DE112013002238B4 - Railroad car body structure with shock absorbing structure - Google Patents

Abstract

A railroad car body structure (1) comprising: an undercarriage (2) forming a floor surface; side structures (4) vertically disposed in both end portions of the undercarriage (2) in a width direction thereof; end structures (5) vertically in both End portions of the undercarriage (2) are arranged in a longitudinal direction thereof; a roof structure (3) arranged at upper edges of the side structures (4) and the end structures (5), the railroad car body structure (1) comprising a shock absorbing structure (10) which is provided in such a way that it is interposed between an end portion of each side structure (4), the roof structure (3) and the underframe (2) in the longitudinal direction and a peripheral edge of each end structure (5) so that it is interposed in a case of a Collision collapses to absorb collision energy, characterized in that the shock absorbing structure (10) consists of an end section frame (50) with an L-shaped Cross section consisting of a side plate (104) arranged along the lengthwise direction of the side structure (4) and a bottom plate (102) provided along the end structure (5), and an energy absorption element (110A-110C) which is provided along the side panel (104) and the bottom panel (102) so that it is collapsed by the bottom panel (102) and the end structure (5) in the event of a collision.

Description

Technical area

The present invention relates to a railroad car body structure having a shock absorbing structure provided between an end structure and a side structure forming the railroad car body structure in a manner that it is plastically deformed to absorb collision energy when the car suffers a collision.

The railroad car body structure is composed of an undercarriage that forms a floor surface, side structures arranged in both end portions of this undercarriage in a wagon width direction of the undercarriage to form the lateral side surfaces of the wagon body, end structures arranged in both end portions of the undercarriage in a wagon lengthwise direction, and a roof structure disposed on the upper edges of the side structures and the end structures to form a roof of the car body.

This underframe consists of end sills provided along the width direction of the underframe in both end portions of the underframe in the longitudinal direction, body supports arranged in a direction along the end sills near a central portion of the end sills in the longitudinal direction of the underframe, central sills, which are provided to connect the body supports and the end sills, and side sills which are provided in end portions of the undercarriage in the width direction thereof. The undercarriage, which consists of the body supports acted on by a driving force and a braking force from chassis, the central rockers acted on by a pulling force and a braking force by couplers, and the like, has high rigidity and strength.

For example, when a train line consisting of a plurality of railroad cars collides with a large heavy obstacle placed on a railroad track, a first car of the train line collides first with the obstacle and the end portions of respective wagons that form the train line in the longitudinal direction , then collide with each other. Since the undercarriage of the railroad car has great rigidity as mentioned above, the undercarriage is hardly plastically deformed. Consequently, the undercarriage has a function of not being severely plastically deformed to ensure a survival space for crews and passengers to maintain safety when nearby railroad cars collide with each other, but the undercarriage is to absorb the collision energy to mitigate the impact that acts on the crews and passengers and the like is not well prepared.

In order to mitigate the impact caused by such a collision, energy absorbing members, each consisting of two face plates, which are formed by extrusion, and ribs for connecting these face plates, and a shock absorbing structure in an end portion of an undercarriage in the longitudinal direction thereof is provided, proposed, wherein the extrusion direction of the energy absorption elements is arranged in a direction along the longitudinal direction of a carriage ( JP 2007 - 326 550 A ).

the EP 1 897 775 A1 relates to a rail vehicle with an energy absorption structure. Rib elements are provided which are inserted between stiffening elements and which run along the car structure. Openings are provided in the rib elements.

the EP 1 580 094 A1 relates to a bellows of a transition between the vehicle bodies of two interconnected vehicles, with a shock-absorbing frame.

the DE 197 49 507 A1 relates to a car body connection. The ends of the car bodies are designed like a ring frame and are connected to one another. Forces are transmitted between the neighboring car bodies via a device. The power transmission is coordinated in such a way that after defined load limits have been exceeded, one reversible and one irreversibly deformable area of the device, the ends of the car body, which are designed as additional energy absorption zones, are used for a controlled deformation.

the JP 2005 - 280 704 A relates to a rail car which has hollow-shaped elements in the end region for providing a buffer zone. These elements are arranged in the end area of the frame in order to absorb energy in the event of a collision.

Summary of the invention

Problems to be Solved by the Invention

In each of the above-mentioned shock absorbing structures, it is necessary to provide a space for installing the shock absorbing structure separately from the space for crews and passengers (hereinafter referred to as “car room”), and this is so can limit the degree of freedom in designing the carriage space and the car.

In the technique according to JP 2007 - 326 550 A the energy absorption elements are arranged linearly (in the form of a rod) along the longitudinal direction of the carriage. Therefore, it is necessary to elongate the energy absorbing members in order to improve the collision mitigation performance. However, if energy absorbing members having a predetermined length or longer are used, total buckling of the energy absorbing members may occur at the time of energy absorbing. Consequently, in the technique according to JP 2007 - 326 550 A difficult to absorb a given energy, especially if an entire kink has occurred.

