JP7216595B2

JP7216595B2 - rail car

Info

Publication number: JP7216595B2
Application number: JP2019066149A
Authority: JP
Inventors: 直茂松尾; 哲郎佐藤; 崇貴志
Original assignee: Nippon Sharyo Ltd
Current assignee: Nippon Sharyo Ltd
Priority date: 2019-03-29
Filing date: 2019-03-29
Publication date: 2023-02-01
Anticipated expiration: 2039-03-29
Also published as: JP2020164016A

Description

本発明は、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関するものである。 TECHNICAL FIELD The present invention relates to a railway vehicle having an underframe and a front end end structure arranged substantially perpendicular to the underframe and 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。例えば、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１２７，１２８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１２７，１２８とを突き当てて台枠１１と妻柱１２７，１２８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１２７，１２８に溶接することで、台枠１１と妻柱１２７，１２８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１２７，１２８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 body of a railroad vehicle consists of an underframe that forms the floor surface, an end structure that is erected at both ends of the underframe in the longitudinal direction of the vehicle to form a leading part or a connecting part of the vehicle body, and an underframe that extends in the width direction of the vehicle. It is configured to form a hexahedron by a side structure that forms the side of the car body by being erected at both ends, and a roof structure that forms the roof of the car body by being arranged at the upper end of the end 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, rather than directly connecting the beams of the underframe or the columns of each structure. . For example, as shown in FIGS. 8 and 9, when connecting the underframe 11 and the front end end structure 12, the front end end structure 12 is placed on the underframe 11, and the end end posts 127, 128 constituting the front end end structure 12 are mounted. are welded through a joint plate 23 called a gusset. At this time, the joint plate 23 is welded to the underframe 11 and the end posts 127, 128 instead of directly welding the underframe 11 and the end posts 127, 128 by abutting the underframe 11 and the end posts 127, 128. By doing so, the underframe 11 and the end posts 127, 128 are joined. By joining with the joint plate 23, a gap is provided between the underframe 11 and the end posts 127, 128, and the position of the front end end structure 12 is adjusted in order to absorb dimensional variations due to tolerances. It becomes easier. For example, in the railroad vehicle disclosed in Patent Document 1, the end beam is placed on the end beam of the underframe, and the underframe and the end beam are connected by a reinforcing angle.

特開２０１１－２３５７３３号公報JP 2011-235733 A 特開２０１１－２３５７２８号公報Japanese Unexamined Patent Application 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。そのため、衝突した障害物が車室内へめり込むことによって乗客や乗務員が負傷してしまう可能性が低く、車室内の安全は保たれる。 However, the above prior art has the following problems.
For example, in the event of an accident where a railway vehicle collides head-on with an obstacle on the track, such as a vehicle stuck at a railroad crossing, if the vehicle is a small vehicle such as a passenger car, the underframe of the railway vehicle will not be a vehicle. collide. Since the underframe is provided with bolsters and center sills, it has strong rigidity, and there is a low possibility that the front part of the railway vehicle will sink into the passenger compartment in the event of a collision. Therefore, there is a low possibility that a passenger or a crew member is injured by an obstacle that collides with the vehicle, and the safety of the vehicle is maintained.

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１２７，１２８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可能性が高い。 On the other hand, when the vehicle that collided with is a large vehicle such as a large truck, the loading platform of the truck is often located at a higher position than the underframe of the railway vehicle, and as shown in FIG. A 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 end end structure 12 at a position higher than the underframe 11, the substantially L-shaped corner formed by the underframe 11 and front end end structure 12 becomes a fulcrum, and the front end end structure 12 receives a moment. works. The substantially L-shaped corner portion serving as a fulcrum is a connecting portion between the underframe 11 and the front end end structure 12, and the underframe 11 and the end end structures 127, 128 are not directly connected, but are connected via the joint plate 23. Due to the coupling, 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 connecting portion between the underframe 11 and the front end end structure 12 is easily broken, and the front end end structure 12 is damaged in the passenger compartment. It sinks in as if falling into it. Then, there is a high possibility that the colliding obstacle will sink into the passenger compartment, injuring the passengers and the crew.

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可能性が高い。 In addition, since the joint plate 23 is easily deformed and the connecting 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, resulting in damage to passengers and crew caused by the collision. cannot mitigate the impact of As a result, there is a high possibility that the passenger or crew member who has received the impact will be injured by being hit by a sleeve partition on the side of the seat in the passenger compartment, a grip bar, or the like.

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。 SUMMARY OF THE INVENTION The present invention is intended to solve the above-mentioned problems, and is capable of improving the strength of the joint between the front end structure and the underframe, absorbing the impact force caused by a collision, and mitigating the impact. The purpose is to provide a railway vehicle that is

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、前面妻構体に対して略直角に突出して形成された突出部を有し、妻柱と突出部とは、妻柱の、鉄道車両の床面側端部において、曲線で滑らかに接続され、略Ｌ字形状を成すこと、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) A railway vehicle having an underframe and a front end end structure arranged substantially perpendicular to the underframe and coupled to the underframe, wherein the front end end structure is arranged substantially perpendicular to the underframe Having a pillar, the end post has a protruding part formed to protrude substantially perpendicularly to the front end end structure, and the end post and the protruding part are located at the end of the end post on the floor surface side of the railway vehicle. , smoothly connected by a curve to form a substantially L-shape, and the projecting portion abuts against the end surface of the underframe on the front side of the railway vehicle, and is attached to the underframe at least in two places, the upper surface side and the lower surface side of the underframe. characterized by being combined with

（２）（１）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。
（３）（１）または（２）に記載の鉄道車両において、鉄道車両は、鉄道車両の屋根を形成する屋根構体を有すること、妻柱は、上端部に、突出部と対向するように、第２の突出部を有し、妻柱と第２の突出部とは、妻柱の、鉄道車両の屋根側端部において、曲線で滑らかに接続され、妻柱と、突出部と、第２の突出部とにより略コの字形状を成すこと、第２の突出部は、屋根構体の鉄道車両の先頭側の端面に突き合わされ、屋根構体と結合されること、を特徴とする。
（４）（３）に記載の鉄道車両において、妻柱は、断面積が、妻柱の鉄道車両の高さ方向における中央部から両端部に向かって拡大していくこと、を特徴とする。 (2) In the railway vehicle described in (1), the projecting portion is connected to the underframe on an extension line of the beam of the underframe arranged along the longitudinal direction of the railway vehicle. do.
(3) In the railway vehicle described in (1) or (2), the railway vehicle has a roof structure that forms the roof of the railway vehicle, A second projecting portion is provided, and the end post and the second projecting portion are smoothly connected by a curve at the railroad vehicle roof side end of the end post. and the second protrusion is abutted against the end face of the roof structure on the head side of the railcar and is coupled with the roof structure.
(4) In the railway vehicle described in (3), the cross-sectional area of the end post increases from the central portion toward both ends in the height direction of the railway vehicle.

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 functions and effects by having the above configuration.
According to the railway vehicle described in (1), the connecting portion between the front end structure and the underframe is not easily destroyed, and it is possible to absorb the impact force caused by the collision and mitigate the impact.

