JP2013028291A - Structure for absorbing impact on head of rolling stock - Google Patents
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- JP2013028291A JP2013028291A JP2011166059A JP2011166059A JP2013028291A JP 2013028291 A JP2013028291 A JP 2013028291A JP 2011166059 A JP2011166059 A JP 2011166059A JP 2011166059 A JP2011166059 A JP 2011166059A JP 2013028291 A JP2013028291 A JP 2013028291A
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- 238000000638 solvent extraction Methods 0.000 claims abstract description 4
- 230000035939 shock Effects 0.000 claims description 50
- 238000010521 absorption reaction Methods 0.000 claims description 25
- 238000005192 partition Methods 0.000 claims description 20
- 239000000463 material Substances 0.000 claims description 4
- 229910052751 metal Inorganic materials 0.000 claims description 4
- 239000002184 metal Substances 0.000 claims description 4
- 229910000838 Al alloy Inorganic materials 0.000 claims description 2
- 229910000831 Steel Inorganic materials 0.000 claims description 2
- 239000000956 alloy Substances 0.000 claims description 2
- 239000010959 steel Substances 0.000 claims description 2
- 230000000149 penetrating effect Effects 0.000 claims 3
- 210000000988 bone and bone Anatomy 0.000 description 28
- 230000003014 reinforcing effect Effects 0.000 description 19
- 238000006243 chemical reaction Methods 0.000 description 8
- 235000009120 camo Nutrition 0.000 description 3
- 244000213578 camo Species 0.000 description 3
- 230000006378 damage Effects 0.000 description 2
- 230000000644 propagated effect Effects 0.000 description 2
- 208000010392 Bone Fractures Diseases 0.000 description 1
- 208000027418 Wounds and injury Diseases 0.000 description 1
- 239000006096 absorbing agent Substances 0.000 description 1
- 230000001133 acceleration Effects 0.000 description 1
- 238000013459 approach Methods 0.000 description 1
- 230000002238 attenuated effect Effects 0.000 description 1
- 244000309464 bull Species 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
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Abstract
Description
本発明は、障害物が鉄道車両の台枠より上部でオフセット正面衝突した時の衝突エネルギーを吸収する鉄道車両の先頭衝撃吸収構造に関する。 The present invention relates to a leading shock absorbing structure for a railway vehicle that absorbs collision energy when an obstacle has an offset frontal collision above an underframe of the railway vehicle.
従来、障害物に衝突した時に鉄道車両に掛かる衝突エネルギーを吸収する様々な方法が提案されている（例えば、特許文献１、２、３参照）。具体的には、特許文献１は、鉄道車両の床下に設置される衝撃吸収装置を開示している。同衝撃吸収装置は、衝突時に衝撃吸収部材の移動を停止且つ固定させることによって、衝突エネルギーを衝撃吸収部材で吸収している。特許文献２は、壊れ易く且つ衝撃エネルギー吸収量の多い構造を組み込んだ鉄道車両用衝撃吸収台枠構造を開示している。 Conventionally, various methods for absorbing collision energy applied to a railway vehicle when colliding with an obstacle have been proposed (see, for example, Patent Documents 1, 2, and 3). Specifically, Patent Document 1 discloses an impact absorbing device installed under the floor of a railway vehicle. The shock absorbing device absorbs the collision energy by the shock absorbing member by stopping and fixing the movement of the shock absorbing member at the time of the collision. Patent Document 2 discloses a shock absorber frame structure for a railway vehicle that incorporates a structure that is fragile and has a large amount of shock energy absorption.
図９に示すように、特許文献３は、車両のクラッシャブルゾーン１１（図９（ｂ））に、車両の長手方向に延在する衝撃吸収部材である骨部材１７（図９（ｂ））を、強度部材１５、１６の間に、上下方向に離散して設けている。骨部材１７は、２枚のフランジ１７ｃ、１７ｄと、同フランジを接続するウエブ１７ｂとからなり、Ｕ字状断面を有する。ウエブ１７ｂ側が外板１８（図９（ｂ））に隅肉溶接されている。 As shown in FIG. 9, Patent Document 3 discloses a bone member 17 (FIG. 9B) which is an impact absorbing member extending in the longitudinal direction of a vehicle in a crushable zone 11 (FIG. 9B) of the vehicle. Are provided discretely in the vertical direction between the strength members 15 and 16. The bone member 17 includes two flanges 17c and 17d and a web 17b connecting the flanges, and has a U-shaped cross section. The web 17b side is fillet welded to the outer plate 18 (FIG. 9B).
骨部材１７の長手方向の中間の位置のフランジ端部に開口を有する切り欠き２１が設けられている。さらに、ウエブ１７ｂの両端近傍には、開口２２、２３が設けられている。衝突荷重がかかると、切り欠き２１部が外板１８とは反対側に折れ曲がることにより、骨部材１７が座屈しても外板１８を巻き込まずに、衝突荷重を吸収して、クラッシャブルゾーンの外、例えば窓Ｗまで衝撃が及ぶことの防止を図っている。 A notch 21 having an opening is provided at an end of the flange at a middle position in the longitudinal direction of the bone member 17. Further, openings 22 and 23 are provided in the vicinity of both ends of the web 17b. When a collision load is applied, the notch 21 is bent to the side opposite to the outer plate 18, so that even if the bone member 17 is buckled, the outer plate 18 is not caught and the collision load is absorbed, and the crushable zone For example, an impact is prevented from reaching the outside, for example, the window W.
先ず、図１０を参照して、本発明にかかる先頭衝撃吸収構造が衝撃軽減を図っている、鉄道車両のオフセット正面衝突について説明する。図１０（ａ）に、先頭の鉄道車両Ｖｃ（以降、「車両Ｖｃ」）の先頭部（以降、「先頭車両先頭部Ｖｃｆ」）を横から見た内部の様子を模式的に示す。本発明においては、先頭車両先頭部Ｖｃｆは、車両Ｖｃにおいて運客仕切部Ｐによって、客室（不図示）と仕切られた運転手室を対象としている。 First, with reference to FIG. 10, an offset frontal collision of a railway vehicle in which the leading shock absorbing structure according to the present invention reduces the impact will be described. FIG. 10A schematically shows an internal state of the head portion (hereinafter “head vehicle head portion Vcf”) of the head rail vehicle Vc (hereinafter “vehicle Vc”) as viewed from the side. In the present invention, the leading vehicle leading portion Vcf is intended for a driver's cabin partitioned from the passenger compartment (not shown) by the passenger partitioning portion P in the vehicle Vc.
