survival area including the doorway frame is connected to the railway. Moving closer to the longitudinal center of the vehicle,
A railway vehicle characterized by
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