It is also in accordance with the technique JP 2007 - 326 550 A It is necessary to increase the cross-sectional area of the energy absorbing members in order to absorb the given energy using the energy absorbing members having a certain length. Therefore, when the energy absorbing members start to collapse, the peak load tends to be high, and if the peak load becomes too high, the impact caused by a collision cannot be sufficiently attenuated and therefore the car room may be damaged by the impact.

In addition, in the technique according to the JP 2007 - 326 550 A an enormous space in the longitudinal direction of the car may be required to install the shock absorbing structure.

In the technique according to JP 2005 - 280 704 A are, for example, an impact mitigation structure (a member whose mechanical properties are changed by heat treatment or the like so that it is soft and collapses in the event of a collision) arranged in an end portion of an undercarriage in the longitudinal direction thereof, and a structural member (car room) with high rigidity, which is arranged in a central portion of the underframe in the longitudinal direction thereof, prepared and connected to form the underframe as a unit. Side structures and a roof structure are also constructed in the same way as the base. In addition to the process of manufacturing the shock absorbing structure to be given the mechanical property of being easily collapsed by heat treatment or the like, therefore, a process of connecting the shock absorbing structure and the structural member with high rigidity (car space) by welding or the like is in the process of manufacturing of each of the undercarriage, the side structures and the roof structure, and this raises a concern that the manufacturing cost may increase.

Accordingly, there are problems to be solved in terms of preventing the entire buckling of the energy absorbing members in a shock absorbing structure or a railroad car body structure with the same in order to efficiently absorb a shock, arranging a shock absorbing structure that prevents the impact peak load from becoming high, and also preventing an increase in the Manufacturing cost in the process of providing the shock mitigation structure.

The present invention has been made in view of such conventional circumstances, and an object thereof is to provide a reliable shock absorbing structure capable of reducing the space required to install the shock absorbing structure, preventing occurrence of damage to a member, forming a part of a car room, to prevent an increase in total buckling and peak load, and further to prevent the manufacturing cost from increasing, and to provide a railroad car body structure having such a shock absorbing structure.

Means of solving the problems

The above object is achieved by the features of the independent claims. Advantageous further developments are claimed in the subclaims. A railroad car body structure of an undercarriage forming a floor surface, side structures vertically arranged in both end portions of the undercarriage in the width direction thereof, end structures vertically arranged in both end portions of the undercarriage in the longitudinal direction thereof, and a roof structure attached to the upper edges of the side structures and the end structures, and the railroad car body structure is characterized in that it comprises a shock absorbing structure which is provided in a manner so that it is between an end portion of each of the side structures, the roof structure and the undercarriage in the longitudinal direction and the peripheral edge of each of the end structures is inserted to collapse in the event of a collision to absorb the collision energy.

Further, the above object can be achieved by a shock absorbing structure comprising: an end portion frame annularly provided in an end portion of a railroad car body structure in the longitudinal direction thereof, the railroad car body structure composed of side structures, a roof structure and a subframe; and an energy absorption element, which is provided in a manner so that it is interposed between the end portion frame and the peripheral edge of an end structure installed in an end portion of the railroad car body structure in the longitudinal direction thereof, characterized in that the end portion frame has an L-shaped cross section composed of a Side plate, which is arranged along the longitudinal direction of the side structure, and a bottom plate, which is provided along the end structure, the energy absorbing member is provided directly along the end portion frame so that it abuts against the side plate and the bottom plate, and the energy absorbing member collapses when a railroad car collides with an obstacle to absorb the collision energy.

Advantageous effect of the invention

According to the shock absorbing structure and the railroad car body structure with the same as the present invention, since a space that is not conventionally used is used between the side structure, the roof structure, the undercarriage and the end structure as an installation location of the shock absorbing structure, a reliable shock absorbing structure can be provided which is shown in FIG It is capable of reducing the space required to install the shock absorbing structure, reducing the occurrence of damage to a member forming part of a car room, preventing the overall buckling and peak load from increasing, and furthermore prevent the manufacturing cost from increasing, and a railroad car body structure having such a shock absorbing structure.

