JP2020163955A - Railway vehicle - Google Patents

Railway vehicle Download PDF

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JP2020163955A
JP2020163955A JP2019065278A JP2019065278A JP2020163955A JP 2020163955 A JP2020163955 A JP 2020163955A JP 2019065278 A JP2019065278 A JP 2019065278A JP 2019065278 A JP2019065278 A JP 2019065278A JP 2020163955 A JP2020163955 A JP 2020163955A
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underframe
vehicle
wife
wife structure
railway vehicle
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JP7218060B2 (en
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直茂 松尾
Naoshige Matsuo
直茂 松尾
哲郎 佐藤
Tetsuo Sato
哲郎 佐藤
崇 貴志
Takashi Kishi
崇 貴志
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Nippon Sharyo Ltd
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance

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Abstract

To provide a railway vehicle that can improve the strength of the joint portion between a front end structure and an underframe and absorb the impact force caused by a collision to mitigate a shock.SOLUTION: A railway vehicle 1 includes an underframe 11 and a front end structure 12 that is disposed substantially perpendicular to the underframe 11 and is joined to the underframe 11. In the railway vehicle, the front end structure 12 has end posts 122, 123 disposed substantially perpendicular to the underframe 11. The end posts 122, 123 have protrusions 122a, 123a that are formed substantially perpendicular to the end structure 12 at ends of the end posts 122, 123 on the floor surface side of the railway vehicle 1 and on the surfaces of the end posts on the compartment interior side of the railway vehicle 1. The protrusions 122a, 123a are abutted on the end of the underframe 11 on the head side of the railway vehicle 1 and are joined to the underframe 11 at at least two places of the upper surface side and the lower surface side of the underframe 11.SELECTED DRAWING: Figure 2

Description

本発明は、台枠と、台枠に対し略直角に配置され、台枠と結合される前面妻構体と、を有する鉄道車両に関するものである。 The present invention relates to a railroad vehicle having an underframe and a front end structure that is arranged substantially at right angles to the underframe and is coupled to the underframe.

鉄道車両の車体は、床面をなす台枠と、台枠の車両長手方向の両端部に立設されることで車体の先頭部または連結部をなす妻構体と、台枠の車両幅方向の両端部に立設されることで車体の側面をなす側構体と、妻構体および側構体の上端部に配置されることで車体の屋根をなす屋根構体とにより６面体をなすように構成される。
台枠と各構体との結合は、台枠の梁や各構体の有する柱などの強度部材同士を直接結合するのではなく、接手板などを介した溶接等によって行われるのが一般的である。図８および図９に示すように、台枠１１と、前面妻構体１２とを結合する場合、前面妻構体１２を台枠１１に乗せ、前面妻構体１２を構成する妻柱１２２，１２３の下端部において、ガセットと呼ばれる接手板２３を介して溶接する。このとき、台枠１１と妻柱１２２，１２３とを突き当てて台枠１１と妻柱１２２，１２３とを直接溶接するのではなく、接手板２３を台枠１１および妻柱１２２，１２３に溶接することで、台枠１１と妻柱１２２，１２３とが結合される。接手板２３により結合を行うことで、台枠１１と妻柱１２２，１２３との間に隙間を持たせるなどして、公差による寸法のばらつきを吸収するために前面妻構体１２の位置調整を行うことが容易になるのである。例えば、特許文献１に開示される鉄道車両は、台枠の端梁上に妻柱が乗せられ、補強アングルにより台枠と妻柱の結合が行われている。 The car body of a railroad car has an underframe that forms the floor surface, a wife structure that forms the leading part or connecting part of the car body by being erected at both ends of the underframe in the vehicle longitudinal direction, and the underframe in the vehicle width direction. It is configured to form a hexahedron by a side structure that forms the side surface of the car body by being erected at both ends, and a roof structure that forms the roof of the car body by being placed at the upper ends of the wife structure and the side structure. ..
The connection between the underframe and each structure is generally performed by welding or the like via a joint plate, etc., instead of directly connecting the strength members such as the beams of the underframe and the columns of each structure. .. As shown in FIGS. 8 and 9, when the underframe 11 and the front wife structure 12 are connected, the front wife structure 12 is placed on the underframe 11 and the lower ends of the wife columns 122 and 123 constituting the front wife structure 12 are placed. In the portion, welding is performed via a joint plate 23 called a gusset. At this time, instead of directly welding the underframe 11 and the end columns 122 and 123 by abutting the underframe 11 and the end columns 122 and 123, the contact plate 23 is welded to the under frame 11 and the end columns 122 and 123. By doing so, the underframe 11 and the wife pillars 122 and 123 are connected. By connecting with the joint plate 23, the position of the front end wife structure 12 is adjusted in order to absorb the dimensional variation due to the tolerance by providing a gap between the underframe 11 and the end post columns 122 and 123. It becomes easier. For example, in the railroad vehicle disclosed in Patent Document 1, a wife pillar is placed on an end beam of the underframe, and the underframe and the end pillar are connected by a reinforcing angle.

特開２０１１−２３５７３３号公報Japanese Unexamined Patent Publication No. 2011-235733 特開２０１１−２３５７２８号公報Japanese Unexamined Patent Publication No. 2011-235728 特開２００５−５３３０６号公報JP-A-2005-53306

しかしながら、上記従来技術には次のような問題があった。
例えば、踏切内で立ち往生した自動車など、軌道上の障害物に鉄道車両が正面から衝突するという事故が発生した場合、自動車が乗用車などの小型車であれば、鉄道車両の台枠の部分が自動車と衝突する。台枠は枕梁や中梁を備えることから強固な剛性を有しており、衝突により鉄道車両先頭部分が車室内にめり込む可能性が低い。 However, the above-mentioned prior art has the following problems.
For example, in the event of an accident in which a railroad vehicle collides head-on with an obstacle on the track, such as a car stuck in a railroad crossing, if the car is a small car such as a passenger car, the underframe of the railroad car will be the car. collide. Since the underframe is equipped with a pillow beam and a middle beam, it has strong rigidity, and it is unlikely that the leading part of the railway vehicle will sink into the passenger compartment due to a collision.

一方で、衝突した自動車が大型トラックなどの大型車である場合、トラックの荷台は、鉄道車両の台枠よりも高い位置に位置していることが多く、図１０に示すように、衝突の衝撃力Ｆが、台枠１１よりも高い位置で前面妻構体１２に負荷されることがある。台枠１１よりも高い位置で前面妻構体１２に衝撃力Ｆが負荷されると、台枠１１と前面妻構体１２とがなす略Ｌ字形状の角部分が支点となり、前面妻構体１２にモーメントが働く。支点となる略Ｌ字形状の角部分は、台枠１１と前面妻構体１２との結合部分であり、台枠１１と妻柱１２３は直接結合されておらず、接手板２３を介して結合されているため、接手板２３に大きい負荷がかかる。接手板２３は剛性が低く容易に変形してしまうことや、溶接長も大きく取れないことから、台枠１１と前面妻構体１２との結合部分が容易に破壊され、前面妻構体１２が車室内へ倒れ込むようにしてめり込む。すると、衝突した障害物が車室内へめり込み、乗客や乗務員が負傷するおそれがある。 On the other hand, when the vehicle that collided is a large vehicle such as a large truck, the truck bed is often located higher than the underframe of the railroad vehicle, and as shown in FIG. 10, the impact of the collision. The force F may be applied to the front end structure 12 at a position higher than the underframe 11. When an impact force F is applied to the front wife structure 12 at a position higher than the underframe 11, the substantially L-shaped corner portion formed by the underframe 11 and the front wife structure 12 becomes a fulcrum, and a moment is applied to the front wife structure 12. Works. The substantially L-shaped corner portion serving as the fulcrum is the connecting portion between the underframe 11 and the front end wife structure 12, and the underframe 11 and the end end column 123 are not directly connected but are connected via the joint plate 23. Therefore, a large load is applied to the joint plate 23. Since the joint plate 23 has low rigidity and is easily deformed, and the welding length cannot be increased, the joint portion between the underframe 11 and the front end wife structure 12 is easily destroyed, and the front end end structure 12 is placed in the vehicle interior. I dig in as if I fell down. Then, the colliding obstacle may be sunk into the passenger compartment, injuring passengers and crew members.

また、接手板２３が容易に変形し、台枠１１と前面妻構体１２との結合部分が容易に破壊されてしまうため、衝突による衝撃力Ｆを吸収できず、衝突に起因する乗客や乗務員への衝撃を緩和することができない。そのため、衝撃を受けた乗客や乗務員が、車室内の座席脇の袖仕切りや、握り棒などに打ち付けられて負傷してしまうおそれがある。 Further, since the joint plate 23 is easily deformed and the joint portion between the underframe 11 and the front end structure 12 is easily destroyed, the impact force F due to the collision cannot be absorbed, and the passengers and crew members due to the collision cannot be absorbed. The impact cannot be mitigated. As a result, the impacted passengers and crew members may be injured by being hit by a sleeve partition on the side of the seat in the passenger compartment or a grip bar.

本発明は、上記問題点を解決するためのものであり、前面妻構体と台枠との結合部分の強度を向上するとともに、衝突に起因する衝撃力を吸収し、衝撃を緩和することが可能な鉄道車両を提供することを目的とする。 The present invention is for solving the above-mentioned problems, and it is possible to improve the strength of the joint portion between the front end structure and the underframe, absorb the impact force caused by the collision, and mitigate the impact. The purpose is to provide a variety of railway vehicles.