すなわち、前面妻構体を構成する妻柱は、前面妻構体に対して略直角に形成される突出部を有し、妻柱と突出部とは、妻柱の、鉄道車両の床面側の端部において、曲線（例えば円弧）で滑らかに接続され、略Ｌ字形状を成している。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字形状をなすこととなる。
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。 That is, the end pillar that constitutes the front end end structure has a protruding portion that is formed substantially at right angles to the front end end structure, and the end end and the end end of the end end of the end end of the railroad car on the floor side of the railroad vehicle. The parts are smoothly connected by curves (for example, arcs) to form a substantially L shape. Then, the projecting portion is abutted against the end face of the underframe on the front end side of the railroad car and joined together, so that the underframe and the front end end structure form a substantially L-shape.
When a railway vehicle collides with an obstacle on the track and the front end end structure receives an impact at a position higher than the underframe, the substantially L-shaped corner formed by the front end end structure and the underframe acts as a fulcrum, A moment acts on the end structure, but as mentioned above, the end end structure is approximately L-shaped, and the protruding portion is connected to the underframe. , is not the joint between the front end end structure and the underframe. Therefore, the fulcrum portion of the moment acting on the front end end structure is destroyed, and the risk of the front end end structure collapsing into the passenger compartment is reduced. If the risk of the front end end structure collapsing into the passenger compartment is reduced, the risk of colliding obstacles sinking into the passenger compartment is also reduced, and the possibility of injuring passengers and crew members is reduced.

また、妻柱と突出部とが円弧で滑らかに接続されているため、前面妻構体と台枠とがなす略Ｌ字形状の角部分は、円弧状となっている。円弧状となっていることで、応力が分散されるため、円弧状部分が全体的に広く塑性変形を起こし、衝突による衝撃力を有効に吸収することができる。衝突による衝撃力が吸収されることで、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り、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。 In addition, since the end pillars and the protruding portions are smoothly connected by arcs, the substantially L-shaped corners formed by the front end end structure and the underframe are arc-shaped. Since stress is dispersed due to the circular arc shape, the circular arc portion causes wide plastic deformation as a whole and can effectively absorb the impact force due to collision. By absorbing the impact force from a collision, it is possible to mitigate the impact on passengers and crew caused by a collision. Reduces the chance of being injured by being caught.

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り、妻柱の円弧状の部分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。
なお、妻柱は、曲線で滑らかに接続された突出部を有するため、ステンレスや鋼，アルミ合金などの金属製の棒材やパイプなどを用い、ローラーによる曲げ加工で生産を行うのが望ましい。曲げ加工による生産が容易であるとともに、安価に量産することが可能である。
また、断面が略コの字状であり、ウエブ面が、角に円弧を持つ略Ｌ字形状であるブレス部材を２つ組み合わせることでも、略Ｌ字形状であり、中空状の妻柱を生産可能である。 Furthermore, when an impact is applied to the front end end structure at a position higher than the underframe, the connecting part between the projecting part and the underframe becomes a fulcrum, and a moment acts on the front end end structure, causing the projecting part and the underframe to become separated. Although there is a concern that the connecting part will be destroyed, as mentioned above, the corner part of the substantially L shape formed by the front end end structure and the underframe is no longer a connecting part, and the plastic deformation of the arc-shaped part of the end end pillar will not occur. As a result, the stress applied to the connecting portion between the protrusion and the underframe is relieved. Furthermore, the protruding portion abuts against the end surface of the underframe on the front side of the railroad vehicle, and is coupled at least at two points, namely, the upper surface side and the lower surface side of the underframe. Since there are at least two connecting portions where the protruding portion and the underframe are connected in the vertical direction of the railway vehicle, there are two connecting portions when the front end end structure is impacted at a position higher than the underframe. Among the connecting parts, the connecting part on the upper side of the underframe acts as a fulcrum, and a moment acts on the front end end structure. It will resist the moment acting on the structure. Therefore, the connecting portion between the projecting portion and the underframe is not easily broken.
Therefore, the risk of the front end end structure collapsing into the passenger compartment is reduced. If the risk of the front end end structure collapsing into the passenger compartment is reduced, the risk of colliding obstacles sinking into the passenger compartment is also reduced, and the possibility of injuring passengers and crew members is reduced.
Since the end pillar has a projecting portion that is smoothly connected by a curved line, it is desirable to use a metal bar or pipe made of stainless steel, steel, aluminum alloy, or the like, and to produce it by bending with a roller. Production by bending is easy, and mass production is possible at low cost.
In addition, by combining two brace members whose cross section is substantially U-shaped and whose web surface is substantially L-shaped with arcs at the corners, a substantially L-shaped hollow end pillar can be produced. It is possible.

（２）に記載の鉄道車両によれば、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等を有するのが一般的であるため、側梁等の延長線上で、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、側梁等が支えとなり、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 railway vehicle described in (2), when the railway vehicle collides head-on with an obstacle on the track, the impact received by the front end end structure is received by the beams arranged along the vehicle longitudinal direction of the underframe. It is possible to reduce the deformation of the underframe due to collision.
That is, the end of the underframe on the leading side of the railcar is generally formed by an end beam extending in the vehicle width direction, and the projecting portion of the end beam is coupled to the end beam. . When a railway vehicle collides with an obstacle on the track and the front end structure receives an impact, the end beam may be locally subjected to an impact force at the point where the projecting portion is connected. Since this locally applied impact force is applied in a direction perpendicular to the longitudinal direction of the end beam, the end beam may easily deform.
Therefore, the underframe generally has a side beam or the like that is arranged and coupled along a direction substantially perpendicular to the end beam, that is, along the longitudinal direction of the railway vehicle. , By connecting the end beam and the projecting part, even if a local impact force is applied to the end beam at the joint part, the side beam etc. will support the end beam and prevent deformation of the end beam. As a result, it is possible to prevent deformation of the underframe.

（３）に記載の鉄道車両によれば、前面妻構体を構成する妻柱は、突出部が台枠と結合されるのみでなく、第２の突出部が屋根構体と結合されることとなる。よって、前面妻構体は、台枠側と屋根構体側の２か所で支えられることとなり、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、前面妻構体が、車室内へ倒れ込むようにしてめり込むおそれがより軽減される。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。 According to the railway vehicle described in (3), the end pillars constituting the front end end structure are not only joined at the projecting portion to the underframe, but are also joined at the second projecting portion to the roof structure. . Therefore, the front end end structure was supported at two points, the underframe side and the roof structure side. In this case, the risk of the front end end structure sinking into the passenger compartment is further reduced. If the risk of the front end end structure collapsing into the passenger compartment is reduced, the risk of colliding obstacles sinking into the passenger compartment is also reduced, and the possibility of injuring passengers and crew members is reduced.

（４）に記載の鉄道車両によれば、妻柱の強度は断面積が最も小さい中央部が最も弱く、両端部に向かうにつれて強度も増大していく。よって、前面妻構体に衝撃が加わった場合、断面積が小さく強度の低い中央部が塑性変形し、より有効に衝撃力を吸収する。衝突による衝撃力が吸収されることで、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り、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。
なお、上記のように断面積が中央部から両端部に向かって拡大する妻柱を、中空状の部材により形成する場合には、当該中空状の部材を、断面が略コの字状のプレス部材を２つ組み合わせて構成する方法が考えられる。 According to the railway vehicle described in (4), the strength of the end post is weakest at the central portion where the cross-sectional area is the smallest, and increases toward both ends. Therefore, when an impact is applied to the front end end structure, the central portion, which has a small cross-sectional area and low strength, undergoes plastic deformation, thereby more effectively absorbing the impact force. By absorbing the impact force from a collision, it is possible to mitigate the impact on passengers and crew caused by a collision. Reduces the chance of being injured by being caught.
In addition, in the case where the end pillars whose cross-sectional area expands from the center to both ends as described above are formed of a hollow member, the hollow member is pressed to have a substantially U-shaped cross section. A method of composing by combining two members is conceivable.