Figure list

• 1 Fig. 13 is a schematic diagram showing an example of a railroad car body structure.
• 2 FIG. 13 is an elevational view of an end structure of FIG 1 rail car body structure shown.
• 3 FIG. 13 is an enlarged view of a section B in FIG 2 and a perspective view for describing an end portion frame provided in a connecting portion of a side structure and an end structure in a shock absorbing structure of Example 1. FIG.
• 4th FIG. 13 is an enlarged CC cross-sectional view of section B in FIG 2 as a shock absorbing structure provided in the end structure.
• 5 Fig. 13 is a view for describing a process in which the shock absorbing structure of Example 1 absorbs collision energy.
• 6th FIG. 12 is a view for describing the shock absorbing structure of Example 2. FIG.
• 7th Fig. 13 is a schematic diagram for describing a load history in the shock absorbing structure of Example 2 in the event of a collision.
• 8th FIG. 13 is a cross-sectional view for describing a connection structure between an end structure and an end portion frame in a shock absorbing structure of Example 3. FIG.
• 9 FIG. 13 is a cross-sectional view for describing another connection structure between the end structure and the end portion frame in the shock absorbing structure of Example 3. FIG.
• 10 FIG. 13 is a cross-sectional view for describing a connection structure between an end structure and an end portion frame in a shock absorbing structure of Example 4. FIG.
• 11 FIG. 13 is a cross-sectional view for describing a connection structure between an end structure and an end portion frame in a shock absorbing structure of Example 5. FIG.
• 12th FIG. 13 is a cross-sectional view for describing a connection structure between an end structure and an end portion frame in a shock absorbing structure of Example 6. FIG.
• 13th FIG. 13 is a cross-sectional view for describing a connection structure between an end structure and an end portion frame in a shock absorbing structure of Example 7. FIG.
• 14th FIG. 13 is a schematic diagram showing an example of a railroad car body structure of Example 8. FIG.
• 15th Fig. 13 is a schematic diagram when the in 14th The railroad car body structure shown is viewed from a car end side in the longitudinal direction of the car.
• 16 FIG. 13 is a schematic diagram showing an example of a railroad car body structure of Example 9. FIG.
• 17th FIG. 13 is a schematic diagram showing an example of a railroad car body structure of Example 10. FIG.
• 18th FIG. 11 is a schematic diagram showing an example of a railroad car body structure of Example 11. FIG.
• 19th Fig. 13 is a schematic diagram for describing a load history in a shock absorbing structure of Example 11 in the event of a collision.

Modes for Carrying Out the Invention

An example of a railroad car body structure with a shock absorbing structure between a side structure and an end structure will be described below with reference to the accompanying drawings.

1 Fig. 13 is a schematic diagram showing an example of a railroad car body structure. A railroad car body structure 1 is from a base 2 that forms a ground surface, a roof structure 3 forming a roof, side structures 4th (only one of them is shown) for coupling the sub-frame 2 and the roof structure 3 to form side surfaces in the longitudinal direction of a car and end structures 5 (only one of them is shown), the surfaces for closing the two ends of the trolley by the undercarriage 2 , from the roof structure 3 and the page structures 4th is surrounded, form in the longitudinal direction of the car, formed. Windows and openings for doors are in the side structures 4th educated.

2 FIG. 13 is an elevational view of an end structure of FIG 1 rail car body structure shown 1 . An opening 6th as a passage opening that becomes a doorway to an aisle through which crews and passengers move between adjacent cars is in a central portion of the end structure 5 intended. An end section frame to be described later 50 is around the peripheral edge of the final structure 5 arranged and the final structure 5 is with the page structures 4th , the roof structure 3 and the base 2 through the end section frame 50 tied together.

example 1

3 FIG. 13 is an enlarged view of a section B in FIG 2 and a perspective view for describing an end portion frame provided in a connecting portion of the side structure and the end structure in the shock absorbing structure of Example 1. FIG. The end section frame 50 according to the present invention consists of an element with an L-shaped cross-section, which consists of a base plate 102 and a side plate 104 consists. The end section frame 50 is around the perimeter of the edge of the railroad car body structure 1 in the longitudinal direction, ie in an end portion of the side structure 3 , the roof structure 4th and the base 2 provided in the longitudinal direction to the bottom plate 102 that are the end section frame 50 forms to connect.

The plane of the side plate 104 outside of the car is essentially flush with the exterior surfaces of the roof structure 3 and the page structure 4th of the wagon arranged and the floor plate 102 that are the end section frame 50 is roughly parallel to the inner surface of the final structure 5 of the car in one of the inner surface of the final structure 5 of the car in the longitudinal direction of the railroad car body structure 1 distant position by an extent that is one latitude 104A (please refer 3 ) of the side plate 104 toward the center of the railroad car body structure 1 arranged in the longitudinal direction. The end section frame 50 with the L-shaped cross section can be made by connecting the bottom plate 102 and the side plate 104 or it can be a molded element obtained by one-piece extrusion molding of the floor panel 102 and the side plate 104 will be produced.

The shock absorbing structure 10 is characterized by the fact that energy absorption elements 110A to be plastically deformed to absorb impact energy (collision energy) discretely in the longitudinal direction of the end portion frame 50 are arranged so that they are along both the bottom plate 102 as well as the side plate 104 which are the end section frame 50 (hereinafter referred to as the inside of the end section frame 50 designated), with a breakdown tolerance 130 between adjacent energy absorption elements 110A , 110A is provided. When they collapse due to a collapse load, there is the energy absorbing elements 110A who have favourited the shock absorbing structure 10 form, are deformed to expand in a direction intersecting the collapse direction, the collapse tolerance 130 (Space) between adjacent energy absorption elements 110A provided so that they prevent the collapse of the energy absorbing elements 110A due to an obstruction between adjacent energy absorbing elements 110A not blocked.

The aforementioned end section frame 50 is arranged so that it is around the peripheral edge of the final structure 5 which runs part of the in 2 rail car body structure shown 1 forms to form a frame body.