上記課題を解決するために、本発明の鉄道車両は、次のような構成を有している。
（１）台枠と、台枠に対し略直角に配置され、台枠と結合される前面妻構体と、を有する鉄道車両において、前面妻構体は、台枠に対し略直角に配置される妻柱を有すること、妻柱は、妻柱の鉄道車両の床面側の端部であって、鉄道車両の車室内側の面に、前面妻構体に対して略直角に形成される突出部を有すること、突出部は、台枠の鉄道車両の先頭側の端面に突き合わされ、少なくとも台枠の上面側と、下面側と、の２箇所で台枠と結合されること、を特徴とする。 In order to solve the above problems, the railway vehicle of the present invention has the following configuration.
(1) In a railroad vehicle having an underframe and a front wife structure that is arranged substantially at right angles to the underframe and is coupled to the underframe, the front wife structure is a wife that is arranged substantially at right angles to the underframe. Having a pillar, the underframe is the end of the underframe on the floor side of the railcar, and has a protruding portion formed on the interior side surface of the railcar at a substantially perpendicular angle to the front railcar structure. It is characterized in that the projecting portion is abutted against the end surface of the underframe on the front side of the railcar, and is connected to the underframe at least at two points, the upper surface side and the lower surface side of the underframe.

（２）（１）に記載の鉄道車両において、突出部は、妻柱と別体であり、妻柱に結合され、一体となっていること、を特徴とする。
（３）（１）または（２）に記載の鉄道車両において、突出部は、台枠の、鉄道車両の長手方向に沿って配置される梁の延長線上で、台枠と結合されていること、を特徴とする。 (2) The railroad vehicle according to (1) is characterized in that the protruding portion is separate from the end pillar, is connected to the end pillar, and is integrated.
(3) In the railway vehicle according to (1) or (2), the protrusion is connected to the underframe on an extension of a beam of the underframe arranged along the longitudinal direction of the railway vehicle. It is characterized by.

本発明の鉄道車両は、上記構成を有することにより次のような作用・効果を有する。
（１）に記載の鉄道車両によれば、前面妻構体と台枠との結合部分が容易に破壊されなくなり、衝突に起因する衝撃力を吸収し、衝撃を緩和することが可能となる。 The railway vehicle of the present invention has the following actions and effects by having the above configuration.
According to the railroad vehicle described in (1), the joint portion between the front end wife structure and the underframe is not easily destroyed, the impact force caused by the collision can be absorbed, and the impact can be mitigated.

すなわち、前面妻構体は妻柱を有し、妻柱は、鉄道車両の床面側の端部に、前面妻構体に対して略直角に形成される突出部を有するため、鉄道車両側面側から見たときに略Ｌ字形状となる。そして、突出部が、台枠の鉄道車両の先頭側の端面に突き合わされ、結合されることで、台枠と前面妻構体とが略Ｌ字形状をなす。
鉄道車両が軌道上の障害物と衝突し、台枠よりも高い位置で前面妻構体が衝撃を受けた場合、前面妻構体と台枠とがなす略Ｌ字形状の角部分が支点となり、前面妻構体にモーメントが働くが、上述のように妻柱が略Ｌ字形状となり、突出部が台枠と結合されているため、前面妻構体と台枠とがなす略Ｌ字形状の角部分は、前面妻構体と台枠との結合部分ではない。よって、前面妻構体に働くモーメントの支点部分が破壊され、前面妻構体が車室内へ倒れ込むようにしてめり込むおそれが軽減される。前面妻構体が車室内へ倒れ込むようにしてめり込むおそれが軽減されると、衝突した障害物が車室内へめり込むおそれも軽減され、乗客や乗務員が負傷する可能性が低くなる。
また、前面妻構体に働くモーメントの支点部分が容易に破壊されなくなることで、衝突による前面妻構体の塑性変形が促される。前面妻構体が塑性変形することで、衝突による衝撃力を有効に吸収でき、衝突に起因する乗客や乗務員への衝撃を緩和することが可能である。そのため、乗客や乗務員が、車室内において座席脇の袖仕切りや、握り棒などに打ち付けられて負傷してしまう可能性が軽減される。 That is, since the front wife structure has a wife pillar, and the wife pillar has a protrusion formed at an end on the floor side of the railroad vehicle at a substantially perpendicular angle to the front wife structure, the side of the railway vehicle When viewed, it has a substantially L-shape. Then, the protruding portion is abutted against and connected to the end surface of the underframe on the front side of the railroad vehicle, so that the underframe and the front end structure form a substantially L-shape.
When a railroad vehicle collides with an obstacle on the track and the front wife structure is impacted at a position higher than the underframe, the approximately L-shaped corner between the front wife structure and the underframe becomes the fulcrum, and the front A moment acts on the wife structure, but as mentioned above, the wife pillar is approximately L-shaped and the protruding part is connected to the underframe, so the corners of the approximately L-shape formed by the front wife structure and the underframe are , It is not the joint between the front wife structure and the underframe. Therefore, the fulcrum portion of the moment acting on the front wife structure is destroyed, and the possibility that the front wife structure collapses into the vehicle interior is reduced. If the risk of the front wife structure falling into the passenger compartment is reduced, the risk of collision obstacles falling into the passenger compartment is also reduced, and the possibility of injury to passengers and crew is reduced.
Further, since the fulcrum portion of the moment acting on the front wife structure is not easily destroyed, the plastic deformation of the front wife structure due to the collision is promoted. By plastically deforming the front end structure, the impact force due to the collision can be effectively absorbed, and the impact on the passengers and crew due to the collision can be mitigated. Therefore, the possibility that passengers and crew members will be injured by being hit by a sleeve partition on the side of the seat or a grip bar in the passenger compartment is reduced.

さらにまた、前面妻構体に対して台枠よりも高い位置で衝撃が加わった場合、突出部と台枠との結合部分が支点となり、前面妻構体にモーメントが働き、突出部と台枠との結合部分が破壊されることが懸念されるが、上述のように前面妻構体と台枠とがなす略Ｌ字形状の角部分が結合部分でなくなったことで、前面妻構体の塑性変形が促され、衝撃力を吸収するため、突出部と台枠との結合部分に負荷される応力が緩和される。さらに、突出部は、台枠の鉄道車両先頭側の端面に突き合わされ、少なくとも台枠の上面側と、下面側の２箇所で結合される。突出部と台枠とが結合された結合部分が鉄道車両の上下方向に少なくとも２箇所形成されることとなるため、台枠よりも高い位置で前面妻構体に衝撃が加わった場合、２箇所ある結合部分のうち、台枠の上面側の結合部分が支点となって、前面妻構体にモーメントが働く一方で、台枠の下面側の結合部分が、上面側の結合部分を支点として、前面妻構体に働くモーメントに抗することとなる。よって、突出部と台枠との結合部分が容易に破壊されることがない。
よって、前面妻構体が車室内へ倒れ込むようにしてめり込むおそれが軽減される。前面妻構体が車室内へ倒れ込むようにしてめり込むおそれが軽減されると、衝突した障害物が車室内へめり込むおそれも軽減され、乗客や乗務員が負傷する可能性が低くなる。 Furthermore, when an impact is applied to the front wife structure at a position higher than the underframe, the joint between the protruding part and the underframe becomes a fulcrum, and a moment acts on the front wife structure, causing the protrusion and the underframe to work together. There is a concern that the joint part will be destroyed, but as mentioned above, the substantially L-shaped corner part formed by the front wife structure and the underframe is no longer the joint part, which promotes plastic deformation of the front wife structure. Therefore, since the impact force is absorbed, the stress applied to the joint portion between the protruding portion and the underframe is relaxed. Further, the projecting portion is abutted against the end surface of the underframe on the front side of the railway vehicle, and is connected at least at two points, the upper surface side and the lower surface side of the underframe. Since at least two joints where the projecting portion and the underframe are connected are formed in the vertical direction of the railway vehicle, there are two joints when an impact is applied to the front wife structure at a position higher than the underframe. Of the joints, the joint on the upper surface side of the underframe serves as a fulcrum, and a moment acts on the front wife structure, while the joint on the lower surface side of the underframe serves as the fulcrum on the upper surface side. It will resist the moment acting on the structure. Therefore, the joint portion between the protruding portion and the underframe is not easily broken.
Therefore, the risk of the front wife structure falling into the vehicle interior and being sunk is reduced. If the risk of the front wife structure falling into the passenger compartment is reduced, the risk of collision obstacles falling into the passenger compartment is also reduced, and the possibility of injury to passengers and crew is reduced.