オフセット正面衝突とは、車両Ｖｃの台枠Ｆｕより上の先頭車両先頭部Ｖｃｆに、トラック等の障害物Ｏｃが正面衝突することをいう。オフセット正面衝突の場合、障害物Ｏｃが、車両Ｖｃの前面Ｗｆに衝突すると衝撃力Ｆｉが発生する。図１０（ｂ）に、車両Ｖｃにおける、衝撃力Ｆｉに対する反力Ｆｒを縦軸に、経過時間ｔを横軸にとり、図１０（ａ）と共に、オフセット正面衝突時の先頭車両先頭部Ｖｃｆの状態について説明する。 The offset frontal collision refers to a frontal collision of an obstacle Oc such as a truck on the leading vehicle leading part Vcf above the frame Fu of the vehicle Vc. In the case of an offset frontal collision, an impact force Fi is generated when the obstacle Oc collides with the front surface Wf of the vehicle Vc. FIG. 10B shows the state of the leading vehicle leading portion Vcf at the time of the offset frontal collision, together with FIG. 10A, with the reaction force Fr against the impact force Fi in the vehicle Vc as the vertical axis and the elapsed time t as the horizontal axis. Will be described.
時刻ｔ０に、障害物Ｏｃが車両Ｖｃにオフセット正面衝突すると、次の瞬間である時刻ｔ１において反力Ｆｒは最大Ｆｒ１になる。この時点で、衝撃力Ｆｉによる先頭車両先頭部Ｖｃｆ（壁、天井、前面Ｗｆ）の変形や崩壊が開始する。変形や崩壊された前面Ｗｆを被破壊前面Ｗｆｂと呼ぶ。変形や崩壊は時刻ｔ２迄継続する。この間、図１０（ａ）で二点鎖線で示すように、衝撃力Ｆｉは減衰しつつ、側壁や天井を破壊しながら被破壊前面Ｗｆｂを客室に向かって押し下げていく。そして、時刻ｔ２で、被破壊前面Ｗｆｂは運客仕切部Ｐに受け止められる。この時刻ｔ１から時刻ｔ２迄の期間を、衝突による「崩壊・変形期間Ｐｄ」と呼ぶ。 When the obstacle Oc collides with the vehicle Vc by an offset frontal collision at time t0, the reaction force Fr becomes the maximum Fr1 at time t1, which is the next moment. At this time, deformation and collapse of the leading vehicle leading portion Vcf (wall, ceiling, front surface Wf) by the impact force Fi starts. The front surface Wf that has been deformed or collapsed is called the front surface Wfb to be destroyed. Deformation and collapse continues until time t2. During this time, as indicated by a two-dot chain line in FIG. 10A, the impact force Fi is attenuated, and the front surface Wfb to be destroyed is pushed down toward the cabin while destroying the side wall and the ceiling. At time t2, the front surface Wfb to be destroyed is received by the passenger partition P. This period from time t1 to time t2 is referred to as a “collapse / deformation period Pd” due to a collision.
崩壊・変形期間Ｐｄにおいて、被破壊前面Ｗｆｂの移動によって、被破壊前面Ｗｆｂと運転手Ｏとの間にある運転台Ｄｏなどの機材を運転手Ｏに衝撃的に押し当てたり、運転手Ｏを運客仕切部Ｐに押しつけたりして死傷させてしまう可能性がある。このように、崩壊・変形期間Ｐｄで衝撃力Ｆｉのエネルギーのかなりの部分が消費・吸収され、残った衝撃エネルギーは、運客仕切部Ｐや側壁や天井及び台枠などの車両Ｖｃの構体を経て伝播・吸収される。つまり、台枠より上でのオフセット正面衝突に関しては、崩壊・変形期間Ｐｄでエネルギーを十分に減少させることがポイントである。これは、図１０（ｂ）において、崩壊・変形期間Ｐｄでの反力Ｆｒの積分値を大きくすることを意味する。 During the collapse / deformation period Pd, the movement of the to-be-destructed front surface Wfb causes the driver O to be shockedly pressed against the driver O with equipment such as the cab Do between the to-be-destructed front surface Wfb and the driver O. There is a possibility of causing death or injury by being pressed against the passenger partition P. In this way, a considerable portion of the energy of the impact force Fi is consumed and absorbed during the collapse / deformation period Pd, and the remaining impact energy is applied to the structure of the vehicle Vc such as the passenger partition P, the side wall, the ceiling, and the underframe. It is propagated and absorbed through. That is, with respect to the offset frontal collision above the underframe, the point is to sufficiently reduce the energy during the collapse / deformation period Pd. This means that the integrated value of the reaction force Fr in the collapse / deformation period Pd is increased in FIG.
上述のような、オフセット正面衝突において、特許文献１に開示の衝撃吸収装置は、床（台枠）下に設置されて、台枠の下でのオフセット正面衝突エネルギーは吸収できる。しかし、台枠の上でのオフセット正面衝突エネルギーは吸収できない。特許文献２は鉄道車両用衝撃吸収台枠構造を開示しており、オフセット正面衝突エネルギー吸収に不適であることは言うまでも無い。つまり、特許文献１及び特許文献２のいずれの開示においても、上述の崩壊・変形期間Ｐｄでのエネルギーを十分に減少できないことは明らかである。 In the offset frontal collision as described above, the impact absorbing device disclosed in Patent Document 1 is installed under the floor (underframe) and can absorb the offset frontal collision energy under the underframe. However, the offset frontal collision energy on the underframe cannot be absorbed. Patent document 2 discloses a shock absorbing frame structure for a railway vehicle, and needless to say, it is unsuitable for offset frontal collision energy absorption. That is, it is clear that neither of the disclosures of Patent Document 1 and Patent Document 2 can sufficiently reduce the energy in the above-described collapse / deformation period Pd.
一方、特許文献３に開示の骨部材１７は車両のクラッシャブルゾーン１１に設けられており、本発明と同様に、台枠より上でのオフセット正面衝突を対象としている。しかしながら、衝撃吸収部材である骨部材１７はＵ字状断面の開口部を外板１８と反対側に向けた状態で、車両Ｖｃの進行方向（オフセット正面衝突の衝撃力Ｆｉの伝播方向）に離間する２つの強度部材１５、１６との間に設けられている。つまり、先頭車両先頭部に加えられた衝撃力は、強度部材１５を介して、骨部材１７に対して垂直に伝えられる。この衝撃力により、骨部材１７が切り欠き２１で内部に向かって折れることにより衝撃エネルギーの吸収を図っている。 On the other hand, the bone member 17 disclosed in Patent Document 3 is provided in the crushable zone 11 of the vehicle and, like the present invention, is intended for an offset frontal collision above the underframe. However, the bone member 17 as the shock absorbing member is separated in the traveling direction of the vehicle Vc (the propagation direction of the impact force Fi of the offset frontal collision) with the opening of the U-shaped cross section facing away from the outer plate 18. It is provided between the two strength members 15, 16. That is, the impact force applied to the head portion of the head vehicle is transmitted to the bone member 17 through the strength member 15 in a vertical direction. By this impact force, the bone member 17 is bent inward at the notch 21 to absorb the impact energy.