As in 3 shown are the energy absorbing elements 110A who have favourited the shock absorbing structure 10 form on the final structure 5 by a fastening part 120 such as B. fastened a screw.

4th FIG. 13 is an enlarged CC cross-sectional view of section B in FIG 2 as a shock absorbing structure attached to the end structure. Reinforcement 8th that came with both the bottom plate 102 of the end section frame 50 as well as the Page structure 4th to be connected is discrete in the height direction of the side structure 4th intended. There is also a reinforcement 8th that came with both the bottom plate 102 that are the end section frame 50 forms, as well as the roof structure 3 (or the base 2 ) is intended to be connected discretely in the horizontal direction. These reinforcements 8th have sufficient strength to absorb an impact force exerted on the end portion member 50 through the energy absorption elements 130 is transmitted without the end portion element 50 from the page structure 3 (the roof structure 4th or the base 2 ) to separate when adjacent end structures 5 of the railroad car collided with each other, causing the collapse of the energy absorbing elements 130 can be improved. Further, when the railroad car body structure 1 , which is formed from a hexahedron, is put together, and if the final structure 5 through the energy absorber 110A is connected after a cylindrical body that emerges from the underframe 2 , the page structures 3 and the roof structure 4th is made, can as the end portion element 50 annularly provided around the end portion of the cylindrical body in the longitudinal direction thereof, further the effect of being an end structure 5 with high rigidity can also be easily obtained. It should be noted that the reinforcements 8th in examples to be described later are provided and the way to make the reinforcements 8th and the effects of which are the same as those in this example.

The fastening part 120 penetrates the base plate 102 that are the end section frame 50 forms, and the energy absorbing elements 110A and stands with the final structure 5 engaged. A hole through which the fastening part 120 penetrates, is perpendicular to the collapse direction (longitudinal direction of the fastening part 120 ) between the base plate 102 that are the end section frame 50 forms, and the face plates, which are the energy absorption elements 110A form, provided. The inside diameter of the hole is larger than the outside diameter of the fastening part 120 set.

Since the energy absorption behavior of the energy absorption elements 110A is determined by the deformation behavior of the face plates parallel to the collapse direction, has the hole through which the fastening part 120 penetrates (which does not come with the fastening part 120 screwed), little effect on the energy absorption behavior. When a force is applied to the fastener 120 in a direction of separation of the end portion frame 50 and the final structure 5 acts from each other, there is also a resistance to the force (a tensile force to prevent the end section frame 50 and the final structure 5 separated from each other) due to the action of the head of the fastener 120 generated while when a force in a direction to push the end portion frame 50 and the final structure 5 acts against each other, no resistance is generated.

In other words, when neighboring wagons collide with each other and hence the momentum load on the final structure 5 acts to the energy absorbing elements 110A to collapse, because there is no resistance to the compressive load on the fastening part 120 is generated, the collision energy in the process of collapse of the energy absorbing elements 110A be absorbed.

Although the shown cross-sectional shape of the energy absorption elements 110A is formed of face plates and ribs (face plates) for connecting these face plates, the cross-sectional shape may be any shape as long as faces parallel to the collapse direction are deformed. When the energy absorbing elements 110A Further, the extrusion direction may be a direction along the collapse direction or a direction intersecting the collapse direction. It should be noted that 4th a cross section of the end section frame 50 shows that in a connecting portion between a side structure 4th on one side (left side) of the center line of the railroad car body structure 1 in the longitudinal direction thereof and the final structure 5 is arranged.

5 shows a process in which the in 4th Shown shock absorption structure 10 Collision energy absorbed. As in 5 shown, in the event of a collision of the railroad car, planes A of the end structures collide 5 that face each other, between wagons with each other, so that each end structure 5 the energy absorption elements 110A into the interior of the end section frame 50 (in the longitudinal direction of the railroad car) pushes. In this process, the energy absorbing elements break 110A together to absorb the collision energy. In other words, as the energy absorbing elements 110A that between the final structure 5 and the base plate 102 are arranged to collapse so that the peripheral edge of the final structure 5 through the side plate 104 which is the end section frame 50 forms, the energy absorption elements 110A reliably absorb the collision energy.

The energy absorption elements 110A are planar and discrete in the end section element 50 arranged around a frame body along the peripheral edge of the end structure 5 to build. This can prevent the occurrence of such an event that the energy absorbing elements 110A are buckled in total, and therefore a given collision energy is not absorbed can be, in contrast to the case in which the energy absorbing elements 110A in an end portion of the subframe 2 the railroad car body structure 1 linearly in the longitudinal direction (in the form of a rod) along the longitudinal direction of the railroad car body structure 1 are arranged, which enables the absorption of a given collision energy. In other words, there are several energy absorbing elements 110A which have a small length in the collapse direction are arranged in a ring shape along the peripheral edge of the end portion of the wagon, have the energy absorbing members 110A has a feature that entire buckling hardly occurs. As a lot of energy absorption elements 110A can be arranged in a ring shape, the collision energy can be sufficiently absorbed.