（２）に記載の鉄道車両によれば、妻柱と、妻柱とは別部品である突出部と、が結合されることで、妻柱と突出部とが略Ｌ字形状をなす。
妻柱はステンレスや鋼，アルミ合金などの金属板を曲げ加工して生産されるのが一般的であり、略Ｌ字形状とするには、削り出しを行わなければならないなど、材料の質量や製造コストが増大するおそれがある。突出部が妻柱と別体であれば、妻柱と突出部とをそれぞれ製造してから溶接により結合すれば良く、生産が容易であり、材料の質量や製造コストの増大を抑えることができる。
鉄道車両が軌道上の障害物と衝突し、台枠よりも高い位置で前面妻構体が衝撃を受けた場合、前面妻構体と台枠とがなす略Ｌ字形状の角部分が支点であり、当該支点が妻柱と突出部との溶接部分であるため、溶接部分が強度的に弱点となり破壊されることが懸念される。しかし、前面妻構体の高さは３ｍ程度であるため、溶接姿勢に合わせて前面妻構体をあらゆる方向に方向転換させながら溶接することが可能である。したがって、理想的な溶接姿勢を保ちながら溶接作業を行うことができるため、溶接品質が向上し、結合強度を向上させることが可能である。結合強度の向上により、衝突時に妻柱と突出部との溶接部分が破壊されるおそれが軽減される。
よって、前面妻構体に働くモーメントの支点部分である溶接部分が容易に破壊されなくなり、衝突による前面妻構体の塑性変形が促される。前面妻構体が塑性変形することで、衝突による衝撃力を有効に吸収でき、衝突に起因する乗客や乗務員への衝撃を緩和することが可能である。 According to the railroad vehicle described in (2), the end pillar and the protrusion, which are separate parts from the end pillar, are combined to form a substantially L-shape between the end pillar and the protrusion.
The end pillar is generally produced by bending a metal plate such as stainless steel, steel, or aluminum alloy, and in order to make it approximately L-shaped, it must be machined, and the mass of the material and Manufacturing costs may increase. If the projecting portion is separate from the end column, the end column and the projecting portion may be manufactured and then joined by welding, which facilitates production and suppresses an increase in material mass and manufacturing cost. ..
When a railroad vehicle collides with an obstacle on the track and the front wife structure is impacted at a position higher than the underframe, the approximately L-shaped corner between the front wife structure and the underframe is the fulcrum. Since the fulcrum is the welded portion between the end column and the protruding portion, there is a concern that the welded portion becomes a weak point in terms of strength and is destroyed. However, since the height of the front wife structure is about 3 m, it is possible to weld while changing the direction of the front wife structure in all directions according to the welding posture. Therefore, since the welding work can be performed while maintaining the ideal welding posture, the welding quality can be improved and the bonding strength can be improved. By improving the bond strength, the possibility that the welded portion between the end column and the protruding portion will be broken at the time of collision is reduced.
Therefore, the welded portion, which is the fulcrum portion of the moment acting on the front end structure, is not easily broken, and the plastic deformation of the front end structure due to the collision is promoted. By plastically deforming the front end structure, the impact force due to the collision can be effectively absorbed, and the impact on the passengers and crew due to the collision can be mitigated.

（３）に記載の鉄道車両によれば、突出部は、台枠の、鉄道車両の長手方向に沿って配置される梁の延長線上で、台枠と結合されていること、を特徴とするので、鉄道車両が軌道上の障害物と正面衝突した場合に前面妻構体が受けた衝撃を、台枠の車両長手方向に沿って配置される梁で受けることができ、衝突による台枠の変形を軽減することができる。
すなわち、台枠の鉄道車両の先頭側の端部は、車両幅方向に延在する端梁によって形成されるのが一般的であり、妻柱が有する突出部は、該端梁に結合される。鉄道車両が軌道上の障害物に衝突し、前面妻構体が衝撃を受けたとき、端梁は、突出部が結合されている箇所において局所的に衝撃力が負荷される可能性がある。そして、この局所的に負荷される衝撃力は、端梁の長手方向に対して直角方向から負荷されることとなるため、端梁が容易に変形してしまうおそれがある。
そこで、台枠は、端梁に対して略直角方向、すなわち鉄道車両の長手方向、に沿って配置され結合される、側梁と、中梁とを有するのが一般的であるため、側梁や、中梁の延長線上で、端梁と突出部とを結合することで、結合部分において端梁に対して局所的な衝撃力が負荷されても、側梁や、中梁が支えとなり、端梁の変形を防止することができ、ひいては台枠の変形を防止することが可能である。 According to the railcar according to (3), the protruding portion is coupled to the underframe on an extension of a beam of the underframe arranged along the longitudinal direction of the railcar. Therefore, when a railroad vehicle collides head-on with an obstacle on the track, the impact received by the front wife structure can be received by the beams arranged along the vehicle longitudinal direction of the underframe, and the underframe is deformed due to the collision. Can be reduced.
That is, the leading end of the underframe railcar is generally formed by an end beam extending in the vehicle width direction, and the protrusion of the end column is connected to the end beam. .. When a railroad vehicle collides with an obstacle on the track and the front end structure is impacted, the end beam may be locally impacted where the protrusions are joined. Then, since the locally applied impact force is applied from the direction perpendicular to the longitudinal direction of the end beam, the end beam may be easily deformed.
Therefore, since the underframe generally has a side beam and a middle beam that are arranged and connected along a direction substantially perpendicular to the end beam, that is, a longitudinal direction of the railroad vehicle, the side beam. Or, by connecting the end beam and the protruding part on the extension line of the middle beam, even if a local impact force is applied to the end beam at the joint part, the side beam and the middle beam serve as a support. It is possible to prevent the deformation of the end beam and, by extension, the deformation of the underframe.

本願発明に係る鉄道車両１の側面を表す図である。It is a figure which shows the side surface of the railroad vehicle 1 which concerns on this invention. 第１の実施形態に係る台枠１１と前面妻構体１２との結合状態を表す斜視図である。It is a perspective view which shows the coupling state of the underframe 11 and the front end structure 12 which concerns on 1st Embodiment. 第１の実施形態に係る台枠１１と前面妻構体１２との結合部分を表す断面図である。It is sectional drawing which shows the joint part of the underframe 11 and the front end structure 12 which concerns on 1st Embodiment. 第１の実施形態において、前面妻構体１２に衝撃力Ｆが加わり、変形した状態を表す図である。In the first embodiment, it is a figure showing a deformed state in which an impact force F is applied to the front end wife structure 12. 第２の実施形態に係る台枠１１と前面妻構体１２との結合状態を表す斜視図である。It is a perspective view which shows the coupling state of the underframe 11 and the front end structure 12 which concerns on 2nd Embodiment. 第２の実施形態に係る台枠１１と前面妻構体１２との結合部分を表す断面図である。It is sectional drawing which shows the joint part of the underframe 11 and the front end structure 12 which concerns on 2nd Embodiment. 第２の実施形態において、前面妻構体１２に衝撃力Ｆが加わり、変形した状態を表す図である。In the second embodiment, it is a figure showing a deformed state in which an impact force F is applied to the front end wife structure 12. 従来技術における台枠１１と前面妻構体１２との結合状態を表す斜視図である。It is a perspective view which shows the coupling state of the underframe 11 and the front end structure 12 in the prior art. 従来技術における台枠１１と前面妻構体１２との結合部分を表す断面図である。It is sectional drawing which shows the joint part of the underframe 11 and the front end structure 12 in the prior art. 従来技術において前面妻構体１２に衝撃力Ｆが加わり、破壊された状態を表す図である。FIG. 5 is a diagram showing a state in which an impact force F is applied to the front end wife structure 12 in the prior art and is destroyed.

本発明の鉄道車両１の第１の実施形態について、図面を参照しながら詳細に説明する。
図１は本発明の実施形態に係る鉄道車両１の側面図である。図１に示されるように、鉄道車両１の車体２は、床面をなす台枠１１と、台枠１１の車両長手方向の一方の端部に立設されることで車体２の先頭部をなす前面妻構体１２と、台枠１１の他方の端部に立設されることで車体２の連結部をなす連妻構体１５と、台枠１１の車両幅方向の両端部に立設されることで車体２の側面をなす側構体１３と、前面妻構体１２，連妻構体１５および側構体１３の上端部に配置されることで車体２の屋根をなす屋根構体１４とにより６面体をなすように構成される。そして、車体２は、枕ばね２４を介して車輪１７を備えた台車１６によって支持されている。側構体１３には、運転席に通じる乗務員昇降口１９Ａ、客室に通じる乗客乗降口１９Ｂおよび窓１９Ｃが設けられている。
また、台枠１１の車両長手方向の両端部には、前面妻構体１２および連妻構体１５よりも車両長手方向の外方向に突出するように連結器１８が設けられており、隣接する鉄道車両同士を連結することが可能である。 The first embodiment of the railway vehicle 1 of the present invention will be described in detail with reference to the drawings.
FIG. 1 is a side view of a railroad vehicle 1 according to an embodiment of the present invention. As shown in FIG. 1, the vehicle body 2 of the railcar 1 is erected at one end of the underframe 11 forming the floor surface and the underframe 11 in the vehicle longitudinal direction to form the front portion of the vehicle body 2. The front wife structure 12 and the continuous wife structure 15 that forms a connecting portion of the vehicle body 2 by being erected at the other end of the underframe 11 and the underframe 11 are erected at both ends in the vehicle width direction. As a result, the side structure 13 forming the side surface of the vehicle body 2 and the roof structure 14 forming the roof of the vehicle body 2 by being arranged at the upper ends of the front wife structure 12, the continuous wife structure 15, and the side structure 13 form a hexahedron. It is configured as follows. The vehicle body 2 is supported by a bogie 16 having wheels 17 via a pillow spring 24. The side structure 13 is provided with a crew entrance 19A leading to the driver's seat, a passenger entrance 19B leading to the passenger compartment, and a window 19C.
Further, couplers 18 are provided at both ends of the underframe 11 in the longitudinal direction of the vehicle so as to project outward in the longitudinal direction of the vehicle from the front end structure 12 and the continuous end structure 15, and adjacent railway vehicles. It is possible to connect each other.

