Railway vehicle

Abstract

To achieve relaxing of an impact load and protection of a living space in a railroad vehicle provided with an impact absorption structure for absorbing collision energy.SOLUTION: In a railway vehicle 1, a front frame 41 is erected at a front side end part in a vehicle longitudinal direction X of a base frame 2. In the railway vehicle 1, a support frame 10A is installed with a clearance S11 behind the front frame 41. The support frame 10A is formed in a V shape, and both end parts are fixed to the base frame 2. The clearance S11 is provided so as to bring the front frame 41 into contact with the support frame 10A after the front frame 41 is plastically deformed.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a railway vehicle equipped with an impact absorbing structure that absorbs collision energy. [Background technology]

[0002] For example, if a railway vehicle collides with a vehicle that is tall and heavy (such as a large truck), there is a concern that the front structure of the railway vehicle will deform inward, reducing the living space inside the vehicle. There is also a concern that the impact acceleration will cause harm to passengers and crew. For example, Patent Document 1 discloses a railway vehicle equipped with an impact absorbing structure to reduce the loss of living space in the event of such a collision and the harm caused by the impact acceleration.

[0003] For example, the railway vehicle disclosed in Patent Document 1 has a front frame located at the front portion of the carbody fixed to an underframe, and a shock absorber connected to a collision pillar constituting the front frame at a position higher than the underframe. The shock absorber is cylindrical and arranged to extend toward the interior of the car. The interior end of the shock absorber is connected to a support member fixed to the underframe. When the front frame receives an impact load, the shock absorber supports the collision pillar and suppresses deformation of the front frame. When the collision pillar falls and an impact load above a certain level is applied to the shock absorber, the shock absorber collapses in the axial direction and absorbs the collision energy. Because the shock absorber absorbs the collision energy at a position higher than the underframe, the loss of passenger space due to the collision is mitigated. Furthermore, because the shock absorber supports the falling collision pillar, the collision energy is gradually absorbed by the shock absorber, reducing the impact acceleration. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] International Publication No. 2010 / 109891 Summary of the Invention [Problem to be solved by the invention]

[0005] However, in the railway vehicle described in Patent Document 1, the buffer member has the function of supporting the front frame and the function of absorbing impact. However, once the buffer member begins to collapse, it cannot support any more load. In other words, the buffer member reaches its breaking strength when it begins to collapse, and if it receives a load greater than that, it will collapse without limit and will no longer be able to support the front frame. Therefore, the railway vehicle described in Patent Document 1 does not adequately protect the passenger space in the event of a collision, and there is room for improvement. [Means for solving the problem]

[0006] In order to solve the above problems, one aspect of the technology disclosed in this specification is (1) a railway vehicle having an underframe, a front frame erected at the front end of the underframe in the vehicle's fore-and-aft direction, and a V-shaped support frame positioned behind the front frame with a gap therebetween and fixed at both ends to the underframe, wherein the gap is a gap that allows the front frame to come into contact with the support frame after the front frame is plastically deformed.

[0007] In a railway vehicle having the above configuration, at the start of a collision, the front frame deforms independently by an amount equal to the gap between it and the support frame. While the gap remains, the collision energy is absorbed by the deformation of the front frame and the gap between the front frame and the support frame. The front frame, which has plastically deformed beyond the gap, comes into contact with the support frame fixed to the rear and transmits the impact load to the support frame. The support frame is V-shaped and has a truss-like structure with both ends fixed to the underframe, giving it high breaking strength. Even if the support frame receives a load from the plastically deformed front frame that is greater than the impact load that would plastically deform the front frame, it does not reach its breaking strength and can support the front frame, which plastically deforms toward the passenger space, thereby protecting the passenger space.

[0008] (2) In the railway vehicle described in (1), it is preferable that the support frame has a tower structure connecting a first support pillar and a second support pillar, the first support pillar is suspended from the underframe behind the front frame with the gap therebetween, and the second support pillar is positioned behind the first support pillar, with one end connected to the upper end of the first support pillar and the other end connected to the underframe.

[0009] In a railway vehicle having the above configuration, when the front frame plastically deforms toward the living space, the second support pillar of the support frame braces itself between the underframe and the plastically deforming front frame, preventing deformation of the front frame and protecting the living space.

[0010] (3) In the railway vehicle described in (1) or (2), it is preferable that the front frame is arranged at the front of the vehicle so as to face the support frame with the gap therebetween, and includes a vertical pillar erected on the underframe, and the vertical pillar plastically deforms between the obstacle and the support frame to absorb collision energy.