しかしながら、骨部材１７は、Ｕ字状断面という立体構造で、衝撃力Ｆｉの伝播方向に一部材で延在しているため、本来は延在方向に加えられる力に抗する能力が高く、エネルギー吸収の観点からは不利である。そのために、開口部に切り欠き２１を設けて、衝撃力Ｆｉが加わった時に、切り欠き２１から折れやすくしている。そのために、一本の骨部材１７は切り欠き２１で急激に折れる。つまり、骨部材１７の全長（強度部材１５、１６の間）で一度だけ折れる。言い換えれば、骨部材１７は一度折れたらそれ以上、衝撃エネルギーを吸収できない。 However, since the bone member 17 has a three-dimensional structure with a U-shaped cross section and extends as a single member in the direction of propagation of the impact force Fi, it has a high ability to resist the force applied in the direction of extension. It is disadvantageous from the viewpoint of absorption. Therefore, a notch 21 is provided in the opening so that the notch 21 can be easily broken when an impact force Fi is applied. Therefore, one bone member 17 is bent sharply at the notch 21. That is, the bone member 17 is folded only once along the entire length (between the strength members 15 and 16). In other words, once the bone member 17 is broken, it cannot absorb the impact energy any more.
これは、骨部材１７は、クラッシャブルゾーン１１で衝撃エネルギーを瞬間的に一度だけ吸収すると、後は衝撃エネルギーを吸収できない。つまり、クラッシャブルゾーン１１は急激に変形・破壊することを意味する。つまり、クラッシャブルゾーン１１は、連続的にではなく断続的に変形・破壊する。そのため、衝撃もなめらかに吸収できずに、ショックと共に断続的に吸収するので、乗員への衝撃を抑えることができない。 This is because, if the bone member 17 absorbs the impact energy only once in the crushable zone 11, the impact energy cannot be absorbed later. That is, it means that the crushable zone 11 is rapidly deformed and destroyed. That is, the crushable zone 11 is deformed and broken intermittently rather than continuously. For this reason, the shock cannot be smoothly absorbed and is intermittently absorbed together with the shock, so that the shock to the occupant cannot be suppressed.
なお、１本の骨部材１７に切り欠き２１を複数設けることにより、骨部材１７を多段に折ることが考えられる。しかし、骨部材１７は立体的（Ｕ字状断面）構造のために、複数の切り欠き２１を有しても、１つの切り欠き２１で折れれば、その部分の変形が進行して、残りの切り欠き２１が折れたとしても、エネルギー吸収に対する寄与は小さい。 It can be considered that the bone member 17 is folded in multiple stages by providing a plurality of notches 21 in one bone member 17. However, since the bone member 17 has a three-dimensional (U-shaped cross section) structure, even if it has a plurality of cutouts 21, if it is broken at one cutout 21, the deformation of the portion proceeds and the remaining Even if the notch 21 is broken, the contribution to energy absorption is small.
また、車両Ｖｃの台枠上の高さ方向に、数本（図９（ｂ）の例では５本）の骨部材１７が離間して設けられている。つまり、クラッシャブルゾーン１１のスペースの一部のみが衝撃力Ｆｉの吸収に利用されているに過ぎない。なお、車両Ｖｃにオフセット正面衝突した障害物Ｏｃは、強度部材１５によって受け止められて、衝撃力Ｆｉは離間した数本の骨部材１７に分散して伝えられるようにみえる。しかしながら、強度部材１５は剛体ではないので、やはり障害物Ｏｃが実際に当たっている部分に近い骨部材１７に、衝撃力Ｆｉは集中して伝えられる。 Further, several bone members 17 (five in the example of FIG. 9B) are provided apart from each other in the height direction on the frame of the vehicle Vc. That is, only a part of the space of the crushable zone 11 is used for absorbing the impact force Fi. The obstacle Oc that has collided with the vehicle Vc by offset front is received by the strength member 15 and the impact force Fi seems to be distributed and transmitted to several spaced bone members 17. However, since the strength member 15 is not a rigid body, the impact force Fi is concentrated and transmitted to the bone member 17 near the portion where the obstacle Oc actually hits.
そのため、数本の骨部材１７の内の一本が折れても残りの骨部材１７は折れないことがある。この場合、折れた骨部材１７の周囲部分が極度に破壊されるが他の部分は破壊されない。つまり、数本の骨部材１７の全てを衝撃エネルギー吸収に使用できない。これは、骨部材１７を離間させないで、互いに隣接させてクラッシャブルゾーン１１の全域に配しても、全ての骨部材１７を有効的に使用できないことを意味している。つまり、クラッシュブルゾーン１１で吸収できる衝撃力は極めて低いことを意味している。 Therefore, even if one of several bone members 17 is broken, the remaining bone members 17 may not be broken. In this case, the peripheral portion of the broken bone member 17 is extremely destroyed, but the other portions are not destroyed. That is, all of the several bone members 17 cannot be used for impact energy absorption. This means that all the bone members 17 cannot be effectively used even if the bone members 17 are not separated from each other and arranged adjacent to each other over the entire crushable zone 11. That is, the impact force that can be absorbed by the crash bull zone 11 is extremely low.
よって、上述の問題に鑑みて、本発明は、障害物が鉄道車両の台枠より上部でオフセット正面衝突した時の衝突エネルギーを吸収する鉄道車両の先頭衝撃吸収構造を提供することを目的とする。 Therefore, in view of the above-described problems, an object of the present invention is to provide a railroad vehicle head impact absorbing structure that absorbs collision energy when an obstacle collides with an offset frontal collision above the railcar frame. .
上記の課題を解決する為に、本発明は、運客仕切部によって、先頭側の乗務員室部分と客室部分とに分けられた鉄道車両の当該乗務員室部分が台枠より上の部分で障害物とオフセット正面衝突した時の衝撃を吸収する先頭衝撃吸収構造であって、
前記乗務員室部分の前面中央に、天井より高い位置から台枠の中まで貫通して延在する貫通路柱と、
前記台枠から所定の距離に設けられて、天井に近い位置で前記貫通路柱と前記運客仕切部とを連結する衝撃吸収部材とを備える。
In order to solve the above-described problems, the present invention provides an obstacle in which the passenger compartment portion of the railway vehicle divided into a front passenger compartment portion and a passenger compartment portion by the passenger partition portion is above the frame. It is a leading shock absorbing structure that absorbs the impact when a frontal collision with the offset,
In the center of the front surface of the crew room part, a through-passage pillar that extends from a position higher than the ceiling to the underframe,
An impact absorbing member is provided at a predetermined distance from the underframe and connects the through-passage pillar and the passenger partition at a position close to the ceiling.
本発明は、障害物が鉄道車両の台枠より上部でのオフセット正面衝突したときの衝突エネルギーを効率良くかつなめらかに吸収できる。 INDUSTRIAL APPLICABILITY The present invention can efficiently and smoothly absorb collision energy when an obstacle has an offset frontal collision above the railcar frame.