図２は、台枠１１と、前面妻構体１２との結合状態を示す斜視図である。
図２に示されるように、台枠１１は、端梁１１１と、一対の側梁１１２と、枕梁１１３と、一対の中梁１１４とからなる。端梁１１１が台枠１１の車両長手方向の端部を形成し、端梁１１１の両端部には、側梁１１２の端部が、端梁１１１と側梁１１２とが直交するように結合されている。対向する一対の側梁１１２の間には、台車１６が取り付けられる枕梁１１３が車両幅方向に延在し、枕梁１１３の車両幅方向の両端部は、側梁１１２に結合されている。枕梁１１３と端梁１１１との間には、側梁１１２と平行に、一対の中梁１１４が延在し、中梁１１４の車両長手方向の端部は、それぞれ端梁１１１と、枕梁１１３に結合されている。
なお、端梁１１１、側梁１１２、枕梁１１３および中梁１１４、はステンレスや鋼，アルミ合金などの金属板により断面略コの字型、または筒状に形成されるのが一般的であり、それぞれの梁同士の結合は溶接により行われる。 FIG. 2 is a perspective view showing a connected state between the underframe 11 and the front end wife structure 12.
As shown in FIG. 2, the underframe 11 includes an end beam 111, a pair of side beams 112, a pillow beam 113, and a pair of middle beams 114. The end beam 111 forms an end portion of the underframe 11 in the vehicle longitudinal direction, and the end portions of the side beam 112 are joined to both ends of the end beam 111 so that the end beam 111 and the side beam 112 are orthogonal to each other. ing. A pillow beam 113 to which the carriage 16 is attached extends in the vehicle width direction between the pair of side beams 112 facing each other, and both ends of the pillow beam 113 in the vehicle width direction are connected to the side beams 112. A pair of middle beams 114 extend in parallel with the side beams 112 between the pillow beam 113 and the end beam 111, and the ends of the middle beam 114 in the vehicle longitudinal direction are the end beam 111 and the pillow beam, respectively. It is coupled to 113.
The end beams 111, side beams 112, corbel beams 113 and middle beams 114 are generally formed of a metal plate such as stainless steel, steel or aluminum alloy into a substantially U-shaped cross section or a tubular shape. , The connection between the beams is done by welding.

そして、台枠１１の車両長手方向の端部には、前面妻構体１２が、台枠１１に対して略直角に結合されている。
前面妻構体１２は、妻外板１２１と、妻柱１２２，１２３とからなる。妻柱１２２，１２３は、ステンレスや鋼，アルミ合金などの金属製であり、妻外板に溶接されている。
妻外板１２１は、運転席の窓を形成する窓開口部１２１ａを有している。また、妻外板１２１の車両幅方向の両端部には、妻外板１２１の車両高さ方向の長さと略同一の長さを有する妻柱１２２が、鉄道車両１の高さ方向に沿って延在し、結合されている。さらに、妻外板１２１の車両幅方向の中央部には、妻外板１２１の車両高さ方向の下端部から、窓開口部１２１ａまでの長さと略同一の長さを有する妻柱１２３が、鉄道車両１の高さ方向に沿って延在し、結合されている。
妻柱１２２，１２３の下端部には、突出部１２２ａ，１２３ａが、前面妻構体１２に対して略直角に突出するように設けられており、妻柱１２２，１２３は略Ｌ字形状となっている。突出部１２２ａ，１２３ａは、端梁１１１の車両長手方向外側の端面に突き合わされるようにして、端梁１１１と結合している。 A front end structure 12 is joined to the end of the underframe 11 in the vehicle longitudinal direction at a substantially right angle to the underframe 11.
The front wife structure 12 includes a wife outer plate 121 and wife columns 122 and 123. The end columns 122 and 123 are made of metal such as stainless steel, steel, and aluminum alloy, and are welded to the end outer plate.
The end skin plate 121 has a window opening 121a that forms a window for the driver's seat. Further, at both ends of the end skin plate 121 in the vehicle width direction, end pillars 122 having substantially the same length as the length of the end end plate 121 in the vehicle height direction are formed along the height direction of the railcar 1. Extending and being combined. Further, at the central portion of the wife outer plate 121 in the vehicle width direction, a wife pillar 123 having a length substantially the same as the length from the lower end portion of the wife outer plate 121 in the vehicle height direction to the window opening 121a is provided. It extends along the height direction of the railcar 1 and is connected.
At the lower ends of the end columns 122 and 123, projecting portions 122a and 123a are provided so as to project substantially at right angles to the front end end structure 12, and the end columns 122 and 123 have a substantially L-shape. There is. The protrusions 122a and 123a are connected to the end beam 111 so as to be abutted against the end surface of the end beam 111 on the outer side in the vehicle longitudinal direction.

突出部１２２ａは、側梁１１２の車両長手方向の延長線上に位置するように結合されており、かつ、突出部１２３ａは、中梁１１４の車両長手方向の延長線上に位置するように結合されているため、鉄道車両１が軌道上の障害物と正面衝突した場合に前面妻構体１２が受けた衝撃を、側梁１１２または中梁１１４で受けることができ、衝突による台枠１１の変形を軽減することができる。
すなわち、鉄道車両１が軌道上の障害物に衝突し、前面妻構体１２が衝撃を受けたとき、端梁１１１は、妻柱１２２，１２３の突出部１２２ａ，１２３ａが結合されている箇所において局所的に衝撃力が負荷される可能性がある。そして、この局所的に負荷される衝撃力は、端梁１１１の長手方向に対して直角方向から負荷されることとなるため、端梁１１１が容易に変形してしまうおそれがある。
そこで、車両長手方向に沿って配置され、端梁１１１に結合される側梁１１２や、中梁１１４の延長線上で、端梁１１１と突出部１２２ａ，１２３ａとを結合することで、端梁１１１に対して突出部１２２ａ，１２３ａが結合されている箇所における局所的な衝撃力が負荷されても、側梁１１２や、中梁１１４が支えとなり、端梁１１１の変形を防止することができ、ひいては台枠１１の変形を防止することが可能である。 The projecting portion 122a is connected so as to be located on the extension line of the side beam 112 in the vehicle longitudinal direction, and the projecting portion 123a is connected so as to be located on the extension line of the middle beam 114 in the vehicle longitudinal direction. Therefore, when the railcar 1 collides head-on with an obstacle on the track, the impact received by the front beam structure 12 can be received by the side beam 112 or the middle beam 114, and the deformation of the underframe 11 due to the collision is reduced. can do.
That is, when the railroad vehicle 1 collides with an obstacle on the track and the front end beam structure 12 is impacted, the end beam 111 is locally located at the position where the protrusions 122a and 123a of the end beams 122 and 123 are connected. Impact force may be applied. Then, since the locally applied impact force is applied from the direction perpendicular to the longitudinal direction of the end beam 111, the end beam 111 may be easily deformed.
Therefore, the end beam 111 is arranged along the longitudinal direction of the vehicle and is connected to the end beam 111, or the end beam 111 is connected to the projecting portions 122a and 123a on the extension line of the middle beam 114. Even if a local impact force is applied at the portion where the projecting portions 122a and 123a are connected, the side beam 112 and the middle beam 114 serve as a support, and the deformation of the end beam 111 can be prevented. As a result, it is possible to prevent the underframe 11 from being deformed.

図３を用いて、台枠１１と前面妻構体１２との結合部分についてより詳しく説明する。
妻柱１２２，１２３から突出する突出部１２２ａ，１２３ａの端面と、台枠１１を構成する端梁１１１の車両先頭側の端面とを、スペーサ２２を介して突き合わせるように配置する。スペーサ２２は、公差による寸法のばらつきを吸収するために突出部１２２ａ，１２３ａと端梁１１１との隙間調整の役割を担うとともに、鉄道車両１が軌道上の障害物に衝突し、前面妻構体１２に衝撃が加わった場合に、妻柱１２２，１２３から台枠１１へ、衝撃力を伝達する役割を有する。 The joint portion between the underframe 11 and the front end wife structure 12 will be described in more detail with reference to FIG.
The end faces of the projecting portions 122a and 123a protruding from the end columns 122 and 123 and the end faces of the end beams 111 constituting the underframe 11 on the vehicle front side are arranged so as to abut each other via the spacer 22. The spacer 22 plays a role of adjusting the gap between the protrusions 122a and 123a and the end beam 111 in order to absorb the dimensional variation due to the tolerance, and the railroad vehicle 1 collides with an obstacle on the track, and the front end wife structure 12 When an impact is applied to the underframe 11, the impact force is transmitted from the end columns 122 and 123 to the underframe 11.

端梁１１１と突出部１２２ａ，１２３ａとは、端梁１１１および突出部１２２ａ，１２３ａの上端面側と下端面側との２箇所において、溶接され結合されている。
すなわち、突出部１２２ａ，１２３ａの端梁１１１に対向する端面の上端部からは、溶接部１２２ｂ，１２３ｂが車両長手方向に突出しており、溶接部１２２ｂ，１２３ｂが端梁１１１の上端面に乗せられるようにして接している。そして、溶接部１２２ｂ，１２３ｂと端梁１１１の上端面とが溶接される。
さらに、突出部１２２ａ，１２３ａの下端面と、端梁１１１の下端面とには、結合板２１が接するように配置され、突出部１２２ａ，１２３ａの下端面と結合板２１とが溶接され、かつ端梁１１１の下端面と結合板２１とが溶接される。 The end beam 111 and the projecting portions 122a, 123a are welded and connected at two locations, the upper end surface side and the lower end surface side, of the end beam 111 and the projecting portions 122a, 123a.
That is, the welded portions 122b and 123b project from the upper end portion of the end surface of the protruding portions 122a and 123a facing the end beam 111 in the longitudinal direction of the vehicle, and the welded portions 122b and 123b are placed on the upper end surface of the end beam 111. Welding in this way. Then, the welded portions 122b and 123b and the upper end surface of the end beam 111 are welded.
Further, the lower end surfaces of the protruding portions 122a and 123a and the lower end surfaces of the end beams 111 are arranged so that the coupling plate 21 is in contact with each other, and the lower end surfaces of the protruding portions 122a and 123a and the coupling plate 21 are welded and formed. The lower end surface of the end beam 111 and the joint plate 21 are welded.