[0011] In a railway vehicle having the above configuration, for example, when an obstacle collides in front of the vehicle, the vertical pillars of the front frame deform to absorb the collision energy. The vertical pillars can further absorb the collision energy by plastically deforming to narrow the gap between them and the support frame. When the vertical pillars plastically deform until the gap is eliminated and they come into contact with the support frame, the front frame is supported by the support frame via the vertical pillars, and deformation toward the passenger compartment is suppressed. Therefore, the passenger compartment of the railway vehicle can be protected even if an impact load that buckles the vertical pillars that absorb collision energy acts on the front of the vehicle.

[0012] (4) In the railway vehicle described in (3), it is preferable that the front frame has an impact absorbing member arranged in front of the vertical pillar, and the impact absorbing member and the vertical pillar plastically deform between the obstacle and the support frame to absorb collision energy.

[0013] In a railway vehicle having the above configuration, for example, when an obstacle collides in front of the vehicle, the collision energy can be absorbed not only by the vertical pillars but also by the impact absorbing members, thereby suppressing the peak value of the impact load and more reliably protecting the living space.

[0014] (5) In the railway vehicle described in (3) or (4), it is preferable that the support frame has a height smaller than that of the vertical pillar.

[0015] In a railway vehicle having the above configuration, the support frame sinks into the vertical pillars of the front frame before it reaches its breaking strength, thereby suppressing deformation of the front frame and protecting the passenger space.

[0016] (6) In a railway vehicle described in any one of (1) to (5), it is preferable that the vehicle has a positional deviation prevention member that is fixed to the front frame at a position corresponding to the top of the support frame and that suppresses positional deviation of the support frame relative to the front frame, which is plastically deforming.

[0017] In a railway vehicle having the above configuration, when the front frame undergoes plastic deformation, the support frame is guided by the displacement prevention member and sinks into the front frame, so the support frame can reliably support the plastically deforming front frame. Furthermore, the railway vehicle can stably absorb collision energy by stably crushing the front frame components between the obstacle and the support frame.

[0018] (7) In a railway vehicle described in any one of (1) to (6), it is preferable that the underframe has side beams arranged along the vehicle longitudinal direction at both ends in the vehicle width direction, a center beam arranged along the vehicle longitudinal direction at a position inside the vehicle from the side beams, and a front end beam arranged at the front end and connected to the side beams and the center beam, and that both ends of the support frame are connected to the front end beams, and that the support frame has an intermediate frame that transmits the load received from the front frame from the front end beam to the center beam.

[0019] A railway vehicle having the above configuration can transmit the load that the support frame receives from the front frame to the center beam via the front end beam and the intermediate frame, so that the impact load that the support frame receives is supported by the intermediate frame, and deformation of the support frame and the structure behind it due to the impact load can be prevented.

[0020] (8) In a railway vehicle described in any one of (1) to (7), it is preferable that a fixing plate is welded to the underframe at a fixed position of the support frame behind the front frame, and one end and the other end of the support frame are joined to the fixing plate.

[0021] In a railway vehicle having the above configuration, for example, the support frame and fixing plate are assembled in advance by welding or the like, and then welded to the underframe. This allows the support frame to be attached to the underframe after the front frame and underframe are assembled, making it easy to adjust the gap formed between the support frame and the front frame.

[0022] (9) In the railway vehicle described in (8), it is preferable that the fixing plate has a plurality of holes used for welding.

[0023] In a railway vehicle having the above configuration, the weld length of the fixing plate can be increased by welding along the edges of the multiple holes or by plug welding using the multiple holes. This allows the support frame to be firmly fixed to the underframe via the fixing plate. Therefore, the support frame is less likely to come off the underframe even when subjected to a load from the front frame, thereby protecting the passenger space. [Effects of the Invention]

[0024] According to the above railway vehicle, in a railway vehicle equipped with an impact absorbing structure that absorbs collision energy, it is possible to mitigate impact loads and protect the passenger space. [Brief explanation of the drawings]

[0025] [Figure 1] FIG. 1 is a side view of a railway vehicle according to an embodiment. [Figure 2] FIG. 2 is a diagram showing the nose body structure as seen from the cross section AA in FIG. [Figure 3] 3 is a cross-sectional view of FIG. 2 taken along line B-B. [Figure 4] FIG. 3 is an enlarged perspective view of a main part taken along the CC cross section of FIG. 2. [Figure 5] 3 is a cross-sectional view taken along CC in FIG. 2. [Figure 6] FIG. 10 is a diagram showing a simulation result of vehicle deformation due to a collision. [Figure 7] FIG. 10 is a diagram showing a simulation result of vehicle deformation due to a collision. [Figure 8] FIG. 10 is a diagram showing a simulation result of vehicle deformation due to a collision. [Figure 9] FIG. 10 is a diagram showing a simulation result of vehicle deformation due to a collision. [Figure 10] 1A-1C show different embodiments of a rail vehicle; DETAILED DESCRIPTION OF THE INVENTION

[0026] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A railway vehicle according to an embodiment of the present invention will be described in detail below with reference to the accompanying drawings. This specification discloses a railway vehicle equipped with an impact absorbing structure in the frontal area.