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 showing the side of railcar 1 concerning the present 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。Fig. 3 is a perspective view showing a combined state between an underframe 11 and a front end end structure 12 according to the first 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。Fig. 3 is a cross-sectional view showing a connecting portion between an underframe 11 and a front end end structure 12 according to the first 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。4 is a diagram showing a state in which an impact force F is applied to the front end end structure 12 and deformed in the first embodiment. FIG. 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。FIG. 11 is a perspective view showing a combined state between an underframe 11 and a front end end structure 12 according to the second embodiment; 第２の実施形態に係る屋根構体１４と前面妻構体１２との結合部分を表す断面図である。Fig. 10 is a cross-sectional view showing a connecting portion between a roof structure 14 and a front end end structure 12 according to a second 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。FIG. 10 is a diagram showing a state in which an impact force F is applied to the front end end structure 12 in the second embodiment and deformed. 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。FIG. 11 is a perspective view showing a state of connection between an underframe 11 and a front end 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 a cross-sectional view showing a joint portion between the underframe 11 and the front end 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。It is a figure showing the state which impact force F was applied to the front end end structure 12 in a prior art, and was 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。 A first embodiment of a 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 railway vehicle 1 according to an embodiment of the invention. As shown in FIG. 1, a vehicle body 2 of a railroad vehicle 1 includes an underframe 11 that forms a floor surface, and one end of the underframe 11 in the longitudinal direction of the vehicle is erected to support the leading end of the vehicle body 2. a front end end structure 12, a continuous end end structure 15 erected at the other end of the underframe 11 to form a connecting portion of the vehicle body 2, and end end portions of the underframe 11 in the vehicle width direction. Thus, it is composed of a side structure 13 that forms the side surface of the vehicle body 2, a front end structure 12, a continuous structure 15, and a roof structure 14 that is arranged at the upper end of the side structure 13 to form the roof of the vehicle body 2. The vehicle body 2 is supported by a truck 16 having wheels 17 via pillow springs 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 cabin, and a window 19C.
A coupler 18 is provided at the end of the underframe 11 in the longitudinal direction of the vehicle so as to protrude outward in the longitudinal direction of the vehicle from the front end structure 12 and the continuous structure 15. It is possible to link them together.

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。
さらに、台枠１１は、側梁１１２と、中梁１１４との間に、横補強梁１１５と、縦補強梁１１６とを備える。横補強梁１１５は、一方の端部が側梁１１２に結合され、もう一方の端部が中梁１１４に結合されている。また、縦補強梁１１６は、一方の端部が横補強梁１１５の長手方向中央部に結合され、もう一方の端部が端梁１１１に結合されている。
なお、端梁１１１、側梁１１２、枕梁１１３、中梁１１４、横補強梁１１５および縦補強梁１１６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 the joint state between the underframe 11 and the front end end structure 12. As shown in FIG.
As shown in FIG. 2 , the underframe 11 is composed of end beams 111 , a pair of side beams 112 , a bolster 113 and a pair of center beams 114 . End beams 111 form ends of the underframe 11 in the longitudinal direction of the vehicle, and end portions of side beams 112 are connected to both ends of the end beams 111 so that the end beams 111 and the side beams 112 are perpendicular to each other. ing. A bolster 113 to which the bogie 16 is attached extends in the vehicle width direction between a pair of opposing side beams 112 , and both ends of the bolster 113 in the vehicle width direction are joined to the side beams 112 . Between the bolster 113 and the end sill 111, a pair of center sills 114 extend parallel to the side sill 112. The ends of the center sills 114 in the longitudinal direction of the vehicle are respectively connected to the end sill 111 and the stilt 111. 113.
Further, the underframe 11 includes lateral reinforcing beams 115 and longitudinal reinforcing beams 116 between the side beams 112 and the central beams 114 . The horizontal reinforcing beam 115 has one end connected to the side beam 112 and the other end connected to the middle beam 114 . The vertical reinforcing beam 116 has one end connected to the longitudinal central portion of the horizontal reinforcing beam 115 and the other end connected to the end beam 111 .
The end beams 111, the side beams 112, the bolsters 113, the middle beams 114, the horizontal reinforcing beams 115 and the vertical reinforcing beams 116 are made of a metal plate such as stainless steel, steel, or aluminum alloy, and have a substantially U-shaped cross section or a cylindrical shape. It is generally formed, and the connection between each beam is performed 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、妻外板１２１に溶接により結合された隅柱１２２，貫通路柱１２３および妻柱１２４とからなる。
妻外板１２１は、中央部に略長方形状の貫通路用開口部１２１ｂを有し、貫通路用開口部１２１ｂを挟むようにして、運転席の窓を形成する窓開口部１２１ａが２つ設けられている。
また、妻外板１２１には、妻外板１２１の鉄道車両１高さ方向の下端部から上端部まで延在する隅柱１２２と、貫通路柱１２３が、それぞれ妻外板１２１の鉄道車両１幅方向の両端部と、貫通路用開口部１２１ｂの両側とに配置され、結合されている。
さらに、妻外板１２１の鉄道車両１高さ方向の下端部から窓開口部１２１ａ下端部まで延在する妻柱１２４が、窓開口部１２１ａを挟む隅柱１２２と貫通路柱１２３との間に配置され、結合されている。 A front end end structure 12 is joined to the end of the underframe 11 in the longitudinal direction of the vehicle at a substantially right angle to the underframe 11 .
The front end end structure 12 is composed of a end end plate 121, a corner post 122 joined to the end end plate 121 by welding, a through passage post 123 and a end end post 124. As shown in FIG.
The end skin plate 121 has a substantially rectangular through-path opening 121b in the center, and two window openings 121a forming a driver's seat window are provided so as to sandwich the through-path opening 121b. there is
In addition, on the gable skin plate 121, a corner post 122 extending from the lower end portion to the upper end portion of the gable skin plate 121 in the height direction of the railroad vehicle 1 and a through passage post 123 are attached to the railroad vehicle 1 of the gable skin plate 121, respectively. They are arranged and joined to both ends in the width direction and both sides of the through-path opening 121b.
Furthermore, the end post 124 extending from the lower end of the railroad car 1 in the height direction of the end skin plate 121 to the lower end of the window opening 121a is placed between the corner post 122 and the through passage post 123 sandwiching the window opening 121a. arranged and connected.

隅柱１２２と、貫通路柱１２３と、妻柱１２４とは、それぞれ下端部に、突出部１２２ａ，１２３ａ，１２４ａ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、略Ｌ字形状をなす。そして、隅柱１２２と突出部１２２ａとが、貫通路柱１２３と突出部１２３ａとが、妻柱１２４と突出部１２４ａとが、それぞれ円弧で滑らかに接続されている。
隅柱１２２と、貫通路柱１２３と、妻柱１２４とは、それぞれ曲線で滑らかに接続された突出部１２２ａ，１２３ａ，１２４ａを有するため、ローラーによる曲げ加工で生産を行うのが望ましい。曲げ加工による生産が容易であるとともに、安価に量産することが可能である。また、安定した曲げ加工を行うことができるよう閉断面を有する部材または中実部材とすることが望ましい。閉断面の部材を用いる場合には、内部にゴムや樹脂などを充填することで、より安定した曲げ加工を行うことが可能である。
また、断面が略コの字状であり、ウエブ面が、角に円弧を持つ略Ｌ字形状であるブレス部材を２つ組み合わせることでも、略Ｌ字形状であり、中空状の隅柱１２２，貫通路柱１２３および妻柱１２４を生産可能である。 Projecting portions 122a, 123a, and 124a are provided at the lower end portions of the corner post 122, the through passage post 123, and the end post 124, respectively, so as to protrude substantially at right angles to the front end end structure 12. form a letter shape. The corner post 122 and the projecting portion 122a, the through passage post 123 and the projecting portion 123a, and the end post 124 and the projecting portion 124a are smoothly connected by arcs.
Since the corner post 122, the through passage post 123, and the end post 124 have projections 122a, 123a, and 124a that are smoothly connected by curved lines, they are preferably produced by bending with a roller. Production by bending is easy, and mass production is possible at low cost. Moreover, it is desirable to use a member having a closed cross section or a solid member so that stable bending can be performed. When using a member with a closed cross section, it is possible to perform more stable bending by filling the inside with rubber, resin, or the like.
Further, by combining two brace members each having a substantially U-shaped cross section and a web surface having a substantially L-shaped web surface with arcs at the corners, the substantially L-shaped, hollow corner posts 122, Through passage post 123 and end post 124 can be produced.