次に、図４を用いて、鉄道車両１が軌道上の障害物に正面衝突し、台枠１１よりも高い位置で前面妻構体１２に衝撃力Ｆが加わった場合を説明する。
鉄道車両１が正面衝突した障害物が大型トラックなどの大型車である場合、トラックの荷台は、鉄道車両の台枠１１よりも高い位置に位置していることが多く、図４に示すように、衝突の衝撃力Ｆが、台枠１１よりも高い位置で前面妻構体１２に負荷されることがある。台枠１１よりも高い位置で前面妻構体１２に衝撃力Ｆが負荷されると、台枠１１と前面妻構体１２とがなす略Ｌ字形状の角部分が支点となり、前面妻構体１２にモーメントが働く。
従来技術においては、支点となる略Ｌ字形状の角部分は、台枠１１と前面妻構体１２との結合部分であり、台枠１１と妻柱１２２，１２３は直接結合されておらず、接手板２３を介して結合されているため、接手板２３に大きい負荷がかかる。接手板２３は剛性が低く容易に変形してしまうことや、溶接長も大きく取れないことから、台枠１１と前面妻構体１２との結合部分が容易に破壊されてしまう（図９および図１０参照）。 Next, with reference to FIG. 4, a case where the railroad vehicle 1 collides head-on with an obstacle on the track and an impact force F is applied to the front end wife structure 12 at a position higher than the underframe 11 will be described.
When the obstacle that the railcar 1 collides head-on with is a large truck or the like, the truck bed is often located higher than the underframe 11 of the railcar, as shown in FIG. , The impact force F of the collision may be applied to the front end structure 12 at a position higher than the underframe 11. When an impact force F is applied to the front wife structure 12 at a position higher than the underframe 11, the substantially L-shaped corner portion formed by the underframe 11 and the front wife structure 12 becomes a fulcrum, and a moment is applied to the front wife structure 12. Works.
In the prior art, the substantially L-shaped corner portion serving as the fulcrum is the connecting portion between the underframe 11 and the front end wife structure 12, and the underframe 11 and the end end columns 122 and 123 are not directly connected to each other. Since they are connected via the plate 23, a large load is applied to the joint plate 23. Since the joint plate 23 has low rigidity and is easily deformed, and the welding length cannot be made large, the joint portion between the underframe 11 and the front end structure 12 is easily broken (FIGS. 9 and 10). reference).

一方で、本願発明において、妻柱１２２，１２３には、突出部１２２ａ，１２３ａが前面妻構体１２に対して略直角に突出して形成されているため、鉄道車両１側面側から見たときに略Ｌ字形状となっている。そして、突出部１２２ａ，１２３ａが、台枠１１の鉄道車両１の先頭側の端面に突き合わされ、結合されることで、台枠１１と前面妻構体１２とが略Ｌ字形状をなすため、台枠１１と前面妻構体１２とがなす略Ｌ字形状の角部分が、台枠１１と前面妻構体１２との結合部分ではない。よって、前面妻構体１２に働くモーメントの支点部分が破壊され、前面妻構体１２が車室内へ倒れ込むようにしてめり込むおそれが軽減される。そのため、衝突した障害物が車室内へめり込むおそれも軽減され、乗客や乗務員が負傷する可能性が低くなる。
また、前面妻構体１２に働くモーメントの支点部分が容易に破壊されなくなることで、図４に示すように、衝撃力Ｆによって前面妻構体１２が曲がるようにして塑性変形される。前面妻構体１２が塑性変形することで、衝突による衝撃力Ｆを有効に吸収でき、衝突に起因する乗客や乗務員への衝撃を緩和することが可能である。そのため、乗客や乗務員が、車室内において座席脇の袖仕切りや、握り棒などに打ち付けられて負傷してしまう可能性が軽減される。 On the other hand, in the present invention, since the projecting portions 122a and 123a are formed so as to project substantially at right angles to the front end wife structure 12 on the end columns 122 and 123, they are omitted when viewed from the side surface side of the railroad vehicle 1. It has an L-shape. Then, the protruding portions 122a and 123a are abutted against and connected to the front end surface of the railroad vehicle 1 of the underframe 11, so that the underframe 11 and the front end wife structure 12 form a substantially L-shape. The substantially L-shaped corner portion formed by the frame 11 and the front end wife structure 12 is not the joint portion between the underframe 11 and the front end end wife structure 12. Therefore, the fulcrum portion of the moment acting on the front wife structure 12 is destroyed, and the possibility that the front wife structure 12 collapses into the vehicle interior is reduced. Therefore, the possibility that the colliding obstacle will be sunk into the passenger compartment is reduced, and the possibility of injuring passengers and crew members is reduced.
Further, since the fulcrum portion of the moment acting on the front wife structure 12 is not easily destroyed, the front wife structure 12 is plastically deformed by the impact force F as shown in FIG. By plastically deforming the front end structure 12, the impact force F due to the collision can be effectively absorbed, and the impact on the passengers and crew due to the collision can be mitigated. Therefore, the possibility that passengers and crew members will be injured by being hit by a sleeve partition on the side of the seat or a grip bar in the passenger compartment is reduced.

ここで、突出部１２２ａ，１２３ａと台枠１１との結合部分が支点となり、前面妻構体１２にモーメントが働き、突出部１２２ａ，１２３ａと台枠１１との結合部分が破壊されることが懸念されるが、上述のように前面妻構体１２の塑性変形が促され、衝撃力Ｆを吸収するため、突出部１２２ａ，１２３ａと台枠１１との結合部分に負荷される応力が緩和される。さらに、突出部１２２ａ，１２３ａは、台枠１１の鉄道車両先頭側の端面に突き合わされ、少なくとも台枠１１の上面側と、下面側の２箇所で結合される。突出部１２２ａ，１２３ａと台枠１１とが結合された結合部分が鉄道車両１の上下方向に少なくとも２箇所形成されることとなるため、台枠１１よりも高い位置で前面妻構体に衝撃が加わった場合、２箇所ある結合部分のうち、台枠１１の上面側の結合部分が支点となって、前面妻構体１２にモーメントが働く一方で、台枠１１の下面側の結合部分が、上面側の結合部分を支点として、前面妻構体１２に働くモーメントに抗することとなる。よって、突出部１２２ａ，１２３ａと台枠１１との結合部分が容易に破壊されることがない。 Here, there is a concern that the joint portion between the protruding portions 122a, 123a and the underframe 11 serves as a fulcrum, a moment acts on the front end structure 12, and the joint portion between the protruding portions 122a, 123a and the underframe 11 is destroyed. However, as described above, the plastic deformation of the front end structure 12 is promoted and the impact force F is absorbed, so that the stress applied to the joint portion between the protrusions 122a and 123a and the underframe 11 is relaxed. Further, the projecting portions 122a and 123a are abutted against the end surface of the underframe 11 on the front side of the railroad vehicle, and are connected at least at two positions on the upper surface side and the lower surface side of the underframe 11. Since at least two connecting portions where the protruding portions 122a and 123a and the underframe 11 are connected are formed in the vertical direction of the railroad vehicle 1, an impact is applied to the front wife structure at a position higher than the underframe 11. In this case, of the two joint portions, the joint portion on the upper surface side of the underframe 11 serves as a fulcrum, and a moment acts on the front end structure 12, while the joint portion on the lower surface side of the underframe 11 is on the upper surface side. With the connecting portion of the above as a fulcrum, it resists the moment acting on the front end wife structure 12. Therefore, the joint portion between the protruding portions 122a and 123a and the underframe 11 is not easily broken.

以上説明したように、第１の実施形態の鉄道車両１によれば、
（１）台枠１１と、台枠１１に対し略直角に配置され、台枠１１と結合される前面妻構体１２と、を有する鉄道車両１において、前面妻構体１２は、台枠１１に対し略直角に配置される妻柱１２２，１２３を有すること、妻柱１２２，１２３は、妻柱１２２，１２３の鉄道車両１の床面側の端部であって、鉄道車両１の車室内側の面に、前面妻構体１２に対して略直角に形成される突出部１２２ａ，１２３ａを有すること、突出部１２２ａ，１２３ａは、台枠１１の鉄道車両１の先頭側の端面に突き合わされ、少なくとも台枠１１の上面側と、下面側と、の２箇所で台枠１１と結合されること、を特徴とするので、前面妻構体１２と台枠１１との結合部分が容易に破壊されなくなり、衝突に起因する衝撃力を吸収し、衝撃を緩和することが可能となる。 As described above, according to the railway vehicle 1 of the first embodiment,
(1) In a railroad vehicle 1 having an underframe 11 and a front end wife structure 12 arranged substantially perpendicular to the underframe 11 and coupled to the underframe 11, the front end end structure 12 is relative to the underframe 11. Having the underframes 122, 123 arranged substantially at right angles, the underframes 122, 123 are the ends of the underframes 122, 123 on the floor side of the railcar 1, and are on the passenger interior side of the railcar 1. The surface has protrusions 122a, 123a formed substantially perpendicular to the front end structure 12, and the protrusions 122a, 123a are abutted against the front end surface of the railcar 1 of the underframe 11, and at least the base. Since it is characterized in that it is connected to the underframe 11 at two locations, the upper surface side and the lower surface side of the frame 11, the joint portion between the front end structure 12 and the underframe 11 is not easily broken and collides. It is possible to absorb the impact force caused by the above and reduce the impact.