[0027] <Railway vehicle configuration> The railway vehicle 1 of this embodiment shown in Figure 1 is the lead vehicle of a train running along rails Ra. The railway vehicle 1 comprises an underframe 2, a side structure 3, a leading structure 4, a roof structure 5, and an end structure (not shown), with a bogie 7 disposed near the front and rear ends of the underframe 2. The railway vehicle 1 is provided with a front window 6 in its front portion. The front window 6 of this embodiment is formed as a single window, but may also be configured with multiple windows lined up. The area behind the front window 6 may be a driver's cab or passenger seats. Hereinafter, the space facing the front window 6 where the crew or passengers are located will be referred to as the living space SP.

[0028] As shown in Figures 1 and 2, the side structures 3 are arranged at both ends of the underframe 2 in the vehicle width direction along the vehicle front-rear direction X, and their lower ends are joined to the underframe 2. Side openings are formed in the side structures 3 for installing doors and windows (not shown). A front structure 4 is joined to the underframe 2 and the front ends of the side structures 3, respectively. The front structure 4 is provided with a window installation opening 47 along the vehicle width direction Y for installing a front window 6. A roof structure 5 is joined to the upper ends of the side structures 3, the front structure 4, and an end structure (not shown).

[0029] The front body structure 4 of the railway vehicle 1 is provided with a front frame 41 below the front window 6, and the impact load during a collision is supported by the front frame 41. The railway vehicle 1 has support frames 10A and 10B installed at symmetrical positions behind the front frame 41, with a gap S11 between them in the front-to-rear direction X of the vehicle. The front frame 41, support frames 10A and 10B, and gap S11 will be described later. Note that X, Y, and Z shown in Figures 1 and 2 indicate the orientation of the railway vehicle 1. X indicates the front-to-rear direction of the vehicle, Y indicates the width direction of the vehicle, and Z indicates the up-and-down direction of the vehicle.

[0030] The structure of the underframe 2 will be described with reference to Fig. 3. The underframe 2 includes side sills 21A, 21B, front end sills 22A, 22B, center sills 23A, 23B, a bolster 24, and cross sills 25A, 25B.

[0031] The side sills 21A, 21B are arranged on both the left and right sides of the underframe 2 in the vehicle fore-and-aft direction X. The center sills 23A, 23B are arranged parallel to each other in the vehicle fore-and-aft direction X between the side sills 21A, 21B. The center sills 23A, 23B are arranged parallel to each other in the vehicle fore-and-aft direction X near the center of the underframe 2 and are connected via a connecting beam 28.

[0032] The front end beam 22A is connected to the front ends of the side beams 21A and the center beam 23A, respectively. The bolster 24 is disposed rearward of the front end beam 22A and connected to the side beams 21A, and the center beam 23A is connected to the front end beam 22A. The bolster 24 is supported from below by the bogie 7. The cross beam 25A is installed between the front end beam 22A and the bolster 24 in the vehicle width direction Y. The front end beam 22B and the cross beam 25B are disposed in the same manner as the front end beam 22A and the cross beam 25A. The front end beams 22A, 22B are connected via a connecting beam 31.

[0033] The structure of the front body structure 4 will be described with reference to Figures 2 and 4. The front body structure 4 has an outer plate 45 joined to the outside of a front frame 41 by welding or the like. A window mounting opening 47 is formed in the outer plate 45 above approximately the upper half in the vehicle vertical direction Z. The front frame 41 supports the outer plate 45 from the inside of the vehicle below the window mounting opening 47.

[0034] The front frame 41 includes corner posts 411A, 411B, a central post 412, vertical posts 413A, 413B, a horizontal beam 417, horizontal reinforcing girders 414A, 414B, 415A, 415B, 416A, 416B, vertical reinforcing girders 418A, 418B, and upper and lower connecting posts 419A, 419B. The central post 412, vertical posts 413A, 413B, horizontal reinforcing girders 414A, 414B, 415A, 415B, 416A, 416B, and vertical reinforcing girders 418A, 418B are each provided with a hollow portion to absorb collision energy.

[0035] The corner posts 411A, 411B are erected at the front end of the underframe 2 at the connection between the front and side of the leading body structure 4. The center post 412 is erected at the front end of the underframe 2 at the center of the leading body structure 4 in the car width direction. The corner posts 411A, 411B and the center post 412 are arranged to extend from the underframe 2 to the lower end of the window mounting opening 47 and are joined by welding or the like to a cross beam 417 arranged along the lower end of the window mounting opening 47. The upper ends of the corner posts 411A, 411B are joined to the roof body structure 5 via upper and lower connecting posts 419A, 419B that extend upward along the side ends of the window mounting opening 47.