以下、本発明の実施の形態について、添付の図面を参照して詳細に説明する。先ず、図１、図２、図３、図４、及び図５を参照して、本発明の実施の形態に係る先頭衝撃吸収構造について説明する。図１は、本発明の先頭衝撃吸収構造が組み込まれた鉄道車両Ｖｐ（以降、「車両Ｖｐ」）の先頭部である乗務員室部分Ｖｐｆの構体を正面から見た状態を示す。図２は、図１の乗務員室部分Ｖｐｆの構体を上からみた状態を示す。同図において、左半分はアーチ桁１３９及びアーチ桁１４０で支えられている屋根の外板１０２（以降、「屋根外板１０２」）で覆われている状態を表し、右半分は屋根外板１０２が無い状態を表している。図３は、図１において、運転士側の乗務員室部分Ｖｐｆの側面を見た状態を示している。図４は、図３において、直線ＩＶ−ＩＶで乗務員室部分Ｖｐｆの構体を切った断面を示す。図５は、図１において、直線Ｖ−Ｖで切ったアーチ桁１３９及びアーチ桁１４０と、カモイ１１４との間の部分、つまり図２の右衝撃吸収部材１７５Ｒの部分を右から見た状態を示す。 Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. First, the leading shock absorbing structure according to the embodiment of the present invention will be described with reference to FIGS. 1, 2, 3, 4, and 5. FIG. FIG. 1 shows a state of a structure of a crew member room portion Vpf which is a head portion of a railway vehicle Vp (hereinafter referred to as “vehicle Vp”) in which the head impact absorbing structure of the present invention is incorporated, as viewed from the front. FIG. 2 shows a state where the structure of the crew room portion Vpf of FIG. 1 is viewed from above. In the figure, the left half represents a state covered with an outer skin 102 of the roof supported by the arch girder 139 and arch girder 140 (hereinafter “roof outer plate 102”), and the right half represents the roof outer plate 102. It shows the state without. FIG. 3 shows a state in which the side surface of the driver's side passenger compartment portion Vpf in FIG. 1 is viewed. FIG. 4 is a cross-sectional view taken along the line IV-IV of the crew member room portion Vpf in FIG. 5 shows a state in which the portion between the arch girder 139 and arch girder 140 cut by the straight line VV and the camoy 114 in FIG. 1, that is, the portion of the right shock absorbing member 175R in FIG. Show.
図１に示すように、車両Ｖｐ（乗務員室部分Ｖｐｆ）の前面中央には、天井より高い位置から台枠の中まで貫通して延在するＨ字状に構成された貫通路柱Ｐｔが配設されている。貫通路柱Ｐｔは、同図において向かって右側（車両Ｖｐの内部から見て左側）に示す左貫通路柱ユニットＵＬと、左側（車両Ｖｐの内部から見て右側）に示す右貫通路柱ユニットＵＲと、カモイ１１４とを含む。なお、車両Ｖｐの正面から見て、左貫通路柱ユニットＵＬより右側が運転士側であり、右貫通路柱ユニットＵＲより左側が助士側である。左右の側壁の外板１０１（以降、「側外板１０１」）の内側にはそれぞれ、複数の補強板１３４Ｌ及び１３４Ｒが設けられている。 As shown in FIG. 1, in the center of the front surface of the vehicle Vp (crew compartment portion Vpf), a through-passage column Pt configured in an H shape extending from a position higher than the ceiling to the inside of the underframe is arranged. It is installed. The through-passage column Pt includes a left through-passage column unit UL shown on the right side (left side as viewed from the inside of the vehicle Vp) and a right through-passage column unit shown on the left side (right side as viewed from the inside of the vehicle Vp). UR and camoy 114 are included. When viewed from the front of the vehicle Vp, the right side from the left through road column unit UL is the driver side, and the left side from the right through road column unit UR is the assistant side. A plurality of reinforcing plates 134 </ b> L and 134 </ b> R are provided inside the outer plate 101 (hereinafter, “side outer plate 101”) on the left and right side walls, respectively.
図２に示すように、左貫通路柱ユニットＵＬは、車両Ｖｐの長手（進行）方向Ｄｌに関して、前方（車両Ｖｐの正面）に位置する左前方ユニット１１２Ｌと後方に位置する左後方ユニット１１３Ｌとで、内側と外側のそれぞれに段差を有する（図２）ように一体的に構成されている。同様に、右貫通路柱ユニットＵＲは、前方に位置する右前方ユニット１１２Ｒと後方に位置する右後方ユニット１１３Ｒとで、内側と外側のそれぞれに段差を有するように一体的に構成されている。この内側の段差に、カモイ１１４の両端が当接して、右貫通路柱ユニットＵＲと左貫通路柱ユニットＵＬは一体的に連結（図１参照）されている。さらに、外側の段差に、脇骨１２４Ｌと１２４Ｒの端部がそれぞれ当接して、側外板１０１に連結（図１参照）されている。 As shown in FIG. 2, the left through-passage column unit UL includes a left front unit 112L positioned in front (front of the vehicle Vp) and a left rear unit 113L positioned rearward with respect to the longitudinal (traveling) direction Dl of the vehicle Vp. Thus, they are integrally configured so as to have a step on each of the inner side and the outer side (FIG. 2). Similarly, the right through-passage column unit UR is configured integrally with a right front unit 112R located at the front and a right rear unit 113R located at the rear so as to have steps on the inner side and the outer side. Both ends of the camoy 114 abut against the inner step, and the right through-pass column unit UR and the left through-pass column unit UL are integrally connected (see FIG. 1). Further, the end portions of the lateral bones 124L and 124R are brought into contact with the outer steps, and are connected to the side outer plate 101 (see FIG. 1).
左貫通路柱ユニットＵＬ及び右貫通路柱ユニットＵＲは、長手方向Ｄｌに運客仕切部Ｐに向かって延在している。左貫通路柱ユニットＵＬ及び右貫通路柱ユニットＵＲのこの延在端部と運客仕切部Ｐとの間に、それぞれ左衝撃吸収部材１７５Ｌ及び右衝撃吸収部材１７５Ｒが連結されている。なお、前述の複数（本例では、それぞれ４枚）の補強板１３４Ｌ及び補強板１３４Ｒが、側外板１０１の正面からアーチ桁１３９までの領域に設けられている。 The left through road column unit UL and the right through road column unit UR extend toward the passenger partition P in the longitudinal direction Dl. A left impact absorbing member 175L and a right impact absorbing member 175R are connected between the extended end portions of the left through passage column unit UL and the right through passage column unit UR and the passenger partition portion P, respectively. The plurality of reinforcing plates 134L and the reinforcing plates 134R described above (four in this example) are provided in a region from the front surface of the side outer plate 101 to the arch girder 139.