すなわち、前面妻構体１２は、鉄道車両１の側面側から見たときに略Ｌ字形状となる。そして、突出部１２２ａ，１２３ａが、台枠１１の鉄道車両１の先頭側の端面に突き合わされ、結合されることで、台枠１１と前面妻構体１２とが略Ｌ字形状をなす。
鉄道車両１が軌道上の障害物と衝突し、台枠１１よりも高い位置で前面妻構体１２が衝撃を受けた場合、前面妻構体１２と台枠１１とがなす略Ｌ字形状の角部分が支点となり、前面妻構体１２にモーメントが働くが、上述のように妻柱１２２，１２３が略Ｌ字形状となり、突出部１２２ａ，１２３ａが台枠と結合されているため、前面妻構体１２と台枠１１とがなす略Ｌ字形状の角部分は、前面妻構体１２と台枠１１との結合部分ではない。よって、前面妻構体１２に働くモーメントの支点部分が破壊され、前面妻構体１２が車室内へ倒れ込むようにしてめり込むおそれが軽減される。そのため、衝突した障害物が車室内へめり込むおそれも軽減され、乗客や乗務員が負傷する可能性が低くなる。
また、前面妻構体１２に働くモーメントの支点部分が容易に破壊されなくなることで、衝突による前面妻構体１２の塑性変形が促される。前面妻構体１２が塑性変形することで、衝突による衝撃力Ｆを有効に吸収でき、衝突に起因する乗客や乗務員への衝撃を緩和することが可能である。そのため、乗客や乗務員が、車室内において座席脇の袖仕切りや、握り棒などに打ち付けられて負傷してしまう可能性が軽減される。 That is, the front end wife structure 12 has a substantially L-shape when viewed from the side surface side of the railway vehicle 1. Then, the protruding portions 122a and 123a are abutted against and connected to the front end surface of the railroad vehicle 1 of the underframe 11, so that the underframe 11 and the front end wife structure 12 form a substantially L-shape.
When the railroad vehicle 1 collides with an obstacle on the track and the front wife structure 12 is impacted at a position higher than the underframe 11, a substantially L-shaped corner portion formed by the front wife structure 12 and the underframe 11 Is a fulcrum, and a moment acts on the front wife structure 12, but as described above, the wife columns 122 and 123 have a substantially L-shape, and the protruding portions 122a and 123a are connected to the underframe. The substantially L-shaped corner portion formed by the underframe 11 is not a connecting portion between the front end structure 12 and the underframe 11. Therefore, the fulcrum portion of the moment acting on the front wife structure 12 is destroyed, and the possibility that the front wife structure 12 collapses into the vehicle interior is reduced. Therefore, the possibility that the colliding obstacle will be sunk into the passenger compartment is reduced, and the possibility of injuring passengers and crew members is reduced.
Further, since the fulcrum portion of the moment acting on the front wife structure 12 is not easily destroyed, the plastic deformation of the front wife structure 12 due to the collision is promoted. By plastically deforming the front end structure 12, the impact force F due to the collision can be effectively absorbed, and the impact on the passengers and crew due to the collision can be mitigated. Therefore, the possibility that passengers and crew members will be injured by being hit by a sleeve partition on the side of the seat or a grip bar in the passenger compartment is reduced.

さらにまた、前面妻構体１２に対して台枠１１よりも高い位置で衝撃が加わった場合、突出部１２２ａ，１２３ａと台枠１１との結合部分が支点となり、前面妻構体１２にモーメントが働き、突出部１２２ａ，１２３ａと台枠１１との結合部分が破壊されることが懸念されるが、上述のように前面妻構体１２と台枠１１とがなす略Ｌ字形状の角部分が結合部分でなくなったことで、前面妻構体１２の塑性変形が促され、衝撃力Ｆを吸収するため、突出部１２２ａ，１２３ａと台枠１１との結合部分に負荷される応力が緩和される。さらに、突出部１２２ａ，１２３ａは、台枠１１の鉄道車両１の先頭側の端面に突き合わされ、少なくとも台枠１１の上面側と、下面側の２箇所で結合される。突出部１２２ａ，１２３ａと台枠１１とが結合された結合部分が鉄道車両１の上下方向に少なくとも２箇所形成されることとなるため、台枠１１よりも高い位置で前面妻構体１２に衝撃が加わった場合、２箇所ある結合部分のうち、台枠１１の上面側の結合部分が支点となって、前面妻構体１２にモーメントが働く一方で、台枠１１の下面側の結合部分が、上面側の結合部分を支点として、前面妻構体１２に働くモーメントに抗することとなる。よって、突出部１２２ａ，１２３ａと台枠１１との結合部分が容易に破壊されることがない。
よって、前面妻構体１２が車室内へ倒れ込むようにしてめり込むおそれが軽減される。そのため、衝突した障害物が車室内へめり込むおそれも軽減され、乗客や乗務員が負傷する可能性が低くなる。 Furthermore, when an impact is applied to the front end wife structure 12 at a position higher than the underframe 11, the joint portion between the protruding portions 122a and 123a and the underframe 11 becomes a fulcrum, and a moment acts on the front end end structure 12. There is a concern that the joint portion between the protruding portions 122a and 123a and the underframe 11 may be destroyed, but as described above, the substantially L-shaped corner portion formed by the front end structure 12 and the underframe 11 is the joint portion. As a result, the plastic deformation of the front end structure 12 is promoted and the impact force F is absorbed, so that the stress applied to the joint portion between the projecting portions 122a and 123a and the underframe 11 is relaxed. Further, the projecting portions 122a and 123a are abutted against the front end surface of the railroad vehicle 1 of the underframe 11, and are connected at least at two positions on the upper surface side and the lower surface side of the underframe 11. Since at least two connecting portions where the projecting portions 122a and 123a and the underframe 11 are connected are formed in the vertical direction of the railway vehicle 1, an impact is applied to the front end wife structure 12 at a position higher than the underframe 11. When added, of the two connecting portions, the connecting portion on the upper surface side of the underframe 11 serves as a fulcrum, and a moment acts on the front end structure 12, while the connecting portion on the lower surface side of the underframe 11 is the upper surface. With the connecting portion on the side as a fulcrum, it resists the moment acting on the front wife structure 12. Therefore, the joint portion between the protruding portions 122a and 123a and the underframe 11 is not easily broken.
Therefore, the possibility that the front wife structure 12 collapses into the vehicle interior is reduced. Therefore, the possibility that the colliding obstacle will be sunk into the passenger compartment is reduced, and the possibility of injuring passengers and crew members is reduced.

（３）（１）または（２）に記載の鉄道車両１において、突出部１２２ａ，１２３ａは、台枠１１の車両長手方向に沿って配置される側梁１１２や中梁１１４の延長線上で、台枠１１と結合されていること、を特徴とするので、鉄道車両１が軌道上の障害物と正面衝突した場合に前面妻構体１２が受けた衝撃を、台枠の車両長手方向に沿って配置される側梁１１２や中梁１１４で受けることができ、衝突による台枠１１の変形を軽減することができる。
すなわち、台枠１１の鉄道車両１の先頭側の端部は、車両幅方向に延在する端梁１１１によって形成されるのが一般的であり、妻柱１２２，１２３が有する突出部１２２ａ，１２３ａは、端梁１１１に結合される。鉄道車両１が軌道上の障害物に衝突し、前面妻構体１２が衝撃を受けたとき、端梁１１１は、突出部１２２ａ，１２３ａが結合されている箇所において局所的に衝撃力が負荷される可能性がある。そして、この局所的に負荷される衝撃力は、端梁１１１の長手方向に対して直角方向から負荷されることとなるため、端梁１１１が容易に変形してしまうおそれがある。
そこで、台枠１１は、端梁１１１に対して略直角方向、すなわち鉄道車両１の長手方向、に沿って配置され結合される、側梁１１２と、中梁１１４とを有するのが一般的であるため、側梁１１２や、中梁１１４の延長線上で、端梁１１１と突出部１２２ａ，１２３ａとを結合することで、端梁１１１に対して突出部１２２ａ，１２３ａとの結合部における局所的な衝撃力が負荷されても、側梁１１２や、中梁１１４が支えとなり、端梁１１１の変形を防止することができ、ひいては台枠１１の変形を防止することが可能である。 (3) In the railcar 1 according to (1) or (2), the protruding portions 122a and 123a are on the extension lines of the side beams 112 and the middle beams 114 arranged along the vehicle longitudinal direction of the underframe 11. Since it is coupled to the underframe 11, the impact received by the front end wife structure 12 when the railcar 1 collides head-on with an obstacle on the track is applied along the vehicle longitudinal direction of the underframe. It can be received by the arranged side beams 112 and middle beams 114, and the deformation of the underframe 11 due to the collision can be reduced.
That is, the leading end of the railcar 1 of the underframe 11 is generally formed by the end beams 111 extending in the vehicle width direction, and the protruding portions 122a and 123a of the end columns 122 and 123 have. Is coupled to the end beam 111. When the railroad vehicle 1 collides with an obstacle on the track and the front end beam structure 12 is impacted, the end beam 111 is locally subjected to an impact force at the position where the protrusions 122a and 123a are connected. there is a possibility. Then, since the locally applied impact force is applied from the direction perpendicular to the longitudinal direction of the end beam 111, the end beam 111 may be easily deformed.
Therefore, the underframe 11 generally has a side beam 112 and a middle beam 114 that are arranged and connected along a direction substantially perpendicular to the end beam 111, that is, a longitudinal direction of the railroad vehicle 1. Therefore, by connecting the end beam 111 and the projecting portions 122a and 123a on the extension line of the side beam 112 and the middle beam 114, the end beam 111 is locally connected to the projecting portions 122a and 123a. Even if a large impact force is applied, the side beam 112 and the middle beam 114 serve as a support, and the deformation of the end beam 111 can be prevented, and thus the deformation of the underframe 11 can be prevented.