[0036] The vertical pillar 413A is erected between the corner pillar 411A and the central pillar 412. The vertical pillar 413A is erected closer to the central pillar 412 than the midpoint between the corner pillar 411A and the central pillar 412. The vertical pillar 413A is arranged to extend from the underframe 2 to a height approximately half that of the corner pillars 411A and the central pillar 412, and is erected perpendicular to the front end of the underframe 2. The horizontal reinforcing girders 414A and 415A are arranged approximately midpoint between the underframe 2 and the window installation opening 47. The horizontal reinforcing girder 414A is connected to the corner pillar 411A and the vertical pillar 413A. The horizontal reinforcing girder 415A is connected to the vertical pillar 413A and the central pillar 412. The horizontal reinforcing girder 416A is arranged below the horizontal reinforcing girder 415A along the front end of the underframe 2, and is connected to the vertical pillar 413A and the central pillar 412.

[0037] The vertical reinforcing girder 418A is disposed in the vehicle vertical direction Z at an intermediate position between the corner post 411A and the central post 412, i.e., closer to the corner post 411A than the vertical post 413A, and is joined to the horizontal girder 417 and the horizontal reinforcing girder 414A by welding or the like. The vertical post 413B, the horizontal reinforcing girder 414B, 415B, 416B, and the vertical reinforcing girder 418B are configured in the same manner as the vertical post 413A, the horizontal reinforcing girder 414A, 415A, 416A, and the vertical reinforcing girder 418A, and therefore their explanation will be omitted.

[0038] The structures of the support frames 10A and 10B will be described with reference to Figures 4 and 5. Since the support frames 10A and 10B have the same structure, only the support frame 10A will be described here, and a description of the support frame 10B will be omitted.

[0039] 4 and 5, the support frame 10A is installed directly behind the vertical pillar 413A of the front frame 41, with a gap S11 therebetween. The gap S11 is a distance that allows the vertical pillar 413A of the front frame 41 to come into contact with the support frame 10A after the front frame 41 is plastically deformed. In this embodiment, the distance between the support frame 10A and the vertical pillar 413A in the vehicle fore-and-aft direction X is set to 5 mm or more and 30 mm or less, more preferably 10 mm or more and 20 mm or less, to form the gap S11.

[0040] The support frame 10A has a width dimension in the vehicle width direction Y that is smaller than the width dimension of the vertical pillars 413A and a height dimension in the vehicle up-down direction Z that is lower than the height of the vertical pillars 413A so that the support frame 10A will sink into the vertical pillars 413A and support the front frame 41 when the front frame 41 is plastically deformed toward the living space SP. The vertical pillars 413A have a hollow portion, which makes them less fracture-resistant than the support frame 10A and more susceptible to plastic deformation. The support frame 10A of this embodiment has a tower structure in which the upper ends of the first support pillar 11A and the second support pillar 12A are joined to form a V-shape (A-shape when installed). The support frame 10A has both lower ends, spaced apart in the fore-and-aft direction, fixed to the underframe 2 to form a truss-like structure, increasing its strength against external forces.

[0041] The first support pillar 11A is vertically attached to the front end beam 22A of the underframe 2 with a gap S11 directly behind the vertical pillar 413A. In this embodiment, the first support pillar 11A has a plate-like rectangular parallelepiped shape. The height (vertical dimension) of the first support pillar 11A in the vehicle up-down direction Z is smaller than the height (vertical dimension) of the vertical pillar 413A, the width dimension in the vehicle width direction Y is smaller than the width dimension of the vertical pillar 413A, and the thickness in the vehicle front-rear direction X is smaller than the length of the vertical pillar 413A in the vehicle front-rear direction X. The second support pillar 12A is thicker and stronger than the first support pillar 11A. One end of the second support pillar 12A is fixed to the upper end of the first support pillar 11A and the other end is fixed to the front end beam 22A of the underframe 2, so that the second support pillar 12A is inclined with its front higher than its rear, and can support the front frame 41 by being stretched between the underframe 2 and the vertical pillar 413A leaning toward the living space SP.

[0042] As shown in Figure 5, the support frame 10A is guided by the plastically deforming vertical pillar 413A via the displacement prevention member 15A. The displacement prevention member 15A has a U-shape with side plates 152 joined to both ends of an upper plate 151 in the vehicle width direction Y. The displacement prevention member 15A is fixed to the surface located behind the vertical pillar 413A in a position that covers the joint between the first support pillar 11A and the second support pillar 12A from above and from the left and right. A small gap is formed between the displacement cover and the support frame 10A, which prevents noise caused by contact while the vehicle is running and makes it easy to adjust the position of the support frame 10A during vehicle assembly.