突出部１２２ａ，１２３ａ，１２４ａ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と結合されている。
妻外板１２１の鉄道車両１幅方向の両端部に結合されている隅柱１２２の突出部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、妻柱１２４の突出部１２４ａは、縦補強梁１１６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または縦補強梁１１６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。 Projections 122a, 123a, and 124a are joined to end beam 111 so as to abut against the vehicle longitudinal direction outer end surface of end beam 111 .
The protruding portions 122a of the corner posts 122 connected to both ends of the gable outer plate 121 in the width direction of the railroad vehicle 1 are connected so as to be positioned on the extension line of the side beam 112 in the longitudinal direction of the vehicle. Projecting portion 124a of column 124 is connected so as to be positioned on an extension line of longitudinal reinforcing beam 116 in the longitudinal direction of the vehicle. The impact received can be received by the side beams 112 or the longitudinal reinforcing beams 116, and the deformation of the underframe 11 due to the collision can be reduced.

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、端梁１１１の、突出部１２２ａ，１２４ａ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、縦補強梁１１６の延長線上で、端梁１１１と突出部１２２ａ，１２４ａとを結合することで、端梁１１１に対して、突出部１２２ａ，１２４ａ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、縦補強梁１１６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。
なお、図２中では、一対の貫通路柱１２３の配置間隔は、一対の中梁１１４の配置間隔より広いため、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端梁１１１と結合されていないが、例えば、中梁１１４の端梁１１１側の端部において曲げ加工を行うことで、一対の中梁１１４同士の距離が端梁１１１に向かうにつれ拡大するように形成し、中梁１１４と端梁１１１との結合部の、車両長手方向の延長線上に突出部１２３ａが位置するようにしても良い。 That is, when the railroad car 1 collides with an obstacle on the track and the front end end structure 12 receives an impact, the end beam 111 is locally deformed at a portion where the projecting portions 122a and 124a of the end beam 111 are connected. may be subjected to an impact force. Since this locally applied impact force is applied in a direction perpendicular to the longitudinal direction of the end beam 111, the end beam 111 may easily deform.
Therefore, the side beams 112 arranged along the longitudinal direction of the vehicle and connected to the end beams 111 and the longitudinal reinforcing beams 116 are connected to the end beams 111 and the protruding portions 122a and 124a on the extension lines of the end beams. Even if a local impact force is applied to 111 at a location where protruding portions 122a and 124a are connected, side beams 112 and longitudinal reinforcing beams 116 serve as supports to prevent deformation of end beams 111. It is possible to prevent deformation of the underframe 11 by extension.
In FIG. 2, since the arrangement interval between the pair of through-passage pillars 123 is wider than the arrangement interval between the pair of center beams 114, the projecting portion 123a is positioned on the extension line of the center beams 114 in the longitudinal direction of the vehicle. Although not connected to the end sill 111, for example, by bending the end of the middle sill 114 on the side of the end sill 111, the distance between the pair of middle sills 114 increases toward the end sill 111. The projecting portion 123a may be positioned on an extension line in the longitudinal direction of the vehicle of the connecting portion between the center sill 114 and the end sill 111 .

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。
隅柱１２２，貫通路柱１２３および妻柱１２４から、それぞれ突出する突出部１２２ａ，１２３ａ，１２４ａ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２１を介して突き合わせるように配置する。スペーサ２１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，１２４ａ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、隅柱１２２，貫通路柱１２３および妻柱１２４から台枠１１へ、衝撃力を伝達する役割を有する。 The connecting portion between the underframe 11 and the front end end structure 12 will be described in more detail with reference to FIG.
The end surfaces of projecting portions 122a, 123a, and 124a projecting from the corner post 122, the through passage post 123, and the end post 124, respectively, and the end face of the end beam 111 constituting the underframe 11 on the front side of the vehicle are connected via the spacer 21. so that they face each other. The spacer 21 plays a role of adjusting the gap between the protruding portions 122a, 123a, 124a and the end beam 111 in order to absorb dimensional variations due to tolerances. When an impact is applied to the structure 12, it has a role of transmitting the impact force from the corner post 122, the through passage post 123 and the end post 124 to the underframe 11.

端梁１１１と突出部１２２ａ，１２３ａ，１２４ａとは、端梁１１１および突出部１２２ａ，１２３ａ，１２４ａ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，１２４ａの端梁１１１に対向する端面の上端部からは、溶接部１２２ｂ，１２３ｂ，１２４ｂが車両長手方向に突出しており、溶接部１２２ｂ，１２３ｂ，１２４ｂ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，１２４ｂと端梁１１１の上端面とが溶接される。
さらに、突出部１２２ａ，１２３ａ，１２４ａの下端面と、端梁１１１の下端面とには、結合板２０が接するように配置され、突出部１２２ａ，１２３ａ，１２４ａの下端面と結合板２０とが溶接され、かつ端梁１１１の下端面と結合板２０とが溶接される。 The end beam 111 and the projecting portions 122a, 123a, 124a are welded together at two points, namely, the upper end surface side and the lower end surface side of the end beam 111 and the projecting portions 122a, 123a, 124a.
That is, welded portions 122b, 123b, and 124b protrude in the longitudinal direction of the vehicle from the upper end portions of the end surfaces of projecting portions 122a, 123a, and 124a facing end beam 111, and welded portions 122b, 123b, and 124b protrude from end beam 111. It touches so that it can be placed on the upper end surface of the. Then, the welding portions 122b, 123b, 124b and the upper end surface of the end beam 111 are welded.
Furthermore, the connecting plate 20 is arranged to contact the lower end surfaces of the projecting portions 122a, 123a, and 124a and the lower end surface of the end beam 111, and the lower end surfaces of the projecting portions 122a, 123a, and 124a and the connecting plate 20 are in contact with each other. Welding is performed, and the lower end surface of the end beam 111 and the coupling plate 20 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１２７，１２８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, the case where the railway vehicle 1 collides head-on with an obstacle on the track and an impact force F is applied to the front end end structure 12 at a position higher than the underframe 11 will be described.
When the obstacle with which the railroad vehicle 1 collides head-on is a large vehicle such as a large truck, the loading platform of the truck is often positioned higher than the underframe 11 of the railroad vehicle, 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 end end structure 12 at a position higher than the underframe 11, the substantially L-shaped corner formed by the underframe 11 and front end end structure 12 becomes a fulcrum, and the front end end structure 12 receives a moment. 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 end structure 12, and the underframe 11 and end end posts 127, 128 are not directly connected, and are joints. A large load is applied to the joint plate 23 because it is connected via the plate 23 . Since the joint plate 23 has low rigidity and is easily deformed, and the welding length cannot be made large, the connecting portion between the underframe 11 and the front end end structure 12 is easily destroyed (FIGS. 9 and 10). reference).

一方で、本願発明において、隅柱１２２，貫通路柱１２３および妻柱１２４には、突出部１２２ａ，１２３ａ，１２４ａ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。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く、さらに、隅柱１２２と突出部１２２ａとが、貫通路柱１２３と突出部１２３ａとが、妻柱１２４と突出部１２４ａとが、それぞれ円弧で滑らかに接続されているため、台枠１１と前面妻構体１２とがなす略Ｌ字形状の角部分は、円弧状となっている。 On the other hand, according to the present invention, the corner post 122, the through passage post 123, and the end post 124 are formed with projections 122a, 123a, and 124a projecting substantially at right angles to the front end end structure 12. It has a substantially L shape when viewed from one side. The substantially L-shaped corner portion formed by the underframe 11 and the front end end structure 12 is not the joining portion between the underframe 11 and the front end end structure 12, and furthermore, the corner post 122 and the projecting portion 122a are the through passage post. 123 and projecting portion 123a, and end post 124 and projecting portion 124a are smoothly connected by arcs. arc-shaped.