図３に示すように、乗務員室部分Ｖｐｆの左側壁には、車両の先頭正面からアーチ桁１３９までの領域には補強板１３４Ｌが設けられ、アーチ桁１３９からアーチ桁１４０までの領域には、出入口Ｄが開口されている。図４に示すように、複数（本例では、４枚）の補強板１３４Ｌが、側外板１０１に対して、ほぼ垂直（車両幅方向Ｄｗと平行）に突出して、車両高さ方向Ｄｖ方向に延在している。結果、隣接する補強板１３４Ｌと側外板１０１によって、台枠から天井にかけて延在するコの字状の空間Ｓｖが形成される。この空間Ｓｖは、配管や配線などの収容に利用できる。 As shown in FIG. 3, a reinforcing plate 134L is provided on the left side wall of the passenger compartment portion Vpf in the area from the front front of the vehicle to the arch girder 139, and in the area from the arch girder 139 to the arch girder 140, The entrance / exit D is opened. As shown in FIG. 4, a plurality (four in this example) of reinforcing plates 134L protrude substantially perpendicularly (parallel to the vehicle width direction Dw) with respect to the side outer plate 101, and in the vehicle height direction Dv direction. It extends to. As a result, a U-shaped space Sv extending from the underframe to the ceiling is formed by the adjacent reinforcing plate 134L and the side outer plate 101. This space Sv can be used for accommodating piping, wiring, and the like.
図３に戻って、出入口Ｄの上部を、左衝撃吸収部材１７５Ｌがカモイ１１４と運客仕切部Ｐとに連結されているのが見て取れる。なお、乗務員室部分Ｖｐｆの右側壁にも同様に、補強板１３４Ｒが側外板１０１に対してほぼ垂直（車両幅方向Ｄｗと平行）に突出して、車両高さ方向Ｄｖ方向に延在している。そして、隣接する補強板１３４Ｒと側外板１０１によって、台枠から天井にかけて延在するコの字状の空間Ｓｖが形成される。この空間Ｓｖは、配管や配線などの収容に利用できる。そして、出入口Ｄの上部を、右衝撃吸収部材１７５Ｒがカモイ１１４の後端部と運客仕切部Ｐとに連結されている。 Returning to FIG. 3, it can be seen that the left impact absorbing member 175 </ b> L is connected to the camo 114 and the passenger partition P at the upper part of the entrance / exit D. Similarly, the reinforcing plate 134R protrudes substantially perpendicular to the side outer plate 101 (parallel to the vehicle width direction Dw) and extends in the vehicle height direction Dv direction on the right side wall of the passenger compartment portion Vpf. Yes. The adjacent reinforcing plate 134R and the side outer plate 101 form a U-shaped space Sv extending from the underframe to the ceiling. This space Sv can be used for accommodating piping, wiring, and the like. The right impact absorbing member 175R is connected to the rear end portion of the camo 114 and the passenger partition P at the upper part of the entrance D.
図５を参照して、右衝撃吸収部材１７５Ｒの構成について説明する。本例においては、右衝撃吸収部材１７５Ｒは、カモイ１１４と横ハリ１５１とに接続されるものと、横ハリ１５１と横ハリ１５２とに接続されるものとの二体物として構成されている。この理由については後述するが、右衝撃吸収部材１７５Ｒが変形或いは崩壊することによって、オフセット正面衝突時の衝撃エネルギーを吸収する。そのためには、衝撃力Ｆｉを受けた時に大きく変形あるいは移動すると引き続き衝撃力Ｆｉを受けることができなくなるので、基本的な位置を保つために２以上の別体物として、それぞれを横ハリなどのしっかりした反力受で保持している。 With reference to FIG. 5, the structure of the right shock absorbing member 175R will be described. In the present example, the right impact absorbing member 175R is configured as a two-body object that is connected to the camoy 114 and the lateral tension 151 and connected to the lateral tension 151 and the lateral tension 152. Although the reason will be described later, the impact energy at the time of the offset frontal collision is absorbed by the right impact absorbing member 175R being deformed or collapsed. For that purpose, if it is greatly deformed or moved when receiving the impact force Fi, it will no longer be able to receive the impact force Fi. Holds with a firm reaction force.
つまり、衝撃力Ｆｉに対して右衝撃吸収部材１７５Ｒが逃げてしまわないようにするために、複数の部材に分割してそれぞれを、衝撃力Ｆｉの伝播進路上に保持している。よって、右衝撃吸収部材１７５Ｒの個数は２に限らず適宜決められるものである。なお、左衝撃吸収部材１７５Ｌについても同様である。衝撃吸収部材１７５（右衝撃吸収部材１７５Ｒ及び左衝撃吸収部材１７５Ｌを総称）は、通常の荷重に耐える強度を有しながら、衝突荷重に対しては座屈変形しやすい部材である必要がある。衝撃吸収部材１７５の具体例として、金属製の角型のパイプや、複数個の穴を形成した金属製のチューブ状の部材が挙げられる。衝撃吸収部材１７５の素材は、アルミニウム合金材や鋼材等である。 That is, in order to prevent the right impact absorbing member 175R from escaping with respect to the impact force Fi, the right impact absorbing member 175R is divided into a plurality of members and each is held on the propagation path of the impact force Fi. Therefore, the number of right impact absorbing members 175R is not limited to two and can be determined as appropriate. The same applies to the left impact absorbing member 175L. The shock absorbing member 175 (generically referring to the right shock absorbing member 175R and the left shock absorbing member 175L) needs to be a member that is easily buckled and deformed with respect to a collision load while having strength to withstand a normal load. Specific examples of the impact absorbing member 175 include a metal square pipe and a metal tube-shaped member in which a plurality of holes are formed. The material of the shock absorbing member 175 is an aluminum alloy material or steel material.
次に、図６、図７、及び図８を参照して、本発明の実施の形態に係る先頭衝撃吸収構造による、オフセット正面衝突時の衝撃吸収について以下に説明する。図６に、乗務員室部分Ｖｐｆにおける先頭衝撃吸収構造を模式的に示す。同図において、運客仕切部Ｐより左側が乗務員室部分Ｖｐｆであり、右側が客室部分Ｖｐｐである。本発明に係る先頭衝撃吸収構造は、貫通路柱Ｐｔの端部が台枠Ｆｕに貫入されている構造（以降、「貫通路柱台枠固定構造Ｓｐｆ」）と、複数（本例では、３つ）の衝撃吸収部材１７５が貫通路柱Ｐｔのカモイ１１４と運客仕切部Ｐとの間で保持されている構造（以降「天井部衝撃吸収構造Ｓｐｃ」」）と、複数（本例では、４枚）の補強板１３４が側外板１０１に対して垂直に且つ台枠から天井に向かって延在している構造（以降、「側壁衝撃吸収構造Ｓｐｓ」）とを含んでいる。 Next, with reference to FIG. 6, FIG. 7, and FIG. 8, shock absorption at the time of offset frontal collision by the leading shock absorbing structure according to the embodiment of the present invention will be described below. FIG. 6 schematically shows the leading shock absorbing structure in the crew room portion Vpf. In the figure, the left side of the passenger partition P is the crew room portion Vpf, and the right side is the cabin portion Vpp. The leading shock absorbing structure according to the present invention includes a structure in which an end portion of the through-pass column Pt is inserted into the base frame Fu (hereinafter referred to as “through-pass post column fixing structure Spf”), and a plurality (in this example, 3 And a plurality of (in this example, “ceiling portion shock absorbing structure Spc”), a structure in which the shock absorbing member 175 is held between the camoy 114 of the through-passage column Pt and the passenger partition P. The four reinforcing plates 134 include a structure (hereinafter referred to as “side wall impact absorbing structure Sps”) that extends perpendicularly to the side outer plate 101 and extends from the frame to the ceiling.