[0043] As shown in FIG. 4, the support frame 10A is fixed to the underframe 2 via a fixing plate 16A. The fixing plate 16A has a long, narrow plate shape. The fixing plate 16A has a plurality of holes to increase the weld length. In this embodiment, the fixing plate 16A has a plurality of weld holes 161 for plug welding formed along the vehicle fore-and-aft direction X (longitudinal direction) at both ends in the vehicle width direction Y (short direction). Furthermore, the fixing plate 16A has a plurality of weld holes 162 formed along the vehicle fore-and-aft direction X in the center of the vehicle width direction Y. The weld holes 161, 162 are an example of the "plurality of holes."

[0044] The support frame 10A is retrofitted to the body structure using a fixing plate 16A. That is, after the body structure is assembled, the fixing plate 16A is plug-welded to the front end sill 22A and line-welded around the periphery. The support frame 10A is fixed to the underframe 2 by placing the first support column 11A and the second support column 12A on the fixing plate 16A and welding the edge of the first support column 11A to the fixing plate 16A and the edge of the second support column 12A to the fixing plate 16A, respectively. The fixing plate 16A is further welded along the edge of the welding hole 162 and fixed to the underframe 2.

[0045] Next, deformation of the railway vehicle 1 during a collision will be described with reference to the simulation results in Figs. 6 to 9. In this embodiment, a case where the railway vehicle 1 collides head-on with an obstacle OB that is tall and has a large mass will be described as an example. Since deformation occurs almost equally on both the left and right sides of the railway vehicle 1, deformation of the left half will be described here as an example.

[0046] As shown in Figure 6, before the railway vehicle 1 collides with the obstacle OB, a gap S11 is provided between the vertical pillar 413A of the front frame 41 and the first support pillar 11A of the support frame 10A, and the support frame 10A is not in contact with the front frame 41.

[0047] As shown in FIG. 7, when the railway vehicle 1 starts to collide with the obstacle OB, the front body structure 4 deforms independently until the front frame 41 contacts the support frame 10A. That is, in the front frame 41, the center pillar 412 first deforms to absorb the collision energy. The impact load received by the center pillar 412 is transmitted to the vertical pillar 413A via the horizontal reinforcing girders 415A and 416A. At this time, the horizontal reinforcing girders 415A and 416A deform to mitigate the impact load. A tensile load acts on the joints between the vertical pillar 413A and the horizontal reinforcing girders 415A and 416A, and a bending moment acts from the joints with the underframe 2. The tensile load is transmitted to the horizontal reinforcing girders 414A and the vertical reinforcing girders 418A. The horizontal reinforcing girders 414A and the vertical reinforcing girders 418A undergo plastic deformation, mitigating the tensile load. In the front frame 41, the impact load acting on the central pillar 412 is dispersed to the vertical pillars 413A, the horizontal reinforcing beams 414A, etc., and the collision energy is absorbed.

[0048] 8, the vertical pillars 413A of the front frame 41 plastically deform toward the living space SP while narrowing the gap S11 between them and the support frame 10A, and come into contact with the support frame 10A. Therefore, the impact load at the start of the collision of the railway vehicle 1 is alleviated by the gap S11 between the front frame 41 and the support frame 10A.

[0049] The vertical pillar 413A undergoes plastic deformation until it eliminates the gap S11 and comes into contact with the support frame 10A. The support frame 10A is formed in a V-shape, and both ends (the first support pillar 11A and the second support pillar 12A) are fixed to the underframe 2, forming a truss-like structure that is strong against external forces and has a higher breaking strength than the vertical pillar 413A. Furthermore, the support frame 10A can distribute the impact load received from the vertical pillar 413A to the underframe 2 via the first support pillar 11A and the second support pillar 12A, and can also prevent deformation due to load concentration on the structure behind the support frame 10A. Therefore, the support frame 10A and the structure behind it are less likely to deform even if an impact load is transmitted from the front frame 41.

[0050] The support frame 10A has a tower structure that combines a first support column 11A that is vertically attached to the underframe 2 and a second support column 12A that is installed at an angle between the first support column 11A and the underframe 2, and can support the front frame 41 by pushing back the front frame 41 in the opposite direction to the impact load applied from the front frame 41. This makes it possible to prevent the front frame 41 from deforming and compressing the living space SP during a collision.