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、突出部１２２ａ，１２３ａ，１２４ａが台枠１１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く、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。よって、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。 When the railway vehicle 1 collides with an obstacle on the track and the front end end structure 12 receives an impact at a position higher than the underframe 11, the substantially L-shaped corner formed by the front end end structure 12 and the underframe 11 is formed. becomes a fulcrum, and a moment acts on the front end end structure 12. However, since the projecting portions 122a, 123a, and 124a are coupled to the underframe 11 as described above, the front end end structure 12 and the underframe 11 form approximately L There is a risk that the fulcrum portion of the moment acting on the front end end structure 12 will be destroyed and the front end end structure 12 will collapse into the passenger compartment, rather than the connecting portion between the front end end structure 12 and the underframe 11. is reduced. Therefore, the possibility that the obstacle that collided with the vehicle will sink into the passenger compartment is reduced, and the possibility of injuring the passengers and the crew is reduced.

また、隅柱１２２，貫通路柱１２３および妻柱１２４と突出部１２２ａ，１２３ａ，１２４ａとが円弧で滑らかに接続されているため、前面妻構体１２と台枠１１とがなす略Ｌ字形状の角部分は、円弧状となっている。円弧状となっていることで、応力が分散されるため、円弧状部分が全体的に広く塑性変形を起こし、衝突による衝撃力Ｆを有効に吸収することができる。衝突による衝撃力Ｆが吸収されることで、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り、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。 In addition, since the corner post 122, the through passage post 123 and the end post 124 and the projecting portions 122a, 123a and 124a are smoothly connected by arcs, the front end end structure 12 and the underframe 11 form a substantially L-shaped structure. The corner portion has an arc shape. Since the arc-shaped portion disperses the stress, the arc-shaped portion causes wide plastic deformation as a whole and can effectively absorb the impact force F caused by the collision. By absorbing the impact force F caused by the collision, it is possible to mitigate the impact on the passengers and crew due to the collision, and the passengers and crew can use the sleeve partitions beside the seats and the grip bars in the passenger compartment. Less chance of getting hit and injured.

ここで、突出部１２２ａ，１２３ａ，１２４ａ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，１２４ａ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Ｆを吸収するため、突出部１２２ａ，１２３ａ，１２４ａ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，１２４ａ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，１２４ａ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，１２４ａ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とともに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。 Here, the joints between the protrusions 122a, 123a, 124a and the underframe 11 serve as fulcrums, and a moment acts on the front end structure 12, breaking the joints between the protrusions 122a, 123a, 124a and the underframe 11. However, as mentioned above, since the corners of the substantially L-shaped front end structure and the underframe are no longer connecting parts, plastic deformation of the front end end structure is promoted, and the impact force F is reduced. Since the stress is absorbed, the stress applied to the connecting portions between the protrusions 122a, 123a, and 124a and the underframe 11 is relieved. Furthermore, the protruding portions 122a, 123a, and 124a are butted against the end surface of the railroad vehicle head side of the underframe 11, and are joined at least at two points on the upper surface side and the lower surface side of the underframe 11. As shown in FIG. Since there are at least two connecting portions where the projecting portions 122a, 123a, and 124a are connected to the underframe 11 in the vertical direction of the railway vehicle 1, the front end end structure 12 is attached at a position higher than the underframe 11. When an impact is applied, of the two joints, the joint on the upper side of the underframe 11 serves as a fulcrum, and while a moment acts on the front end end structure 12, the joint on the lower side of the underframe 11 becomes , and the moment acting on the front end end structure 12 is resisted with the connecting portion on the upper surface side as a fulcrum. Therefore, the connecting portions between the projecting portions 122a, 123a, 124a and the underframe 11 are not easily broken.
Therefore, the risk of the front end end structure 12 collapsing and sinking into the vehicle interior is reduced, and the collision obstruction is also less likely to sink into the vehicle interior, thereby reducing the possibility of injuring passengers and crew members.

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隅柱１２２，貫通路柱１２３および妻柱１２４を有すること、隅柱１２２，貫通路柱１２３および妻柱１２４は、前面妻構体１２に対して略直角に突出して形成された突出部１２２ａ，１２３ａ，１２４ａを有し、隅柱１２２，貫通路柱１２３および妻柱１２４と突出部１２２ａ，１２３ａ，１２４ａとは、隅柱１２２，貫通路柱１２３および妻柱１２４の、鉄道車両１の床面側端部において、曲線で滑らかに接続され、略Ｌ字形状を成すこと、突出部１２２ａ，１２３ａ，１２４ａ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Ｆ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 railway vehicle 1 having an underframe 11 and a front end end structure 12 arranged substantially at right angles to the underframe 11 and coupled to the underframe 11, the front end end structure 12 is positioned relative to the underframe 11. The corner post 122, the through passage post 123 and the end post 124 are arranged substantially at right angles, and the corner post 122, the through passage post 123 and the end post 124 are formed to protrude substantially at right angles to the front end end structure 12. The corner post 122, the through road post 123 and the end post 124 and the projections 122a, 123a and 124a are the corner post 122, the through road post 123 and the end post 124. At the floor side end of the vehicle 1, it is smoothly connected with a curve to form a substantially L shape, and the protrusions 122a, 123a, and 124a are butted against the end surface of the railcar 1 on the front side of the underframe 11, Since the underframe 11 is joined to the underframe 11 at least at two points on the upper surface side and the lower surface side, the joint portion between the front end end structure 12 and the underframe 11 is not easily broken, and collision is prevented. It is possible to absorb the impact force F caused by the

すなわち、前面妻構体１２を構成する隅柱１２２，貫通路柱１２３および妻柱１２４は、前面妻構体１２に対して略直角に形成される突出部１２２ａ，１２３ａ，１２４ａを有し、突出部１２２ａ，１２３ａ，１２４ａ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字形状をなすこととなる。
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、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、上述のように隅柱１２２，貫通路柱１２３および妻柱１２４が略Ｌ字形状となり、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とともに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。 That is, the corner post 122, the through passage post 123, and the end post 124 that constitute the front end end structure 12 have protruding portions 122a, 123a, and 124a that are formed substantially at right angles to the front end end structure 12. The protruding portion 122a , 123a and 124a are abutted against and joined to the end face of the railcar 1 on the leading side of the underframe 11, so that the underframe 11 and the front end end structure 12 form a substantially L-shape.
When the railway vehicle 1 collides with an obstacle on the track and the front end end structure 12 receives an impact at a position higher than the underframe 11, the substantially L-shaped corner formed by the front end end structure 12 and the underframe 11 is formed. becomes a fulcrum, and a moment acts on the front end end structure 12, but as described above, the corner post 122, the through passage post 123 and the end end post 124 are substantially L-shaped, and the front end end structure 12 and the underframe 11 form a substantially L shape. The corner portion of the letter shape is not the connecting portion between the front end structure 12 and the underframe 11 . Therefore, the fulcrum portion of the moment acting on the front end end structure 12 is destroyed, and the risk of the front end end structure 12 collapsing into the passenger compartment is reduced, and the colliding obstacle is also less likely to sink into the passenger compartment. and crew are less likely to be injured.