次に、図７を参照して、図６に示した乗務員室部分Ｖｐｆがオフセット正面衝突した時の貫通路柱台枠固定構造Ｓｐｆと天井部衝撃吸収構造Ｓｐｃとによる衝撃吸収について、ステージＳ１〜Ｓ５の５段階に分けて説明する。 Next, referring to FIG. 7, the shock absorption by the through-passage column base frame fixing structure Spf and the ceiling shock absorbing structure Spc when the crew member room portion Vpf shown in FIG. The description will be divided into five stages of S5.
ステージＳ１では、障害物Ｏｃ（たとえば、２５トントラック）が時速６０ｋｍの速度で車両Ｖｐの貫通路柱Ｐｔに衝突する。 In the stage S1, the obstacle Oc (for example, a 25-ton truck) collides with the through road column Pt of the vehicle Vp at a speed of 60 km / h.
ステージＳ２では、貫通路柱Ｐｔが倒れる。本発明においては、貫通路柱台枠固定構造Ｓｐｆによって、貫通路柱Ｐｔの下端が台枠Ｆｕに貫通されて固定されているので、貫通路柱Ｐｔは従来の前面Ｗｆのように被破壊前面Ｗｆｂとなって、運転手Ｏに向かって平行移動することはない。貫通路柱Ｐｔは、貫通路柱台枠固定構造Ｓｐｆの部分を支点として、回転しながら運客仕切部Ｐに近づく。貫通路柱Ｐｔの回転により、台枠Ｆｕは先頭から第２端バリまでまくれ上がる。この時に、衝突エネルギーが吸収される。これを、衝突エネルギーの一次吸収Ａｅｃ１と呼ぶ。 In stage S2, the through-passage pillar Pt falls down. In the present invention, since the lower end of the through-pass column Pt is penetrated and fixed to the underframe Fu by the through-pass column base frame fixing structure Spf, the through-pass column Pt is the front surface to be broken like the conventional front Wf. Wfb is not translated toward the driver O. The through-pass column Pt approaches the passenger partition P while rotating with the portion of the through-pass column base frame fixing structure Spf as a fulcrum. Due to the rotation of the through-pass post Pt, the underframe Fu rises up from the top to the second end burr. At this time, the collision energy is absorbed. This is called primary absorption Aec1 of collision energy.
ステージＳ３では、貫通路柱Ｐｔが天井部衝撃吸収構造Ｓｐｃの衝撃吸収部材１７５ごと、乗務員室部分Ｖｐｆの屋根部と側部を押しつぶす。このとき、ステージＳ２で吸収されなかった衝突エネルギーが衝撃吸収部材１７５によって吸収（以降、「二次吸収Ａｅｃ２」）されると共に乗務員室部分Ｖｐｆの屋根部と側部によって吸収（以降、「三次吸収Ａｅｃ３」）される。 In the stage S3, the through passage pillar Pt crushes the roof portion and the side portion of the crew member room portion Vpf together with the shock absorbing member 175 of the ceiling portion shock absorbing structure Spc. At this time, the collision energy that has not been absorbed in the stage S2 is absorbed by the shock absorbing member 175 (hereinafter referred to as “secondary absorption Aec2”) and is also absorbed by the roof portion and the side portion of the crew room portion Vpf (hereinafter referred to as “third absorption”). Aec3 ").
ステージＳ４では、貫通路柱Ｐｔ（及び、押しつぶされた衝撃吸収部材１７５）が運客仕切部Ｐで受け止められて、ステージＳ３で吸収されなかったエネルギーは、運客仕切部Ｐから客室部分Ｖｐｐに伝播される。 In stage S4, the through-passage pillar Pt (and the crushed shock absorbing member 175) is received by the passenger partition P, and the energy that is not absorbed in the stage S3 is transferred from the passenger partition P to the cabin part Vpp. Propagated.
ステージＳ５では、崩壊・変形が終息し、伝播されたエネルギーが後方の構造で緩やかに低減される。この状態では障害物と列車の速度はほぼ等しくなっているが、障害物を引きずる抵抗があるために、反力Ｆｒは０とならない。 In stage S5, the collapse / deformation ends, and the transmitted energy is gently reduced by the rear structure. In this state, the speed of the obstacle and the train are almost equal, but the reaction force Fr does not become zero because there is resistance to drag the obstacle.
図８に、図１０と対比して、ステージＳ１〜ステージＳ５までの車両Ｖｐにおけるオフセット正面衝突時の乗務員室部分Ｖｐｆの状態について説明する。同図において、二点鎖線Ｌｃは、図１０に示した車両Ｖｃにおける反力Ｆｒ−時刻ｔの関係を示す。実線Ｌｐは本発明の実施の形態に係る貫通路柱台枠固定構造Ｓｐｆ及び天井部衝撃吸収構造Ｓｐｃを組み込んだ車両Ｖｐ（乗務員室部分Ｖｐｆ）における反力Ｆｒ−時刻ｔの関係を示す。なお、対比のために、崩壊・変形期間Ｐｄの開始時刻ｔ１及び終了時刻ｔ２は同じとして表示しているが、実際にそれぞれ乗務員室部分Ｖｐｆや貫通路柱台枠固定構造Ｓｐｆ及び天井部衝撃吸収構造Ｓｐｃによって異なることは言うまでもない。 FIG. 8 illustrates the state of the passenger compartment portion Vpf at the time of the offset frontal collision in the vehicle Vp from the stage S1 to the stage S5 in comparison with FIG. In the figure, a two-dot chain line Lc indicates a relation of reaction force Fr-time t in the vehicle Vc shown in FIG. The solid line Lp shows the relationship between the reaction force Fr and the time t in the vehicle Vp (passenger room portion Vpf) in which the through-pass post frame fixing structure Spf and the ceiling impact absorbing structure Spc according to the embodiment of the present invention are incorporated. For comparison, the start time t1 and the end time t2 of the collapse / deformation period Pd are shown as being the same, but actually the crew room portion Vpf, the through-passage column base frame fixing structure Spf, and the ceiling impact absorption, respectively. Needless to say, it differs depending on the structure Spc.