[0051] The support frame 10A is shorter in height and width than the vertical pillar 413A. When the vertical pillar 413A, which has been plastically deformed toward the living space SP, comes into contact with the vicinity of the top of the support frame 10A, i.e., the vicinity of the joint between the first support pillar 11A and the second support pillar 12A, the top of the support frame 10A is pressed intensively against the vertical pillar 413A, and the first support pillar 11A, supported by the second support pillar 12A, sinks into the vertical pillar 413A. Furthermore, the dimension of the vertical pillar 413A in the vehicle length direction (front-rear direction) X is greater than the length (thickness) of the first support pillar 11A in the vehicle length direction (front-rear direction) X. Therefore, the buckling load of the side surface of the vertical pillar 413A is smaller than that of the side surface of the first support pillar 11A. Therefore, the side surface of the vertical pillar 413A buckles preferentially. When the first support pillar 11A sinks into the vertical pillar 413A, the second support pillar 12A braces itself between the vertical pillar 413A and the underframe 2, supporting the front frame 41 on which the bending moment acts, and protecting the living space SP.

[0052] When the vertical column 413A plastically deforms toward the gap S11, the displacement prevention member 15A guides the vertical column 413A so that it does not come off the support frame 10A. The displacement prevention member 15A prevents the support frame 10A from shifting left and right relative to the vertical column 413A by using the side plates 152 on both the left and right sides. In response to the plastic deformation of the vertical column 413A toward the living space SP, the displacement prevention member 15A can press the support frame 10A toward the vertical column 413A by using the top plate 151 that connects the side plates 152 on both the left and right sides. Therefore, the support frame 10A can reliably sink into the vertical column 413A and support the front frame 41. Furthermore, by preventing displacement, the hollow cross section of the vertical column 413A can be stably crushed between the support frame 10A and the obstacle OB, effectively absorbing collision energy.

[0053] The impact load that the support frame 10A receives from the vertical pillars 413A is transmitted to and supported by the front end beam 22A, the first intermediate frame 13A extending parallel to the vehicle longitudinal direction from the front end beam 22A near the rear end of the support frame 10A to the cross beam 25A, the cross beam 25A, and the second intermediate frame 14A extending obliquely with respect to the vehicle longitudinal direction from the rear surface of the cross beam 25 to which the first intermediate frame 13A is joined toward the joint between the rear cross beam 25A and the center beam 23A. Therefore, the support frame 10A is unlikely to be crushed by the load received from the vertical pillars 413A.

[0054] The support frame 10A uses the fixing plate 16A to increase the welding area to be welded to the underframe 2. Therefore, even if the support frame 10A receives a rearward load from the vertical pillar 413A, it can support the front frame 41 without being pulled away from the underframe 2.

[0055] 9, at the end of the collision, the front ends of the front end sill 22A and center sill 23A, the first and second intermediate frames 13A, 14A, etc. may be deformed. Even in this case, the support frame 10A does not reach breaking strength, and supports the front frame 41 from behind, preventing the front frame 41 from collapsing into the living space SP, thereby protecting the living space SP.

[0056] As described above, in the railway vehicle 1 of this embodiment, at the start of a collision, the front frame 41 deforms independently by the gap S11 between it and the support frame 10A. While the gap S11 remains, the collision energy is absorbed by the deformation of the front frame 41 and the gap S11 between the front frame 41 and the support frame 10A. The front frame 41, which has plastically deformed beyond the gap S11, comes into contact with the support frame 10A fixed to the rear and transmits the impact load to the support frame 10A. The support frame 10A has a V-shape and a truss-like structure with both ends fixed to the underframe 2, which increases its breaking strength. Even when the support frame 10A receives a load from the plastically deformed front frame 41 that is greater than the impact load that would plastically deform the vertical pillars 413A, it does not reach its breaking strength and protects the living space SP by supporting the front frame 41, which plastically deforms toward the living space SP, while also absorbing additional collision energy through the deformation of the vertical pillars 413A. Therefore, according to the railway vehicle 1 of this embodiment, in the railway vehicle 1 having an impact absorbing structure that absorbs collision energy, it is possible to mitigate the impact load and protect the living space SP.

[0057] <Modification> The technology disclosed in this specification is not limited to the above embodiment, and various modifications are possible without departing from the spirit of the present invention. For example, in this embodiment, the underframe 2 is divided into left and right halves and has a symmetrical structure, but the structure does not have to be symmetrical.

[0058] The support frame 10A may be configured as a single part. However, if the support frame 10A has a tower structure in which a first support column 11A and a second support column 12A are joined together, the first support column 11A is vertically attached to the underframe 2 with a gap S11 behind the vertical column 413A, and the second support column 12A is disposed behind the first support column 11A and installed at an angle between the underframe 2 and the first support column 11A, the second support column 12A of the support frame 10A will brace itself between the underframe 2 and the front frame 41, which is subject to plastic deformation, thereby suppressing deformation of the front frame 41 and protecting the living space SP.