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，１２４ａ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，１２４ａ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り、隅柱１２２，貫通路柱１２３および妻柱１２４の円弧状の部分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，１２４ａ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，１２４ａは、台枠１１の鉄道車両１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，１２４ａ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，１２４ａ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とともに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、断面が略コの字状であり、ウエブ面が、角に円弧を持つ略Ｌ字形状であるブレス部材を２つ組み合わせることでも、略Ｌ字形状であり、中空状の隅柱１２２，貫通路柱１２３および妻柱１２４を生産可能である。 Furthermore, when an impact is applied to the front end end structure 12 at a position higher than the underframe 11, the connecting portions of the projecting portions 122a, 123a, 124a and the underframe 11 become fulcrums, and the front end end structure 12 receives a moment. As a result, there is concern that the connecting portions between the protruding portions 122a, 123a, and 124a and the underframe 11 may be destroyed, but as described above, the substantially L-shaped corner portion formed by the front end end structure 12 and the underframe 11 is no longer a connecting portion, plastic deformation of the arcuate portions of the corner post 122, the through passage post 123 and the end post 124 is promoted, and the impact force F is absorbed. The stress applied to the joint portion of the is relaxed. Furthermore, the protruding portions 122a, 123a, and 124a are butted against the end surface of the railroad car 1 leading side of the underframe 11, and are joined at least at two points, namely, the upper surface side and the lower surface side of the underframe 11. As shown in FIG. Since there are at least two connecting portions where the projecting portions 122a, 123a, and 124a are connected to the underframe 11 in the vertical direction of the railway vehicle 1, the front end end structure 12 is attached at a position higher than the underframe 11. When an impact is applied, of the two joints, the joint on the upper side of the underframe 11 serves as a fulcrum, and while a moment acts on the front end end structure 12, the joint on the lower side of the underframe 11 becomes , and the moment acting on the front end end structure 12 is resisted with the connecting portion on the upper surface side as a fulcrum. Therefore, the connecting portions between the projecting portions 122a, 123a, 124a and the underframe 11 are not easily broken.
Therefore, the risk of the front end end structure 12 collapsing and sinking into the vehicle interior is reduced, and the collision obstruction is also less likely to sink into the vehicle interior, thereby reducing the possibility of injuring passengers and crew members.
Further, by combining two brace members each having a substantially U-shaped cross section and a web surface having a substantially L-shaped web surface with arcs at the corners, the substantially L-shaped, hollow corner posts 122, Through passage post 123 and end post 124 can be produced.

（２）（１）に記載の鉄道車両１において、突出部１２２ａ，１２４ａは、台枠１１の、鉄道車両の長手方向に沿って配置される側梁１１２や縦補強梁１１６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１１の車両長手方向に沿って配置される側梁１１２や縦補強梁１１６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、隅柱１２２および妻柱１２４が有する突出部１２２ａ，１２４ａは、該端梁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，１２４ａ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や縦補強梁１１６の延長線上で、端梁１１１と突出部１２２ａ，１２４ａとを結合することで、結合部分において端梁１１１に対して局所的な衝撃力が負荷されても、側梁１１２や縦補強梁１１６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。 (2) In the railway vehicle 1 described in (1), the protruding portions 122a and 124a are arranged on extension lines of the side beams 112 and the longitudinal reinforcing beams 116 of the underframe 11 arranged along the longitudinal direction of the railway vehicle. The impact received by the front end end structure 12 when the railway vehicle 1 collides head-on with an obstacle on the track is transferred along the vehicle longitudinal direction of the underframe 11. It can be received by the side beams 112 and the longitudinal reinforcing beams 116 that are arranged on the same side, and the deformation of the underframe 11 due to a collision can be reduced.
That is, the end of the underframe 11 on the front side of the railroad car 1 is generally formed by the end beam 111 extending in the vehicle width direction, and the corner pillar 122 and the end pillar 124 have projections 122a. , 124 a are coupled to the end beam 111 . When the railcar 1 collides with an obstacle on the track and the front end structure 12 receives an impact, the end beam 111 is locally subjected to an impact force at the locations where the protrusions 122a and 124a are connected. there is a possibility. Since this locally applied impact force is applied in a direction perpendicular to the longitudinal direction of the end beam 111, the end beam 111 may easily deform.
Therefore, the underframe 11 is arranged along a direction substantially perpendicular to the end beams 111, that is, along the longitudinal direction of the railroad vehicle 1, and on extension lines of the side beams 112 and the longitudinal reinforcing beams 116 that are connected to the end beams 111. By connecting the projecting portions 122a and 124a, even if a local impact force is applied to the end beam 111 at the joint portion, the side beam 112 and the longitudinal reinforcing beam 116 serve as support, and the deformation of the end beam 111 is prevented. Therefore, 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、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 railcar 1 of the present invention will be described in detail with reference to the drawings.
The form of the railcar 1 is similar to that of the first embodiment shown in FIG.
FIG. 5 is a perspective view showing the joint state between the underframe 11 and the front end end structure 12. As shown in FIG.
The structure of the underframe 11 is the same as that of the first embodiment, and the end beams 111 forming the ends of the underframe 11 in the longitudinal direction of the vehicle are provided with the front end end structures 12 that are substantially perpendicular to the underframe 11 . is coupled to

前面妻構体１２は、妻外板１２１と、隅柱１２５，貫通路柱１２６および妻柱１２７とからなる。
妻外板１２１は、上端部に、車両長手方向に突出された屋根部１２１ｃを有し、略Ｌ字形状をなしている。 The front end end structure 12 is composed of a end end plate 121 , a corner post 125 , a through passage post 126 and a end end post 127 .
The end panel 121 has a roof portion 121c protruding in the longitudinal direction of the vehicle at its upper end, and is substantially L-shaped.

さらに、妻外板１２１の車両高さ方向の下端部から窓開口部１２１ａ下端部まで延在する妻柱１２７が、窓開口部１２１ａを挟む隅柱１２５と貫通路柱１２６との間に配置され、結合されている。
隅柱１２５と、貫通路柱１２６とは、それぞれ下端部に、突出部１２５ａ，１２６ａ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、かつ、それぞれ上端部に、第２の突出部１２５ｃ，１２６ｃ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、略コの字形状をなす。そして、隅柱１２５と突出部１２５ａとが、貫通路柱１２６と突出部１２６ａとが、それぞれ曲線で滑らかに接続され、かつ、隅柱１２５と第２の突出部１２５ｃとが、貫通路柱１２６と第２の突出部１２６ｃとが、それぞれ曲線で滑らかに接続されている。また、隅柱１２５および貫通路柱１２６の断面積は、前記妻柱の前記鉄道車両の高さ方向における中央部が最も小さく、中央部から両端部に向かって拡大していく。 Furthermore, a bridge pillar 127 extending from the lower end of the vehicle height direction of the bridge outer plate 121 to the lower end of the window opening 121a is arranged between the corner pillar 125 and the through passage pillar 126 sandwiching the window opening 121a. , are combined.
The corner post 125 and the through passage post 126 are provided with projecting portions 125a and 126a at their lower ends, respectively, so as to protrude substantially perpendicularly to the front end end structure 12, and at their upper ends, second Projecting portions 125c and 126c are provided so as to project substantially at right angles to the front end end structure 12, forming a substantially U-shape. The corner post 125 and the projecting portion 125a are smoothly connected by curved lines, respectively, and the corner post 125 and the second projecting portion 125c are connected smoothly by a curve. and the second projecting portion 126c are smoothly connected by curved lines. In addition, the cross-sectional area of the corner post 125 and the through-passage post 126 is the smallest at the central portion of the end post in the height direction of the railway vehicle, and expands from the central portion toward both ends.