Example 2

6th FIG. 13 is a view for describing a shock absorbing structure of Example 2. As in FIG 3 Example 1 shows an end section frame 50 of the shock absorbing structure according to Example 2 by a structure as shown in FIG 6th shown, being in the end section frame 50 with an L-shaped cross section that consists of a floor slab 102 and a side plate 104 is formed, energy absorption elements 110A are arranged discretely in the longitudinal direction of the shaped element, with a collapse tolerance 130 is provided in between.

Furthermore, in 6th the energy absorption elements 110A set to have different thicknesses (thicknesses along the collapse direction) in such a manner that an energy absorbing member (an upper member 110A in the in 6th example shown) with a large thickness first through the final structure 5 is compressed at the time of energy absorption to plastically deform it, and an energy absorbing member (a lower member 110A in the in 6th example shown) with a small thickness then through the final structure 5 is compressed to plastically deform it.

7th Fig. 13 is a schematic diagram for describing a load history in the shock absorbing structure of Example 2 in the event of a collision. In the 6th The structure shown enables a significant reduction in the initial peak load at the time of deformation of the energy absorbing elements, as indicated by a load-displacement curve (dashed line) of the shock absorbing structure of the present invention compared to a load-displacement curve (solid line) of a conventional shock absorbing structure .

Example 3

8th and 9 12 are cross-sectional views for describing a connection structure between an end structure and an end portion frame in a shock absorbing structure of Example 3. A shock absorbing structure 10 is a structure in which a leadership 140A , 140B in an end section frame 50 or a final structure 5 in the collapse direction of energy absorbing elements 110A is provided. The leadership 140A is in a base plate 102 provided that the end section frame 50 forms to the energy absorbing elements 110A and the final structure 5 in a direction along the longitudinal direction of the railroad car body structure 1 to penetrate. So is the leadership 140B in the final structure 5 provided so that they absorb the energy 110A and a base plate 102 (Part of the end section frame 50 ) penetrates. The leadership 140A , 140B is in the base plate 102 or the final structure 5 discreetly along the peripheral edge of the final structure 5 intended.

The leadership 140A , 140B is arranged to prevent the joint surfaces of the end structure 5 , the end section frame 50 and the energy absorbing elements 110A in a direction (width direction or height direction) intersecting the longitudinal direction of the railroad car, in a process of collapse of the energy absorbing members 110A be relocated when the final structures 5 of the railroad car driving in a curve collide with each other. As the bottom plate 102 or the final structure 5 reliable the energy absorption elements 110A along the guide 140A , 140B consequently, the collision energy can be absorbed. When the final structure 5 and the end section frame 50 are connected, and if the energy absorbing elements 110A in advance of the tour 140A , 140B are attached, this structure also has the advantage that the alignment of the energy absorption elements 110A is made easy.

It should be noted that in the in 8th and 9 structure shown between the final structure 5 or the end section frame 50 and the face plates, which are the energy absorbing elements 110A There is a need to provide a hole in the faceplates that intersects the collapse direction to allow the guide 140A , 140B this penetrates, but the hole has little effect on the energy absorption behavior like the through hole for giving a passage for the fastening part 120 Has. Like the fastener 120 blocked the lead 140A , 140B neither is the absorption of the collision energy by the energy absorption elements 110A .

Example 4

10 Fig. 13 is a cross-sectional view for describing a connection structure between an end structure and an end portion frame in a shock absorbing structure of Example 4. A shock absorbing structure 10 comprises an extension portion 5b extending from the peripheral edge of the end structure 5 in the direction of the page structure 4th extends as shown in the cross-sectional shape so that it extends along the longitudinal direction of the railroad car body structure 1 extends, and a protruding portion 5a, which in a direction opposite to the side structure 4th protrudes so as to be continuous with this extension portion 5b.

The energy absorption elements 110A are in a section along both a plane B of the final structure 5 as well as the extension portion 5b. The extension portion 5b is around the peripheral edge of the end structure 5 provided and the energy absorption elements 110A are provided in this section to meet the need for the end section frame 50 to eliminate that around the undercarriage 2 who have favourited page structures 3 and the roof structure 4th is provided so that it has an L-shaped cross section. As this is the adjustment work for arranging the end section frame 50 with the L-shaped cross section can be omitted annularly in connecting portions over two or more body structures and the like, such as. B. the base 2 and the page structures 3 or the page structures 3 and the roof structure 4th (Alignment work for a continuous annular array), the number of steps in manufacturing the railroad car body structure 1 be reduced.

Since the extension portion 5b is provided so that it extends from a surface of the peripheral edge of the end structure 5 protrudes, and the extension portion 5a is provided so as to protrude from the other surface, the rigidity of the peripheral edge of the end structure can be increased 5 increase. Even if neighboring end structures 5 of the railroad car collide with each other while cornering and while driving straight ahead, because of the stiffness of the end structures 5 is high, the energy absorbing elements 110A reliably collapsed in a process in which the extension portion 5b of each of the end structures 5 on the end section frame 50 is guided and moved. Since the protruding portion 5a, from the surface of the final structure 5 protruding, is provided, the protruding portion 5a, which is provided in an end structure, also collides 5 the railroad car body structure 1 is provided with the protruding portion 5a that is in the other end structure 5 the railroad car body structure 1 is provided when the final structures 5 collide with each other. This can cause the breakdown of the energy absorbing elements 110A which are located near the protruding portions 5a, and therefore the collision energy can be efficiently absorbed.