[0059] The support frame 10A does not have to have, for example, the first support pillar 11A installed perpendicularly to the underframe 2 and formed in a right-angled triangle shape relative to the underframe 2. However, by having the first support pillar 11A installed perpendicularly to the underframe 2 and formed in a right-angled triangle shape relative to the underframe 2, the support frame 10A is less likely to collapse due to the load received from the front frame 41 collapsing toward the living space SP, and it becomes easier to support the front frame 41.

[0060] The railway vehicle 1 may use, for example, a front frame 1041 shown in FIG. 10 instead of the front frame 41. The front frame 1041 has a plurality of horizontal reinforcing girders 414A, and vertical columns 1413A are arranged at the front of the vehicle so as to directly face the support frame 10A with a gap S11 therebetween, and are suspended from the underframe 2. The vertical columns 1413A extend upward beyond the horizontal reinforcing girders 414A and are connected to the horizontal beam 417. The front frame 1041 has an impact absorbing member 1420 arranged in front of the vertical columns 1413A. The impact absorbing member 1420 is formed, for example, by a column with a hollow portion, and is arranged in front of the vertical columns 1413A substantially parallel to the fore-and-aft direction X of the vehicle. For example, when an obstacle collides in front of the vehicle, the railway vehicle 1 equipped with the front frame 1041 can absorb the collision energy not only by the vertical pillar 1413A but also by the impact absorbing member 1420, thereby suppressing the peak value of the impact load and more reliably protecting the living space SP. Furthermore, the railway vehicle 1 uses the impact absorbing member 1420 to provide not only the gap S11 behind the vertical pillar 1413A but also a gap S12 in front of the vertical pillar 1413A, thereby increasing the amount of collision energy absorbed and making it easier to protect the living space SP.

[0061] The support frame 10A may be the same height as the vertical pillars 413A or may be taller than the vertical pillars 413A. However, if the support frame 10A is shorter than the vertical pillars 413A, the support frame 10A will sink into the vertical pillars 413A before reaching its breaking strength, suppressing deformation of the front frame 41 and protecting the living space SP. In addition, the deformation of the vertical pillars 413A further absorbs collision energy.

[0062] The displacement prevention members 15A and 15B are not necessary. However, by fixing the displacement prevention members 15A and 15B to the vertical columns 413A and 413B, when the front frame 41 plastically deforms, the support frames 10A and 10B are guided by the displacement prevention members 15A and 15B and sink into the vertical columns 413A and 413B, so that the support frames 10A and 10B can reliably support the plastically deforming front frame 41. Furthermore, the railway vehicle 1 can stably crush the vertical column 413A, which is a part of the front frame, between the obstacle and the support frame 10A, thereby deforming the vertical column 413A, thereby further stably absorbing collision energy.

[0063] The first and second intermediate frames 13A, 14A do not have to be provided. However, for example, by providing the first and second intermediate frames 13A, 14A, the load that the support frame 10A receives from the front frame 41 can be transmitted to the center beam 23A via the front end beam 22A, the first and second intermediate frames 13A, 14A, and the cross beam 25A, so that the impact load that the support frame 10A receives is supported by the first and second intermediate frames 13A, 14A, and deformation of the support frame 10A and the structure behind it due to the impact load can be suppressed.

[0064] Instead of the first and second intermediate frames 13A, 14A, an intermediate frame connecting the front end beam 22A and the center beam 23A may be used. In this case, the impact load received by the support frame 10A is transmitted to the center beam 23A and supported, thereby preventing the support frame 10A from deforming due to the impact load. However, by using the first and second intermediate frames 13A, 14A to ensure a long path for transmitting the impact load from the support frame 10A to the center beam 23A, it is expected that the first and second intermediate frames 13A, 14A will deform and absorb the collision energy.

[0065] The first intermediate frame 13A may extend to the bolster 24. However, by using the second intermediate frame 14A to transmit the impact load to the center beam 23A, the length of the components is reduced, making it possible to support the impact load with a lighter structure.

[0066] The fixing plates 16A, 16B may be omitted, and the support frames 10A, 10B may be directly fixed to the underframe 2 by welding or the like. However, by fixing the support frames 10A, 10B to the underframe 2 via the fixing plates 16A, 16B, the railway vehicle 1 can employ a construction method in which the support frames 10A, 10B and the fixing plates 16A, 16B are previously assembled by welding or the like, and then welded to the underframe 2. This allows the support frames 10A, 10B to be attached to the underframe 2 after the front frame 41 and the underframe 2 are assembled, and makes it easy to adjust the gap S11 formed between the support frames 10A, 10B and the vertical pillars 413A, 413B of the front frame 41.