次に、本発明の鉄道車両１の第２の実施形態について、図面を参照しながら詳細に説明する。
鉄道車両１の形態は、図１に示される第１の実施形態と同様である。
図５は、台枠１１と、前面妻構体１２との結合状態を示す斜視図である。
台枠１１の構成は、第１の実施形態と同様であり、台枠１１の車両長手方向の端部を形成する端梁１１１には、結合部材２０を介して、前面妻構体１２が、台枠１１に対して略直角に結合されている。 Next, a second embodiment of the railway vehicle 1 of the present invention will be described in detail with reference to the drawings.
The form of the railroad vehicle 1 is the same as that of the first embodiment shown in FIG.
FIG. 5 is a perspective view showing a connected state between the underframe 11 and the front end wife structure 12.
The configuration of the underframe 11 is the same as that of the first embodiment, and the front end beam structure 12 is attached to the end beam 111 forming the end portion of the underframe 11 in the vehicle longitudinal direction via the connecting member 20. It is connected substantially at right angles to the frame 11.

前面妻構体１２は、妻外板１２１と、妻柱１２４，１２５とからなる。妻外板１２１は、運転席の窓を形成する窓開口部１２１ａを有している。また、妻外板１２１の車両幅方向の両端部には、妻外板１２１の車両高さ方向の長さと略同一の長さを有する妻柱１２４が、鉄道車両１の高さ方向に沿って延在し、結合されている。さらに、妻外板１２１の車両幅方向の中央部には、妻外板１２１の車両高さ方向の下端部から、窓開口部１２１ａまでの長さと略同一の長さを有する妻柱１２５が、鉄道車両１の高さ方向に沿って延在し、結合されている。そして、妻柱１２４，１２５の、下端部であって、鉄道車両１の車室内側の端面には結合部材２０が結合されており、妻柱１２４，１２５と、結合部材２０とで略Ｌ字形状を形成している。 The front wife structure 12 includes a wife outer plate 121 and wife columns 124 and 125. The end skin plate 121 has a window opening 121a that forms a window for the driver's seat. Further, at both ends of the end skin plate 121 in the vehicle width direction, end pillars 124 having substantially the same length as the length of the end end plate 121 in the vehicle height direction are formed along the height direction of the railcar 1. Extending and being combined. Further, at the central portion of the wife outer plate 121 in the vehicle width direction, a wife pillar 125 having a length substantially the same as the length from the lower end portion of the wife outer plate 121 in the vehicle height direction to the window opening 121a is provided. It extends along the height direction of the railcar 1 and is connected. A connecting member 20 is bonded to the lower end of the end columns 124 and 125 on the vehicle interior side of the railway vehicle 1, and the end columns 124 and 125 and the connecting member 20 are substantially L-shaped. Forming a shape.

第１の実施形態においては、妻柱１２２，１２３に突出部１２２ａ，１２３ａが形成され、妻柱１２２，１２３が略Ｌ字形状であったが、妻柱はステンレスや鋼，アルミ合金などの金属板を曲げ加工して生産することが一般的であり、略Ｌ字形状とするには、削り出しを行わなければならないなど、材料の質量や製造コストが増大するおそれがある。第２の実施形態のように結合部材２０が妻柱１２４，１２５と別体であれば、妻柱１２４，１２５と結合部材２０とをそれぞれ製造してから溶接により結合すれば良く、生産が容易であり、材料の質量や製造コストの増大を抑えることができる。
鉄道車両１が軌道上の障害物と衝突し、台枠１１よりも高い位置で前面妻構体１２が衝撃を受けた場合、妻柱１２４，１２５と結合部材２０との溶接部分が強度的に弱点となることが懸念されるが、前面妻構体１２の高さは３ｍ程度であるため、溶接姿勢に合わせて前面妻構体１２をあらゆる方向に方向転換させながら妻柱１２４，１２５と結合部材２０とを溶接することが可能である。よって、理想的な溶接姿勢を保ちながら溶接作業を行うことができるため、溶接品質が向上し、結合強度を向上させることが可能である。結合強度の向上により、衝突時に妻柱１２４，１２５と結合部材２０との溶接部分が破壊されるおそれが軽減される。 In the first embodiment, the projecting portions 122a and 123a are formed on the end columns 122 and 123, and the end columns 122 and 123 are substantially L-shaped, but the end columns are made of a metal such as stainless steel, steel or aluminum alloy. It is generally produced by bending a plate, and in order to form a substantially L-shape, it is necessary to machine out, and the mass of the material and the manufacturing cost may increase. If the connecting member 20 is separate from the end columns 124 and 125 as in the second embodiment, the end columns 124 and 125 and the connecting member 20 may be manufactured and then joined by welding, which facilitates production. Therefore, it is possible to suppress an increase in the mass of the material and the manufacturing cost.
When the railcar 1 collides with an obstacle on the track and the front end structure 12 is impacted at a position higher than the underframe 11, the welded portion between the end columns 124 and 125 and the coupling member 20 is weak in strength. However, since the height of the front end wife structure 12 is about 3 m, the front end end structure 12 is changed in all directions according to the welding posture, and the end end columns 124, 125 and the connecting member 20 are formed. It is possible to weld. Therefore, since the welding work can be performed while maintaining the ideal welding posture, the welding quality can be improved and the bonding strength can be improved. By improving the bonding strength, the possibility that the welded portion between the end columns 124 and 125 and the bonding member 20 will be broken at the time of collision is reduced.

結合部材２０は、端梁１１１の車両長手方向外側の端面に突き合わされるようにして、端梁１１１と結合している。
そして、妻柱１２４，１２５および結合部材２０は、側梁１１２または中梁１１４の車両長手方向の延長線上に位置するように結合されているため、鉄道車両１が軌道上の障害物と正面衝突した場合に前面妻構体１２が受けた衝撃を、側梁１１２または中梁１１４で受けることができ、第１の実施形態と同様に衝突による台枠１１の変形を軽減することができる。 The connecting member 20 is connected to the end beam 111 so as to be abutted against the end surface of the end beam 111 on the outer side in the vehicle longitudinal direction.
Since the end columns 124 and 125 and the connecting member 20 are connected so as to be located on the extension line of the side beam 112 or the middle beam 114 in the vehicle longitudinal direction, the railroad vehicle 1 collides head-on with an obstacle on the track. In this case, the impact received by the front end structure 12 can be received by the side beam 112 or the middle beam 114, and the deformation of the underframe 11 due to the collision can be reduced as in the first embodiment.

図６を用いて、台枠１１と前面妻構体１２との結合部分についてより詳しく説明する。
妻柱１２４，１２５に結合された結合部材２０の車両後方側端面と、台枠１１を構成する端梁１１１の車両先頭側の端面とを、スペーサ２２を介して突き合わせるように配置する。スペーサ２２は、公差による寸法のばらつきを吸収するために結合部材２０と端梁１１１との隙間調整の役割を担うとともに、鉄道車両１が軌道上の障害物に衝突し、前面妻構体１２に衝撃が加わった場合に、妻柱１２４，１２５から台枠１１へ、衝撃力を伝達する役割を有する。 The joint portion between the underframe 11 and the front end wife structure 12 will be described in more detail with reference to FIG.
The end face on the vehicle rear side of the coupling member 20 coupled to the end columns 124 and 125 and the end face on the vehicle front side of the end beam 111 constituting the underframe 11 are arranged so as to abut each other via the spacer 22. The spacer 22 plays a role of adjusting the gap between the connecting member 20 and the end beam 111 in order to absorb the dimensional variation due to the tolerance, and the railroad vehicle 1 collides with an obstacle on the track and impacts the front end structure 12. When is added, it has a role of transmitting an impact force from the end columns 124 and 125 to the underframe 11.

端梁１１１と結合部材２０とは、端梁１１１および結合部材２０の上端面側と下端面側との２箇所において、溶接され結合されている。
すなわち、結合部材２０の端梁１１１に対向する端面の上端部からは、溶接部２０ａが車両長手方向に突出しており、溶接部２０ａが端梁１１１の上端面に乗せられるようにして接している。そして、溶接部２０ａと端梁１１１の上端面とが溶接される。
さらに、結合部材２０の下端面と、端梁１１１の下端面とには、結合板２１が接するように配置され、結合部材２０の下端面と結合板２１とが溶接され、かつ端梁１１１の下端面と結合板２１とが溶接される。 The end beam 111 and the connecting member 20 are welded and joined at two locations, the upper end surface side and the lower end surface side, of the end beam 111 and the connecting member 20.
That is, the welded portion 20a protrudes in the longitudinal direction of the vehicle from the upper end portion of the end surface of the coupling member 20 facing the end beam 111, and the welded portion 20a is in contact with the end beam 111 so as to be placed on the upper end surface. .. Then, the welded portion 20a and the upper end surface of the end beam 111 are welded.
Further, the lower end surface of the coupling member 20 and the lower end surface of the end beam 111 are arranged so that the coupling plate 21 is in contact with each other, the lower end surface of the coupling member 20 and the coupling plate 21 are welded, and the end beam 111 The lower end surface and the connecting plate 21 are welded.