妻柱１２７は、下端部に、突出部１２７ａ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、略Ｌ字形状をなす。そして、妻柱１２７と、突出部１２７ａとが、円弧で滑らかに接続されている。そして、妻柱１２７の断面積は、上端部が最も小さく、上端部から下端部に向かって拡大していく。
なお、隅柱１２５，貫通路柱１２６および妻柱１２７を、中空状の部材により形成する場合には、当該中空状の部材を、断面略コの字状のプレス部材を２つ組み合わせて構成する方法が考えられる。 The end pillar 127 is provided with a projecting portion 127a at the lower end so as to protrude substantially at right angles to the front end end structure 12, forming a substantially L shape. The end post 127 and the projecting portion 127a are smoothly connected by an arc. The cross-sectional area of the end post 127 is the smallest at the upper end and expands from the upper end toward the lower end.
When the corner post 125, the through passage post 126, and the end post 127 are formed of hollow members, the hollow members are formed by combining two press members having a substantially U-shaped cross section. I can think of a way.

突出部１２５ａ，１２６ａ，１２７ａが、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と結合している点は第１の実施形態と同様であり、溶接部１２５ｂ，１２６ｂ，１２７ｂと、結合板２０とにより、端梁１１１の上面側と下面側の２箇所で溶接により結合されている点も第１の実施形態と同様である（図３参照）。
また、第２の突出部１２５ｃ，１２６ｃは、屋根構体１４の垂木１４２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、垂木１４２と結合している。 As in the first embodiment, the projecting portions 125a, 126a, and 127a are connected to the end beam 111 so as to abut against the end face of the end beam 111 on the vehicle longitudinal direction outer side. , 126b, 127b and the connecting plate 20, the end beams 111 are joined by welding at two points on the upper surface side and the lower surface side (see FIG. 3).
The second protrusions 125c and 126c are joined to the rafters 142 of the roof structure 14 so as to abut against the outer end surfaces of the rafters 142 in the longitudinal direction of the vehicle.

図６を用いて、前面妻構体１２と屋根構体１４との結合部分についてより詳しく説明する。
第２の突出部１２５ｃ，１２６ｃの端面と、屋根構体１４を構成する垂木１４２の車両先頭側の端面とを、スペーサ２１を介して突き合わせるように配置する。スペーサ２１は、公差による寸法のばらつきを吸収するために第２の突出部１２５ｃ，１２６ｃと垂木１４２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、隅柱１２５および貫通路柱１２６から垂木１４２へ、衝撃力を伝達する役割を有する。 With reference to FIG. 6, the connecting portion between the front end end structure 12 and the roof structure 14 will be described in more detail.
The end faces of the second projecting portions 125c and 126c and the end face of the rafters 142 constituting the roof structure 14 on the front side of the vehicle are arranged so as to face each other with the spacer 21 interposed therebetween. The spacer 21 serves to adjust the gap between the second projections 125c and 126c and the rafters 142 in order to absorb dimensional variations due to tolerances. It has the role of transmitting the impact force from the corner post 125 and the through passage post 126 to the rafter 142 when the structure 12 is impacted.

垂木１４２と第２の突出部１２５ｃ，１２６ｃとは、垂木１４２および第２の突出部１２５ｃ，１２６ｃの下端面側において、溶接され結合されている。
すなわち、第２の突出部１２５ｃ，１２６ｃの垂木１４２に対向する端面の下端部からは、溶接部１２５ｄ，１２６ｄが車両長手方向に突出しており、溶接部１２５ｄ，１２６ｄが垂木１４２の下端面に乗せられるようにして接している。そして、溶接部１２５ｄ，１２６ｄと垂木１４２の下端面とが溶接される。
さらに、妻外板１２１の屋根部１２１ｃが、屋根外板１４１の鉄道車両１先頭側端面に突き合わされ、溶接により結合されている。 The rafter 142 and the second protrusions 125c and 126c are welded and joined at the lower end surfaces of the rafter 142 and the second protrusions 125c and 126c.
That is, the welded portions 125d and 126d protrude in the longitudinal direction of the vehicle from the lower ends of the end surfaces of the second projecting portions 125c and 126c facing the rafters 142, and the welded portions 125d and 126d are placed on the lower end surfaces of the rafters 142. They are in contact with each other as much as possible. Then, the welded portions 125d and 126d and the lower end surface of the rafter 142 are welded.
Furthermore, the roof portion 121c of the gable outer plate 121 is abutted against the end surface of the roof outer plate 141 on the front end side of the railroad car 1 and joined by welding.

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１の台枠１１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に負荷されることがある。しかし、前面妻構体１２を構成する隅柱１２５および貫通路柱１２６は、突出部１２５ａ，１２６ａが台枠１１と結合されるのみでなく、第２の突出部１２５ｃ，１２６ｃが屋根構体１４と結合されているため、前面妻構体１２に衝撃力Ｆが負荷されても、前面妻構体１２は、台枠１１側と屋根構体１４側の２か所で支えられることとなり、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より軽減されるとともに、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。 Next, with reference to FIG. 7, the case where the railway vehicle 1 collides head-on with an obstacle on the track and an impact force F is applied to the front end end structure 12 at a position higher than the underframe 11 will be described.
When the obstacle with which the railroad vehicle 1 collides head-on is a large vehicle such as a large truck, the loading platform of the truck is often positioned higher than the underframe 11 of the railroad vehicle 1, as shown in FIG. Moreover, the impact force F of the collision may be applied to the front end end structure 12 at a position higher than the underframe 11 . However, the corner post 125 and the through-passage post 126 that constitute the front end end structure 12 are not only connected to the underframe 11 at the projecting portions 125a and 126a, but are also connected to the roof structure 14 at the second projecting portions 125c and 126c. Therefore, even if the impact force F is applied to the front end end structure 12, the front end end structure 12 is supported at two points, the underframe 11 side and the roof structure 14 side, and the front end end structure 12 is It is possible to further reduce the possibility of collapsing obstacles falling into the passenger compartment, and also reducing the possibility of colliding obstacles sinking into the passenger compartment, thereby reducing the possibility of injuring passengers and crew members.

また、隅柱１２５および貫通路柱１２６は、断面積が、隅柱１２５および貫通路柱１２６の鉄道車両の高さ方向における中央部から両端部に向かって拡大していくため、隅柱１２５および貫通路柱１２６の強度は断面積が最も小さい中央部が最も弱く、両端部に向かうにつれて強度が増大していく。よって、前面妻構体１２に衝撃が加わった場合、図７に示すように、強度の低い中央部が塑性変形する。中央部が塑性変形することで、より有効に衝撃力Ｆを吸収する。衝突による衝撃力Ｆが吸収されることで、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り、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。 In addition, since the cross-sectional area of the corner post 125 and the through-passage post 126 increases from the central portion toward both ends in the height direction of the railcar of the corner post 125 and the through-passage post 126, the corner post 125 and the through-passage post 126 The strength of the through-passage column 126 is weakest in the central portion where the cross-sectional area is the smallest, and the strength increases toward both ends. Therefore, when an impact is applied to the front end end structure 12, as shown in FIG. 7, the central portion with low strength is plastically deformed. The plastic deformation of the central portion absorbs the impact force F more effectively. By absorbing the impact force F caused by the collision, it is possible to mitigate the impact on the passengers and crew due to the collision, and the passengers and crew can use the sleeve partitions beside the seats and the grip bars in the passenger compartment. Less chance of getting hit and injured.