It should be noted that in the in 10 structure shown is the protruding portion 5a, which is in the final structure 5 is provided along the periphery of the end portion of the car body structure, which has advantages that the rigidity of the end structure is improved during normal running and the alignment in car manufacture is made easy.

Example 5

11 Fig. 13 is a cross-sectional view for describing a connection structure between an end structure and an end portion frame in a shock absorbing structure of Example 5. An end portion frame 50 having a shock absorbing structure 10 consists of a side plate 104 that is flush with a face of the page structure 4th is arranged on the outside of the wagon, and a floor panel 102 that came with the side plate 104 close to the page structure 4th connected and along the final structure 5 is provided, and has a vertical section with a substantially L-shape in the longitudinal direction.

One size L2 (see 11 ) the energy absorption elements 110A is along the longitudinal direction of the railroad car body structure 1 set smaller than a size L1 of the side plate 104 and the final structure 5 is designed to run along a face of the side plate 104 which is near the center of the railroad car body structure 1 is arranged. The final structure 5 is closer to the center of the railroad car body structure by an amount Δ as a difference between the size L1 and the size L2 1 provided in the longitudinal direction, and an end surface 5a of the end structure 5 is designed to match the side plate 104 overlaps.

The side plate 104 of the end element 50 is intended to be aligned with the end face 5a of the end structure 5 overlaps. Even if a shear force (a force in the width direction (height direction) of the railroad car body structure 1 or a force in one direction of sleepers) on a fastener 120 between the final structure 5 and the end section frame 50 in the event of a collision while cornering acts, since the end structure 5 is guided to be in a range of size Δ as an initial amount of penetration with the side plate 104 overlaps, the energy absorption elements 110 are therefore reliably brought to collapse without causing the abutment surfaces of the end structure 5 and the Energy absorbing elements 110A get out of alignment, which enables efficient absorption of the collision energy.

Example 6

12th Fig. 13 is a cross-sectional view for describing a connection structure between an end structure and an end portion frame in a shock absorbing structure of Example 6. As shown in the cross-sectional shape, is a shock absorbing structure 10 a structure in which energy absorbing elements 110A and the bottom plate 102 an end section frame 50 Are connected without causing fasteners 120 completely through the energy absorption elements 110A run while the energy absorption elements 110A and a final structure 5 through the fasteners 120 are attached.

As the fastening force of the fasteners 120 compared with the shock absorbing structures of Example 1 to Example 5 by connecting the energy absorbing members 110A with the final structure 5 or the end section frame 50 can be increased, a car end portion provided with the shock absorbing structure becomes more reliable than a car end portion provided with any of the shock absorbing structures of Example 1 to Example 5. According to this structure, the collapse of the energy absorbing members 110 can be promoted, and the collision energy can be efficiently absorbed in the event of a collision.

Example 7

13th Fig. 13 is a cross-sectional view for describing a connection structure between an end structure and an end portion frame in a shock absorbing structure of Example 7. As shown in the cross-sectional shape, is a shock absorbing structure 10 a structure in which a final structure 5 and an end section frame 50 are connected in a state in which the head of a fastening part 120 within a groove 150 is arranged, which is provided in the final structure. As the final structure 5 with the groove 150 can be easily manufactured using extrusion or the like, the number of steps in manufacturing final structures can be reduced as compared with the shock absorbing structures described in Example 1 to Example 6. In addition, the collapse of the energy absorption elements 110A can be promoted in the event of a collision, and the collision energy can be efficiently absorbed. It should be noted that 13th shows the groove provided in the end structure, but the groove may be provided in the end portion frame.

Example 8

14th FIG. 13 is a schematic diagram showing an example of a railroad car body structure of Example 8, and FIG 15th Fig. 13 is a schematic diagram when the in 14th The railroad car body structure shown is viewed from the car end side in the longitudinal direction of the car.

The embodiment shown as Example 8 is an embodiment in which the shock absorbing structure described in any of the above-mentioned Example 1 to Example 7 is in a car end portion in the longitudinal direction of the railroad car body structure 1 installed. As the energy absorption elements 110A with the side plate 104 that are essentially flush with the side structure 4th is provided on the outside of the car, the appearance is not deteriorated. This enables the end section frame 50 has both the function of forming the end portion of the car body structure and the function of absorbing collision energy, and enables the shock absorbing structure to save space, thus expanding the car space and improving the degree of freedom in designing the car.

In the railroad car body structure shown in Example 8 mentioned above 1 can determine the number and positions of the energy absorbing elements 110A running along the end section frame 50 are arranged to be adjusted to absorb adequate collision energy while preventing occurrence of damage to members constituting a body structure with poor rigidity and strength in the railroad car body structure 1 form.