図８に示すように、本発明に係る先頭衝撃吸収構造を用いることにより、衝撃力のピーク値がＦｒ１からＦｒｐに下がると共に、特にステージＳ３においては、直線Ｌｐの傾きが、直線Ｌｃの傾きに比して小さくなっているため、効果的にエネルギーが吸収されていることが見て取れる。このように、衝撃力ピークつまり、Ｆｒｐ（Ｆｒ１）は時間の短いステージＳ１にある。エネルギー吸収の効果の観点からは、衝撃力ピークを大きくすることも有効であるが、加速度が増すために乗員が被る損傷が大きくなる傾向がある。また、崩壊時間Ｐｄを長くすることもエネルギー吸収を増大させる。 As shown in FIG. 8, by using the leading shock absorbing structure according to the present invention, the peak value of the impact force decreases from Fr1 to Frp, and in particular, in the stage S3, the slope of the straight line Lp becomes the slope of the straight line Lc. It can be seen that energy is effectively absorbed because it is smaller. Thus, the impact force peak, that is, Frp (Fr1) is in the stage S1 with a short time. From the viewpoint of the effect of energy absorption, it is also effective to increase the impact force peak. However, since the acceleration increases, there is a tendency that damage to the occupant increases. Further, increasing the decay time Pd also increases energy absorption.
しかしながら、時間に比例した変形量を伴うので、乗員を保護する空間が減少する。これらに基づき、乗員の保護の観点から言えば、クラッシャブルゾーンを設ける構造は、エネルギー吸収要素と許容変形量を組み合わせることで、ステージＳ３の部分を反力の高い位置で長い時間保持するものである。 However, since the amount of deformation is proportional to time, the space for protecting the passenger is reduced. Based on these, from the viewpoint of occupant protection, the structure in which the crushable zone is provided is a combination of the energy absorbing element and the allowable deformation amount, and holds the stage S3 portion at a position where the reaction force is high for a long time. is there.
図７及び図８を参照して、貫通路柱台枠固定構造Ｓｐｆと天井部衝撃吸収構造Ｓｐｃとの組み合わせにおける衝撃エネルギー吸収について説明した。天井部衝撃吸収構造Ｓｐｃと側壁衝撃吸収構造Ｓｐｓは、その構造が異なるため、厳密に言えば、衝撃吸収パターンは天井部衝撃吸収構造Ｓｐｃとは異なる。 With reference to FIG.7 and FIG.8, the impact energy absorption in the combination of the through-pass pillar frame fixing structure Spf and the ceiling impact absorbing structure Spc was described. Since the ceiling impact absorbing structure Spc and the side wall impact absorbing structure Sps are different in structure, strictly speaking, the impact absorbing pattern is different from the ceiling impact absorbing structure Spc.
つまり、側壁衝撃吸収構造Ｓｐｓの補強板１３４は側外板１０１の内面上に設けられているので、衝突時に外板が側壁衝撃吸収構造Ｓｐｓ（側外板１０１或いは補強板１３４）に当たることはない。つまり、障害物Ｏｃが貫通路柱Ｐｔに当たった後に、側壁衝撃吸収構造Ｓｐｓに当たる。以降の動作は、基本的に貫通路柱Ｐｔと天井部衝撃吸収構造Ｓｐｃとの動作と同様である。 That is, since the reinforcing plate 134 of the side wall shock absorbing structure Sps is provided on the inner surface of the side outer plate 101, the outer plate does not hit the side wall shock absorbing structure Sps (the side outer plate 101 or the reinforcing plate 134) at the time of collision. . That is, after the obstacle Oc hits the through-pass pillar Pt, it hits the side wall impact absorbing structure Sps. Subsequent operations are basically the same as the operations of the through-passage column Pt and the ceiling impact absorbing structure Spc.
但し、長手方向Ｄｌに、複数枚の補強板１３４が平行に配されているので、障害物Ｏｃによって側外板１０１が面外変形すると、対応する補強板１３４は長手方向Ｄｌ方向に移動して、変形した側外板１０１と共に次の補強板１３４に当接する。衝撃の伝播及び吸収と、側外板１０１の変形とが進行するにつれて、当接する補強板１３４の枚数が増える。これにより、最初の補強板１３４に加えられた衝撃力Ｆｉは、補強板１３４の枚数が増えるごとに吸収されると共に、より分散される。 However, since the plurality of reinforcing plates 134 are arranged in parallel in the longitudinal direction D1, when the side outer plate 101 is deformed out of plane by the obstacle Oc, the corresponding reinforcing plate 134 moves in the longitudinal direction Dl direction. Then, the deformed side outer plate 101 contacts the next reinforcing plate 134. As the propagation and absorption of the impact and the deformation of the side outer plate 101 proceed, the number of reinforcing plates 134 that abut on increases. Thus, the impact force Fi applied to the first reinforcing plate 134 is absorbed and more dispersed as the number of reinforcing plates 134 increases.
つまり、側壁衝撃吸収構造Ｓｐｓにおいては、補強板１３４が側外板１０１の破断や破壊を抑えることによって、側外板１０１が変形することにより、衝撃エネルギーを吸収することを促進する、これにより、側壁衝撃吸収構造Ｓｐｓが設けられている側外板１０１の面外変形をエネルギー吸収に利用することができる。さらに、衝撃が補強板１３４ごとに分散されるので、衝撃エネルギーをよりなめらかに低減できる。上述のように、縦骨や横骨の骨材と外板とから成る骨皮構造においては、皮に相当する外板を破断させずに変形させることが、衝突時の車両の衝撃エネルギー吸収の観点から望ましい。 That is, in the side wall impact absorption structure Sps, the reinforcing plate 134 suppresses the breakage and breakage of the side outer plate 101, and thereby the side outer plate 101 is deformed, thereby promoting the absorption of impact energy. The out-of-plane deformation of the side outer plate 101 provided with the side wall impact absorption structure Sps can be used for energy absorption. Furthermore, since the impact is distributed for each reinforcing plate 134, the impact energy can be reduced more smoothly. As described above, in the case of a bone skin structure composed of longitudinal and horizontal bone aggregates and a skin, it is possible to deform the skin outside the skin, without breaking, in order to absorb the impact energy of the vehicle at the time of the collision. Desirable from a viewpoint.
また、側壁衝撃吸収構造Ｓｐｓは、乗務員室部分Ｖｐｆの側壁の全幅にではなく、正面からアーチ桁１３９までの長さを幅とする領域に設けられている。よって、乗務員室部分Ｖｐｆがオフセット正面衝突した際にも、乗務員室部分Ｖｐｆの側壁の変形は側外板１０１の面外変形のみに抑えられて、側壁衝撃吸収構造Ｓｐｓの後端から運客仕切部Ｐまでの側壁は変形・崩壊を免れる。結果、運客仕切部Ｐから側壁衝撃吸収構造Ｓｐｓまでの空間が乗務員のために確保できる。なお、側壁衝撃吸収構造Ｓｐｓは運客仕切部Ｐに接続する必要がないので、路面電車など運客仕切部Ｐを有しない車両にも適用できる。 Further, the side wall impact absorbing structure Sps is provided not in the full width of the side wall of the crew room portion Vpf but in a region having a width from the front to the arch girder 139. Therefore, even when the passenger compartment portion Vpf collides with the offset head, the deformation of the side wall of the crew compartment portion Vpf is suppressed only to the out-of-plane deformation of the side outer plate 101, and the passenger partition is separated from the rear end of the side wall impact absorbing structure Sps. The side wall to the part P is free from deformation and collapse. As a result, a space from the passenger partition P to the side wall impact absorbing structure Sps can be secured for the crew. Since the side wall impact absorbing structure Sps does not need to be connected to the passenger partition P, it can also be applied to a vehicle such as a tram that does not have the passenger partition P.