次に、図７を用いて、鉄道車両１が軌道上の障害物に正面衝突し、台枠１１よりも高い位置で前面妻構体に衝撃力Ｆが加わった場合を説明する。
鉄道車両１が正面衝突した障害物が大型トラックなどの大型車である場合、トラックの荷台は、鉄道車両の台枠よりも高い位置に位置していることが多く、図７に示すように、衝突の衝撃力Ｆが、台枠１１よりも高い位置で前面妻構体１２に負荷され、前面妻構体１２にモーメントが働く。
前面妻構体１２に働くモーメントの支点が、妻柱１２４，１２５と結合部材２０との溶接部分になるため、前面妻構体１２にモーメントが働くと、当該溶接部分が強度的に弱点となることが懸念されるが、上述のように、理想的な溶接姿勢を保ちながら溶接作業を行うことができるため、溶接品質が向上し、結合強度を向上させることが可能である。結合強度の向上により、衝突時に妻柱１２４，１２５と結合部材２０との溶接部分が破壊されるおそれが軽減される。
妻柱１２４，１２５と結合部材２０との溶接部分が破壊されなければ、図７に示すように、衝撃力Ｆによって前面妻構体１２が曲がるようにして塑性変形される。前面妻構体１２が塑性変形することで、衝突による衝撃力Ｆを有効に吸収でき、衝突に起因する乗客や乗務員への衝撃を緩和することが可能である。そのため、乗客や乗務員が、車室内において座席脇の袖仕切りや、握り棒などに打ち付けられて負傷してしまう可能性が軽減される。 Next, with reference to FIG. 7, a case where the railroad vehicle 1 collides head-on with an obstacle on the track and an impact force F is applied to the front wife structure at a position higher than the underframe 11 will be described.
When the obstacle that the railcar 1 collides head-on with is a large truck or the like, the truck bed is often located higher than the underframe of the railcar, as shown in FIG. The impact force F of the collision is applied to the front wife structure 12 at a position higher than the underframe 11, and a moment acts on the front wife structure 12.
Since the fulcrum of the moment acting on the front end structure 12 is the welded portion between the end columns 124 and 125 and the coupling member 20, when the moment acts on the front end structure 12, the welded portion may become a weak point in terms of strength. Although there is concern, as described above, since the welding work can be performed while maintaining the ideal welding posture, the welding quality can be improved and the bonding strength can be improved. By improving the bonding strength, the possibility that the welded portion between the end columns 124 and 125 and the bonding member 20 will be broken at the time of collision is reduced.
If the welded portion between the end columns 124 and 125 and the connecting member 20 is not broken, as shown in FIG. 7, the front end structure 12 is plastically deformed so as to be bent by the impact force F. By plastically deforming the front end structure 12, the impact force F due to the collision can be effectively absorbed, and the impact on the passengers and crew due to the collision can be mitigated. Therefore, the possibility that passengers and crew members will be injured by being hit by a sleeve partition on the side of the seat or a grip bar in the passenger compartment is reduced.

また、結合部材２０と端梁１１１との結合部分が、台枠１１の上面側と、下面側と、の２箇所で台枠と結合されている点は、第１の実施形態において突出部１２２ａ，１２３ａと、端梁１１１とが、台枠１１の上面側と、下面側と、の２箇所で結合されているのと同様である。 Further, the point that the connecting portion between the connecting member 20 and the end beam 111 is connected to the underframe at two points, the upper surface side and the lower surface side of the underframe 11, is the protrusion 122a in the first embodiment. , 123a and the end beam 111 are connected at two locations, the upper surface side and the lower surface side of the underframe 11.

以上説明したように、第２の実施形態の鉄道車両１によれば、
（２）（１）に記載の鉄道車両１において、結合部材２０は、妻柱１２４，１２５と別体であり、妻柱１２４，１２５に結合され、一体となっていること、を特徴とするので、妻柱１２４，１２５と、妻柱１２４，１２５とは別部品である結合部材２０と、が結合されることで、妻柱１２４，１２５と結合部材２０とが略Ｌ字形状をなす。
結合部材２０が妻柱と別体であれば、妻柱１２４，１２５と結合部材２０とをそれぞれ製造してから溶接により結合すれば良く、生産が容易であり、材料の質量や製造コストの増大を抑えることができる。 As described above, according to the railway vehicle 1 of the second embodiment,
(2) In the railroad vehicle 1 according to (1), the connecting member 20 is separate from the end pillars 124 and 125, and is connected to and integrated with the end columns 124 and 125. Therefore, by connecting the end pillars 124 and 125 and the connecting member 20 which is a separate part from the end columns 124 and 125, the end columns 124 and 125 and the connecting member 20 form a substantially L-shape.
If the connecting member 20 is a separate body from the end column, the end columns 124 and 125 and the connecting member 20 may be manufactured and then joined by welding, which facilitates production and increases the mass of the material and the manufacturing cost. Can be suppressed.

鉄道車両１が軌道上の障害物と衝突し、台枠１１よりも高い位置で前面妻構体１２が衝撃を受けた場合、前面妻構体１２と台枠１１とがなす略Ｌ字形状の角部分が支点であり、当該支点が妻柱１２４，１２５と結合部材２０との溶接部分であるため、溶接部分が強度的に弱点となり破壊されることが懸念される。しかし、上述のように、理想的な溶接姿勢を保ちながら溶接作業を行うことができるため、溶接品質が向上し、結合強度を向上させることが可能である。結合強度の向上により、衝突時に妻柱１２４，１２５と結合部材２０との溶接部分が破壊されるおそれが軽減される。
よって、前面妻構体１２に働くモーメントの支点部分である溶接部分が容易に破壊されなくなり、衝突による前面妻構体１２の塑性変形が促される。前面妻構体１２が塑性変形することで、衝突による衝撃力を有効に吸収でき、衝突に起因する乗客や乗務員への衝撃を緩和することが可能である。 When the railroad vehicle 1 collides with an obstacle on the track and the front wife structure 12 is impacted at a position higher than the underframe 11, a substantially L-shaped corner portion formed by the front wife structure 12 and the underframe 11 Is a fulcrum, and since the fulcrum is a welded portion between the end columns 124 and 125 and the connecting member 20, there is a concern that the welded portion becomes a weak point in terms of strength and is destroyed. However, as described above, since the welding work can be performed while maintaining the ideal welding posture, the welding quality can be improved and the bonding strength can be improved. By improving the bonding strength, the possibility that the welded portion between the end columns 124 and 125 and the bonding member 20 will be broken at the time of collision is reduced.
Therefore, the welded portion, which is the fulcrum portion of the moment acting on the front end wife structure 12, is not easily broken, and the plastic deformation of the front end end structure 12 due to the collision is promoted. By plastically deforming the front end structure 12, the impact force due to the collision can be effectively absorbed, and the impact on the passengers and crew due to the collision can be mitigated.

なお、上記実施形態は単なる例示にすぎず、本発明を何ら限定するものではない。したがって本発明は当然に、その要旨を逸脱しない範囲内で様々な改良、変形が可能である。
例えば、第１および第２の実施形態においては、側梁１１２および中梁１１４の車両長手方向の延長線上で、端梁１１１と、突出部１２２ａ，１２３ａまたは結合部材２０と、が結合されているが、台枠１１が、側梁１１２や中梁１１４の他にも車両長手方向に補強梁を備える場合、当該補強梁の延長線上で、端梁１１１と、突出部１２２ａ，１２３ａまたは結合部材２０と、を結合することも可能である。
また、第１および第２の実施形態においては、鉄道車両１の先頭部分に貫通路が設けられていないが、貫通路を設けることも可能である。 It should be noted that the above embodiment is merely an example and does not limit the present invention in any way. Therefore, as a matter of course, the present invention can be improved and modified in various ways without departing from the gist thereof.
For example, in the first and second embodiments, the end beam 111 and the projecting portions 122a, 123a or the connecting member 20 are connected on the extension line of the side beam 112 and the middle beam 114 in the vehicle longitudinal direction. However, when the underframe 11 is provided with a reinforcing beam in the longitudinal direction of the vehicle in addition to the side beam 112 and the middle beam 114, the end beam 111 and the projecting portions 122a, 123a or the connecting member 20 are provided on the extension line of the reinforcing beam. It is also possible to combine and.
Further, in the first and second embodiments, the through-passage is not provided at the head portion of the railway vehicle 1, but it is possible to provide the through-passage.

１ 鉄道車両
２ 車体
１１ 台枠
１２ 前面妻構体
１３ 側構体
１４ 屋根構体
１２２，１２３ 妻柱
１２２ａ，１２３ａ 突出部 1 Railroad car 2 Body 11 Underframe 12 Front wife structure 13 Side structure 14 Roof structure 122,123 Wife pillar 122a, 123a Protruding part

Claims (3)

台枠と、前記台枠に対し略直角に配置され、前記台枠と結合される前面妻構体と、を有する鉄道車両において、
前記前面妻構体は、前記台枠に対し略直角に配置される妻柱を有すること、
前記妻柱は、前記妻柱の前記鉄道車両の床面側の端部であって、前記鉄道車両の車室内側の面に、前記前面妻構体に対して略直角に形成される突出部を有すること、
前記突出部は、前記台枠の前記鉄道車両の先頭側の端面に突き合わされ、少なくとも前記台枠の上面側と、下面側と、の２箇所で前記台枠と結合されること、
を特徴とする鉄道車両。 In a railroad vehicle having an underframe and a front end structure that is arranged substantially at right angles to the underframe and is coupled to the underframe.
The front wife structure has a wife column arranged at a substantially right angle to the underframe.
The end pillar is an end portion of the end pillar on the floor side of the railroad vehicle, and has a protruding portion formed on the surface of the railroad vehicle on the vehicle interior side at a substantially right angle to the front end end structure. To have
The protruding portion is abutted against the front end surface of the railroad vehicle of the underframe, and is connected to the underframe at least at two positions, the upper surface side and the lower surface side of the underframe.
A railroad vehicle featuring. 請求項１に記載の鉄道車両において、
前記突出部は、前記妻柱と別体であり、前記妻柱に結合され、一体となっていること、
を特徴とする鉄道車両。 In the railway vehicle according to claim 1,
The protruding portion is separate from the end pillar, and is connected to and integrated with the end pillar.
A railroad vehicle featuring. 請求項１または２に記載の鉄道車両において、
前記突出部は、前記台枠の、前記鉄道車両の長手方向に沿って配置される梁の延長線上で、前記台枠と結合されていること、
を特徴とする鉄道車両。 In the railway vehicle according to claim 1 or 2.
The protrusion is connected to the underframe on an extension of a beam of the underframe arranged along the longitudinal direction of the railway vehicle.
A railroad vehicle featuring.
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