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、
（３）（１）または（２）に記載の鉄道車両１において、鉄道車両１は、鉄道車両１の屋根を形成する屋根構体１４を有すること、隅柱１２５および貫通路柱１２６は、上端部に、突出部１２５ａ，１２６ａと対向するように、第２の突出部１２５ｃ，１２６ｃを有し、隅柱１２５および貫通路柱１２６と第２の突出部１２５ｃ，１２６ｃとは、隅柱１２５および貫通路柱１２６の、鉄道車両１の屋根側端部において、曲線で滑らかに接続され、隅柱１２５および貫通路柱１２６と、突出部１２５ａ，１２６ａと、第２の突出部１２５ｃ，１２６ｃとにより略コの字形状を成すこと、第２の突出部１２５ｃ，１２６ｃは、屋根構体１４の鉄道車両１の先頭側の端面に突き合わされ、屋根構体１４と結合されること、を特徴とするので、前面妻構体１２を構成する隅柱１２５および貫通路柱１２６は、突出部１２５ａ，１２６ａが台枠１１と結合されるのみでなく、第２の突出部１２５ｃ，１２６ｃが屋根構体１４と結合されることとなる。よって、前面妻構体１２は、台枠１１側と屋根構体１４側の２か所で支えられることとなり、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が、車室内へ倒れ込むようにしてめり込むおそれがより軽減される。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。 As described above, according to the railway vehicle 1 of the second embodiment,
(3) In the railway vehicle 1 described in (1) or (2), the railway vehicle 1 has a roof structure 14 that forms the roof of the railway vehicle 1, and the corner post 125 and the through road post 126 are provided at the upper end Second protrusions 125c and 126c are provided so as to face the protrusions 125a and 126a. The road post 126 is smoothly connected by a curve at the end of the road post 126 on the roof side of the railroad vehicle 1, and is approximately The second projections 125c and 126c are abutted against the end surface of the roof structure 14 on the leading side of the railcar 1 and are coupled to the roof structure 14. The corner post 125 and the through-passage post 126 that constitute the end structure 12 are not only connected to the underframe 11 at the protruding portions 125a and 126a, but are also connected to the roof structure 14 at the second protruding portions 125c and 126c. becomes. Therefore, the front gable structure 12 is supported at two points, the underframe 11 side and the roof structure 14 side. When the body structure 12 receives an impact, the risk of the front end body structure 12 collapsing into the vehicle interior is further reduced. When the risk of the front end end structure 12 collapsing and sinking into the vehicle interior is reduced, the colliding obstacle is also less likely to sink into the vehicle interior, and the possibility of injuring passengers and crew members is reduced.

（４）（３）に記載の鉄道車両１において、隅柱１２５および貫通路柱１２６は、断面積が、隅柱１２５および貫通路柱１２６の鉄道車両１の高さ方向における中央部から両端部に向かって拡大していくこと、を特徴とするので、隅柱１２５および貫通路柱１２６の強度は断面積が最も小さい中央部が最も弱く、両端部に向かうにつれて強度が増大していく。よって、前面妻構体１２に衝撃が加わった場合、断面積が小さく、強度の低い中央部が塑性変形し、より有効に衝撃力Ｆを吸収する。衝突による衝撃力Ｆが吸収されることで、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り、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。
なお、上記のように断面積が中央部から両端部に向かって拡大する隅柱１２５および貫通路柱１２６を、中空状の部材により形成する場合には、当該中空状の部材を、断面略コの字状のプレス部材を２つ組み合わせて構成する方法が考えられる。 (4) In the railroad vehicle 1 described in (3), the cross-sectional area of the corner post 125 and the throughway post 126 is from the central portion to both ends in the height direction of the railcar 1 of the corner post 125 and the throughway post 126. Therefore, the strength of the corner post 125 and the through passage post 126 is weakest at the central portion where the cross-sectional area is the smallest, and the strength increases toward both ends. Therefore, when an impact is applied to the front end end structure 12, the central portion, which has a small cross-sectional area and low strength, is plastically deformed and absorbs the impact force F more effectively. By absorbing the impact force F caused by the collision, it is possible to mitigate the impact on the passengers and crew due to the collision, and the passengers and crew can use the sleeve partitions beside the seats and the grip bars in the passenger compartment. Less chance of getting hit and injured.
In the case where the corner posts 125 and the through passage posts 126 whose cross-sectional areas expand from the central portion to both ends as described above are formed of hollow members, the hollow members are formed to have substantially the same cross-sectional area. A conceivable method is to combine two U-shaped pressing members.

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、隅柱１２２，貫通路柱１２３および妻柱１２４と、突出部１２２ａ，１２３ａ，１２４ａとは、それぞれ円弧により滑らかに接続されるものとしているが、曲線であればよく、円弧に限定するものではない。 It should be noted that the above-described embodiment is merely an example, and does not limit the present invention in any way. Therefore, the present invention can naturally be improved and modified in various ways without departing from the scope of the invention.
For example, the corner post 122, the through passage post 123, the end post 124, and the projecting portions 122a, 123a, 124a are assumed to be smoothly connected by arcs, respectively, but they are limited to arcs as long as they are curved lines. isn't it.

１鉄道車両
１１台枠
１２前面妻構体
１３側構体
１４屋根構体
１２２隅柱（妻柱の一例）
１２３貫通路柱（妻柱の一例）
１２４妻柱
１２２ａ，１２３ａ，１２４ａ突出部 1 rail car 11 underframe 12 front end structure 13 side structure 14 roof structure 122 corner post (an example of a end post)
123 Passage pillars (an example of end pillars)
124 end posts 122a, 123a, 124a projections

Claims

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、前記前面妻構体に対して略直角に突出して形成された突出部を有し、前記妻柱と前記突出部とは、前記妻柱の、前記鉄道車両の床面側端部において、曲線で滑らかに接続され、略Ｌ字形状を成すこと、
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。 A railway vehicle having an underframe and a front end end structure arranged substantially perpendicular to the underframe and coupled to the underframe,
The front end end structure has end posts arranged substantially at right angles to the underframe;
The end post has a protruding portion formed to protrude substantially perpendicularly to the front end end structure, and the end post and the protruding portion are the ends of the end post on the floor surface side of the railway vehicle. In, it is smoothly connected by a curve and forms a substantially L shape,
The protruding portion abuts against the end surface of the underframe on the front end side of the railway vehicle, and is coupled to the underframe at least at two points, namely, an upper surface side and a lower surface side of the underframe;
A railway vehicle characterized by

請求項１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,
The projecting portion is coupled to the underframe on an extension line of a beam of the underframe arranged along the longitudinal direction of the railway vehicle;
A railway vehicle characterized by

請求項１または２に記載の鉄道車両において、
前記鉄道車両は、前記鉄道車両の屋根を形成する屋根構体を有すること、
前記妻柱は、上端部に、前記突出部と対向するように、第２の突出部を有し、前記妻柱と前記第２の突出部とは、前記妻柱の、前記鉄道車両の屋根側端部において、曲線で滑らかに接続され、前記妻柱と、前記突出部と、前記第２の突出部とにより略コの字形状を成すこと、
前記第２の突出部は、前記屋根構体の前記鉄道車両の先頭側の端面に突き合わされ、前記屋根構体と結合されること、
を特徴とする鉄道車両。 In the railway vehicle according to claim 1 or 2,
The railway vehicle has a roof structure forming a roof of the railway vehicle;
The end post has a second projecting portion at the upper end so as to face the projecting portion, and the end post and the second projecting portion are the roof of the railway vehicle of the end post. A side end is smoothly connected with a curve, and the end post, the projecting portion, and the second projecting portion form a substantially U-shape;
the second projecting portion is butted against an end surface of the roof structure on the front end side of the railcar and is coupled with the roof structure;
A railway vehicle characterized by

請求項３に記載の鉄道車両において、
前記妻柱は、断面積が、前記妻柱の前記鉄道車両の高さ方向における中央部から両端部に向かって拡大していくこと、
を特徴とする鉄道車両。 In the railway vehicle according to claim 3,
The cross-sectional area of the end post increases from the central portion toward both end portions in the height direction of the railroad car of the end post;
A railway vehicle characterized by