For example, if the base 2 and the page structure 4th have a strength and rigidity higher than that of the roof structure 3 in 14th , are more energy absorbing elements 110A at the bottom of the railroad car body structure 1 arranged as at the top of the railroad car body structure 1 , as in 15th shown. When the energy absorbing elements 110A close to the lower part of the railroad car body structure 1 arranged, since the collision energy can be absorbed in such a state that the load applied to the undercarriage 2 and the page structure 4th acts is higher than that which acts on the roof structure 3 acts to absorb adequate collision energy while the occurrence of damage to elements that make up the roof structure 3 form, is prevented.

Example 9

16 FIG. 13 is a schematic diagram showing an example of a railroad car body structure of Example 9. FIG. This is an embodiment of a shock absorbing structure that is in a through opening 6th installed in a central section of the final structure 5 the railroad car body structure 1 which is described in Example 8, wherein a through-hole frame 60 , which is the peripheral edge of the through opening 6th forms, and a bellows frame 70 through energy absorption elements 110B are connected in the longitudinal direction of the car.

The energy absorption elements 110A that are in the end section frame 50 are arranged in the connecting section between the end structure 5 and the page structures 4th the railroad car body structure 1 are provided in a manner described in Example 1 through Example 8.

In the railroad car body structure shown in Example 9 mentioned above 1 when the railroad car body structure 1 collides with an obstacle, the energy absorbing elements 110B that are in the passage opening frame 60 are arranged, first compressed and plastically deformed by the bellows frame and the energy absorption elements 110A that are in the end section frame 50 are then compressed and plastically deformed by the end structure. As a result, the initial peak load at the time of deformation of the energy absorbing members can be reduced more than that of the railroad car body structure described in Example 8 1 and more collision energy can be absorbed at the same time.

Example 10

17th FIG. 13 is a schematic diagram showing an example of a railroad car body structure of Example 10. FIG. The embodiment shown as Example 10 is an embodiment in which a crushable zone 90 with energy absorption elements 110C that on the base 2 in the railroad car body structure described in Example 8 is located closer to the center side of the car than to the car end portion in the longitudinal direction of the car. The crushable zone 90 consists of elements that have a lower rigidity and strength than the railroad car body structure 1 . The energy absorption elements 110A that are in the end section frame 50 are arranged in the connecting section between the end structure 5 and the page structures 4th the railroad car body structure 1 are provided in a manner described in Example 1 through Example 8.

When in the railroad car body structure shown in Example 10 mentioned above 1 the railroad car body structure 1 collides with an obstacle, the energy absorbing elements 110A that are in the end section frame 50 are arranged, first compressed and plastically deformed by the end structure and the crushable zone 90 with the energy absorption elements 110C , which are attached to the base, is then compressed and plastically deformed.

As a result, more collision energy can be absorbed than the railroad car described in Example 8, and in the case of less collision, collision energy can be absorbed without deforming the crushable zone 90 be absorbed.

If only the energy absorption elements 110A without collapse of the crushable zone 90 in the event of a minor collision, only the energy absorbing elements need to be brought to collapse 110A can be exchanged at a low cost.

Example 11

18th FIG. 11 is a schematic diagram showing an example of a railroad car body structure of Example 11. FIG. The embodiment shown as Example 11 is an embodiment as a combination of car end portions of the railroad car described in Example 9 and Example 10. In other words, the embodiment is intended to provide a shock absorbing structure formed by connecting the through hole frame 60 and the bellows frame 70 through the energy absorption elements 110B is formed from the car end portion toward the center side inside the car in the longitudinal direction of the car, a shock absorbing structure formed by connecting the end portion frame 50 and the final structure 5 through the energy absorption elements 110A is formed, and the crushable zone 90 with the energy absorption elements 110C that on the base 2 are attached, arrange.

In the railroad car shown in Example 11 mentioned above, when the railroad car collides with an obstacle, the energy absorbing members become 110B that are in the passage opening frame 60 are arranged, the energy absorption elements 110A that are in the end section frame 50 are arranged, and the energy absorption elements 110C that are in the base 2 are arranged, plastically deformed one after the other in order to enable the absorption of the collision energy.

19th Fig. 13 is a schematic diagram for describing a load history in the shock absorbing structure of Example 11 in the event of a collision. The initial peak load at the time of deformation of the energy absorbing elements can be reduced. Since deformed portions are limited according to the degree of collapse, only the energy absorbing members become simultaneously 110A that are in the passage opening frame 60 and in the end frame 50 are mounted, for example deformed in the event of a minor collision. In this case, only the energy absorption elements and the fastening elements in the corresponding sections need to be replaced in the event of maintenance.

In each of the above-mentioned examples, any other element is not enclosed in the space inside the energy absorbing members, but any member for absorbing energy may be arranged. If, for example, foamed aluminum or a honeycomb panel is arranged, a further increase in the degree of energy absorption can be achieved.