このように、衝撃エネルギーの吸収の仕方は異なるものの、側壁衝撃吸収構造Ｓｐｓは、基本的には天井部衝撃吸収構造Ｓｐｃと類似の衝撃吸収性能を有している。よって、本発明においては、貫通路柱台枠固定構造Ｓｐｆと天井部衝撃吸収構造Ｓｐｃとの組み合わせ、貫通路柱台枠固定構造Ｓｐｆと側壁衝撃吸収構造Ｓｐｓとの組み合わせ、さらに貫通路柱台枠固定構造Ｓｐｆと天井部衝撃吸収構造Ｓｐｃと側壁衝撃吸収構造Ｓｐｓとを組み合わせて実施することができる。天井部衝撃吸収構造Ｓｐｃと側壁衝撃吸収構造Ｓｐｓを同時に実施すれば、ステージＳ１〜Ｓ５のタイミングは両者で異なり得るもののその衝撃吸収能力は足し算されるので、効果的に貫通路柱台枠固定構造Ｓｐｆの衝撃的な破壊を防止し、乗務員の安全を図ることができる。 As described above, although the way of absorbing the impact energy is different, the side wall impact absorbing structure Sps basically has the impact absorbing performance similar to the ceiling impact absorbing structure Spc. Therefore, in the present invention, the combination of the through-pass column base frame fixing structure Spf and the ceiling impact absorbing structure Spc, the combination of the through-pass column base frame fixing structure Spf and the side wall impact absorbing structure Sps, and the through-pass post column frame The fixing structure Spf, the ceiling impact absorbing structure Spc, and the side wall impact absorbing structure Sps can be combined. If the ceiling shock absorbing structure Spc and the side wall shock absorbing structure Sps are performed simultaneously, the timings of the stages S1 to S5 may be different from each other, but the shock absorbing capacity is added, so that the through-passage column base frame fixing structure is effectively provided. It is possible to prevent the spf from being destroyed and to ensure the safety of the crew.
本発明は、鉄道車両の構体に利用することができる。 The present invention can be used for a railway vehicle structure.
Ｖｐ、Ｖｃ 鉄道車両
Ｖｐｆ 乗務員室部分
Ｖｐｐ 客室部分
Ｐ 運客仕切部
Ｆｕ 台枠
Ｄｗ 車両幅方向
Ｄｖ 車両高さ方向
Ｄｌ 車両長手（進行）方向
Ｓｐｆ 貫通路柱台枠固定構造
Ｓｐｃ 天井部衝撃吸収構造
Ｓｐｓ 側壁衝撃吸収構造
Ｏｃ 障害物
Ｆｉ 衝撃力
Ｐｔ 貫通路柱
ＵＬ 左貫通路柱ユニット
ＵＲ 右貫通路柱ユニット
１１４ カモイ
１０１ 側外板
１３４、１３４Ｌ、１３４Ｒ 補強板
１２４Ｌ、１２４Ｒ 脇骨
１０２ 屋根外板
１３９、１４０ アーチ桁
１５１、１５２ 横ハリ
１７５、１７５Ｌ、１７５Ｒ 衝撃吸収部材
Ｖｃｆ 先頭車両先頭部
Ｗｆ 前面
Ｗｆｂ 被破壊前面
Vp, Vc Railroad vehicle Vpf Crew member part Vpp Guest room part P Passenger partition part Fu Base frame Dw Vehicle width direction Dv Vehicle height direction Dl Longitudinal (traveling) direction Spf Throughway column base frame fixing structure Spc Ceiling impact absorption structure Sps Side wall impact absorption structure Oc Obstacle Fi Impact force Pt Through-pass column UL Left through-pass column unit UR Right through-pass column unit 114 Camo 101 Side outer plate 134, 134L, 134R Reinforcement plate 124L, 124R Side bone 102 Roof outer plate 139 , 140 Arch girder 151, 152 Side tension 175, 175L, 175R Shock absorbing member Vcf Leading vehicle head Wf Front Wfb Destroyed front
Claims (4)
前記乗務員室部分の前面中央に、天井より高い位置から台枠の中まで貫通して延在する貫通路柱と、
前記台枠から所定の距離に設けられて、天井に近い位置で前記貫通路柱と前記運客仕切部とを連結する衝撃吸収部材とを備える先頭衝撃吸収構造。 Leading impact that absorbs the impact when the passenger compartment part of the railway vehicle divided into the front passenger compartment part and the passenger compartment part by the passenger partitioning part collides with an obstacle at the part above the frame. An absorption structure,
In the center of the front surface of the crew room part, a through-passage pillar that extends from a position higher than the ceiling to the underframe,
A leading shock absorbing structure provided with a shock absorbing member provided at a predetermined distance from the underframe and connecting the through passage column and the passenger partition at a position close to the ceiling.
前記乗務員室部分の前面中央に、前記天井より高い位置から台枠の中まで貫通して延在して、前記前面から見てそれぞれ左右に位置する第１の貫通路柱ユニットと第２の貫通路柱ユニットと、
前記台枠と離間した位置で水平方向に延在するＩ状部材とを含み、
前記第１及び第２の貫通路柱ユニットは、前記天井に近い高さで、前記Ｉ状部材によってＨ字状に一体的に連結され、
前記衝撃吸収部材は、
前記第１及び第２の貫通路柱ユニットのそれぞれに対応する第１及び第２の衝撃吸収部材を含み、
前記第１及び第２の衝撃吸収部材は、それぞれ対応するＩ状部材の裏面の当接する部分に連結されていることを特徴とする請求項１に記載の先頭衝撃吸収構造。 The penetrating column is
A first penetrating column unit and a second penetrating through the center of the front surface of the crew member room extending from a position higher than the ceiling to the underframe and located on the left and right as viewed from the front surface. Road post unit,
An I-shaped member extending in a horizontal direction at a position separated from the underframe,
The first and second through-passage column units are integrally connected in an H shape by the I-shaped member at a height close to the ceiling,
The shock absorbing member is
Including first and second shock absorbing members corresponding to each of the first and second through-passage column units;
2. The leading shock absorbing structure according to claim 1, wherein the first and second shock absorbing members are respectively connected to the abutting portions of the back surfaces of the corresponding I-shaped members.
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| WO2016179994A1 (en) * | 2015-05-12 | 2016-11-17 | 中车青岛四方机车车辆股份有限公司 | Installation structure for equipment compartment bottom board |
| GB2542252A (en) * | 2015-05-12 | 2017-03-15 | Crrc Qingdao Sifang Co Ltd | Installation structure for equipment compartment bottom board |
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| JP7193321B2 (en) | 2018-11-30 | 2022-12-20 | 日本車輌製造株式会社 | rail car |
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