[0067] The welding holes 161, 162 of the fixing plates 16A, 16B are not necessarily required. However, by providing the welding holes 161, 162 in the fixing plates 16A, 16B and increasing the welding length, the support frames 10A, 10B are firmly fixed to the underframe 22 via the fixing plates 16A, 16B. Therefore, the support frame 10A is unlikely to come off the underframe 22 even when a load is applied from the front frame 41, and the living space SP can be protected.

[0068] The underframe 2 may have a structure different from that of the above embodiment, such as by arranging one center sill and one front end sill along the vehicle width direction Y. The leading body structure 4 may have a shape different from that of the above embodiment, such as a shape that does not protrude forward of the vehicle but is recessed toward the rear of the vehicle, or a flat shape along the vehicle width direction Y. The front frame 41 may have a configuration different from that of the above embodiment. For example, the front frame 41 may have an increased or decreased number of vertical columns 413A, 413B, the center column 412 may be omitted, an additional horizontal reinforcing girder may be arranged between the horizontal reinforcing girders 414A, 416A, the number of vertical reinforcing girders 418A, 418B may be increased or decreased, or the corner columns 411A, 411B may be arranged to extend from the underframe 2 to the roof body structure 5, and the upper and lower connecting columns 419A, 419B may be omitted.

[0069] The support frames may be installed behind the vertical pillars that make up the front frame with a gap S11, and the number and arrangement of the support frames may be different from those in the above embodiment. The vertical pillars 413A and 413B may have holes drilled therein to adjust their strength.

[0070] Each of the support frames 10A, 10B may further include a reinforcing pillar arranged along the vehicle front-rear direction X to connect the first support pillar 11A and the second support pillar 12A.

[0071] The vertical pillar 413A does not have to be formed in a hollow rectangular pillar shape or installed perpendicular to the underframe 2. For example, the vertical pillar 413A may have a curved shape according to the shape of the front end, or may be inclined with respect to the underframe 2. [Explanation of symbols]

[0072] 1. Railway vehicles 2 frame 10A, 10B Support frame 22A,22B Front end beam 23A,23B Middle beam 41 Front Frame S11 Gap

Claims

1. The frame and a front frame erected at a front end of the underframe in the vehicle longitudinal direction; a V-shaped support frame disposed rearward of the front frame with a gap therebetween, and both ends of the support frame fixed to the underframe; and The gap is a gap for allowing the front frame to contact the support frame after the front frame is plastically deformed. A railway vehicle configured as follows:

2. 2. The railway vehicle according to claim 1, The support frame has a tower structure in which a first support pillar and a second support pillar are connected, the first support pillar is vertically installed on the underframe with the gap behind the front frame, the second support pillar is disposed rearward of the first support pillar, one end of the second support pillar is connected to the upper end of the first support pillar, and the other end of the second support pillar is connected to the underframe; A railway vehicle configured as follows:

3. 2. The railway vehicle according to claim 1, the front frame is disposed at the front of the vehicle so as to directly face the support frame with the gap therebetween, and has a vertical pillar erected on the underframe, The vertical pillars plastically deform between the obstacle and the support frame to absorb collision energy. A railway vehicle configured as follows:

4. 4. The railway vehicle according to claim 3, the front frame has an impact absorbing member disposed in front of the vertical pillar, The impact absorbing member and the vertical pillars plastically deform between the obstacle and the support frame to absorb collision energy. A railway vehicle configured as follows:

5. The railway vehicle according to claim 3 or 4, The support frame has a low height compared to the vertical columns. A railway vehicle configured as follows:

6. 2. The railway vehicle according to claim 1, a displacement prevention member fixed to the front frame at a position corresponding to the top of the support frame, the displacement prevention member preventing the support frame from being displaced relative to the front frame which is plastically deformed; A railway vehicle configured as follows:

7. 2. The railway vehicle according to claim 1, The underframe is side beams arranged at both ends in the vehicle width direction along the vehicle front-rear direction; a center sill disposed along the vehicle longitudinal direction at a position closer to the vehicle interior than the side sills; a front end beam disposed at the front end and coupled to the side beams and the center beam; and Both ends of the support frame are connected to the front end beam, The support frame has an intermediate frame that transmits the load received from the front frame from the front end beam to the center beam. A railway vehicle configured as follows:

8. 2. The railway vehicle according to claim 1, a fixing plate welded to the underframe at a fixing position of the support frame behind the front frame, One end and the other end of the support frame are joined to the fixed plate. A railway vehicle configured as follows:

9. 9. The railway vehicle according to claim 8, The fixing plate has a plurality of holes for welding. A railway vehicle configured as follows:

Images