Since the above-mentioned end portion frame can be manufactured by extrusion, the end portion frame has advantages that it is easy to manufacture and has high reliability.

Since only the energy absorbing members and the fastening parts need to be replaced in the event of a minor collision, the above-mentioned shock absorbing structures have the advantage that they make maintenance easy.

Since the aforementioned shock absorbing structures can be realized by changing the shapes of the end portions of the side structures, the roof structure and the undercarriage or the frame members forming the peripheral edges of the end structures among the members constituting the railroad car body structure, the shock absorbing structures have an advantage of that they eliminate the need for a drastic redesign of the railroad car body structure.

The shock absorbing structure according to the present invention can also be applied to a new transportation system, a monorail and the like used for the operation of a plurality of coupled cars, as well as the railroad car.

List of reference symbols

1

Railroad car body structure

2

Underframe

3

Roof structure

4th

Page structure

5

Final structure

6th

Through opening

8th

Reinforcement

10

Shock absorbing structure

50

End section frame

60

Passage opening frame

70

Bellows frame

80

Bellows

90

Crushable zone

102

Base plate

104

Side plate

104A

Width of the side plate

110A, 110B, 110C

Energy absorbing elements

120

Fasteners

130

Collapse tolerance of the energy absorbing elements

140A, 140B

guide

150

Groove

Claims (10)

A railroad car body structure (1) comprising: an undercarriage (2) forming a floor surface; Side structures (4) vertically arranged in both end portions of the undercarriage (2) in a width direction thereof; End structures (5) vertically arranged in both end portions of the underframe (2) in a longitudinal direction thereof; a roof structure (3) which is arranged at upper edges of the side structures (4) and the end structures (5), wherein the railroad car body structure (1) comprises a shock absorbing structure (10) which is provided in such a way that it is between a End portion of each side structure (4), the roof structure (3) and the underframe (2) in the longitudinal direction and a peripheral edge of each end structure (5) is inserted so that it collapses in the event of a collision to absorb collision energy, characterized in , that the shock absorbing structure (10) consists of an end section frame (50) with an L-shaped cross section, which consists of a side plate (104), which is arranged along the longitudinal direction of the side structure (4), and a bottom plate (102), which is arranged along the End structure (5) is provided, and an energy absorption element (110A-110C), which is provided along the side plate (104) and the bottom plate (102) so that it is through the bottom plate (102) and the end structure (5) in the Collapse in the event of a collision. Railway car body structure (1) according to Claim 1 wherein the energy absorbing element (110A-110C) is arranged discretely along the end section frame (50). Railway car body structure (1) according to Claim 2 wherein a plurality of energy absorbing members (110A-110C) having a different thickness in a collapsing direction are provided to reduce an initial peak load at the time of deformation of the energy absorbing members (110A-110C). Railway car body structure (1) according to Claim 2 or 3 , wherein a plurality of energy absorbing elements (110A-110C) provided in the end section frame (50) arranged in a lower part of the end structure (5) are arranged more densely than a plurality of the energy absorbing elements (110A-110C) provided in the end section frame (50 ) are provided, which is arranged in an upper part of the end structure (5). Railway car body structure (1) according to Claim 1 wherein the energy absorbing member (110A-110C) is a molded member that is extrusion-molded in a direction along the collapse direction or a direction intersecting the collapse direction. Railway car body structure (1) according to Claim 1 further comprising a fastening part penetrating the end structure (5) and the energy absorbing element (110A-110C) to fasten the end structure (5) and the energy absorbing element (110A-110C) to the end section frame (50). Railway car body structure (1) according to Claim 1 further comprising a fastening part penetrating the end section frame (50) and the energy absorbing member (110A-110C) to fasten the end structure (50) through the end section frame (50) and the energy absorbing member (110A-110C). Railway car body structure (1) according to Claim 1 , wherein the energy absorbing element (110A-110C) is fastened between the end section frame (50) and the end structure (5) by a first fastening part for fastening the end section frame (50) and the energy absorbing element (110A-110C), and a second fastening part for fastening the End structure (5) and the energy absorption element (110A-110C). Railway car body structure (1) according to Claim 1 wherein the end portion frame (50) is formed from an extrusion molded member. Shock absorbing structure, which includes: an end portion frame (50) annularly provided in an end portion of a railroad car body structure (1) in a longitudinal direction thereof, the railroad car body structure (1) being composed of side structures (4), a roof structure (3) and an undercarriage (2); and an energy absorbing member (110A-110C) provided in a manner to be interposed between the end portion frame (50) and a peripheral edge of an end structure (5) installed in an end portion of the railroad car body structure (1) in the longitudinal direction thereof, whereby the end portion frame (50) has an L-shaped cross section consisting of a side plate (104) arranged along the longitudinal direction of the side structure (4) and a bottom plate (102) provided along the end structure, the energy absorbing member (110A-110C) is discretely provided along the end portion frame (50) so as to lie along the side plate (104) and the bottom plate (102), and the energy absorbing member (110A-110C) collapses when a railroad car collides with an obstacle to absorb collision energy.

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