JP6960833B2 - Railroad vehicle - Google Patents

Description

The present invention relates to a railroad vehicle, and more particularly to a railroad vehicle capable of improving the strength of the vehicle against a collision load even when the shock absorbing member is connected to the underframe above the underframe.

A structure is known in which a shock absorbing member is provided at an end portion in the longitudinal direction of an underframe in a leading vehicle of a railway vehicle. When a collision is assumed above the underframe in the vehicle height direction, the shock absorbing member is provided above the underframe. For example, according to the leading structure of a railroad vehicle disclosed in Patent Document 1, a front wall is held by a collision pillar standing at an end portion in the longitudinal direction of an underframe, and a collision energy absorbing device is provided on the front wall. As a result, the load of the collision above the underframe is absorbed by the collision energy absorber.

Japanese Unexamined Patent Publication No. 2015-030336 (for example, FIG. 1)

However, in the above-mentioned conventional technique, since the shock absorbing member is connected to the upper surface of the underframe via the collision column, a bending moment is generated in the underframe due to the load of the collision, and the underframe bends upward of the vehicle. It becomes easy to be deformed. Therefore, when the shock absorbing member is provided above the underframe, there is a problem that the strength of the vehicle against the load of the collision is lowered.

The present invention has been made to solve the above problems, and even when the shock absorbing member is connected to the underframe above the underframe, the strength of the vehicle against the load of collision is improved. The purpose is to provide a railroad vehicle that can achieve the above.

In order to achieve this object, the railcar according to claim 1 includes an underframe extending in the longitudinal direction of the vehicle, a pair of side structures erected from the end of the underframe in the vehicle width direction, and a pair thereof. A roof structure for connecting upper ends of the side structure in the vehicle height direction and a plurality of shock absorbing members connected to the upper surface of the underframe are provided, and the underframe is provided with a vehicle width direction of the underframe. A pair of first corners at both ends, one end of which is connected to the vehicle longitudinal end side of the underframe from the connecting portion of the shock absorbing member and the underframe, and the other end is connected to the roof structure. A pillar, a first cross beam connecting the shock absorbing member and the first corner pillar, and a second cross beam connecting the plurality of shock absorbing members are provided , and the first cross beam is the plurality of shock absorbing members. closest the impact absorbing member to the first corner post of you connecting the first corner post.
The railway vehicle according to claim 2 has an underframe extending in the longitudinal direction of the vehicle, a pair of side structures erected from the end of the underframe in the vehicle width direction, and a vehicle height of the pair of side structures. It includes a roof structure that connects the upper ends in the direction and a shock absorbing member that is connected to the upper surface of the underframe, and one end of the underframe on both sides in the vehicle width direction absorbs the shock. A pair of first corner columns connected to the vehicle longitudinal end side of the underframe from the connecting portion of the member and the underframe and the other end connected to the roof structure, the shock absorbing member and the first. A first cross beam connecting one corner pillar, and a second corner pillar erected from the underframe on the vehicle longitudinal end side of the underframe with respect to one end of the first corner pillar and the connecting portion of the underframe. And a first connecting beam connecting the second corner pillar and the first corner pillar.
The railroad vehicle according to claim 3 has an underframe extending in the longitudinal direction of the vehicle, a pair of side structures erected from the end of the underframe in the vehicle width direction, and a vehicle height of the pair of side structures. It includes a roof structure that connects the upper ends in the direction and a plurality of shock absorbing members that are connected to the upper surface of the underframe, and one end of the underframe is provided at both ends in the vehicle width direction. A pair of first corner columns connected to the vehicle longitudinal end side of the underframe from the connecting portion of the shock absorbing member and the underframe and the other end connected to the roof structure, and the shock absorbing member. A second cross beam connecting the first corner pillar, and a second beam erected from the underframe on the center side of the underframe in the vehicle longitudinal direction with respect to one end of the first corner pillar and the connecting portion of the underframe. The second corner pillar, the first connecting beam connecting the second corner pillar and the first corner pillar, and the shock absorbing member closest to the first corner pillar among the plurality of shock absorbing members. The first cross beam connected to the first corner pillar via the corner pillar and the first connecting beam, the second cross beam connecting the plurality of shock absorbing members to each other, and the pair of first corner pillars to be connected to each other. The third cross beam includes the shock absorbing member, at least one of the first cross beam or the second cross beam, and a second connecting beam connecting the third cross beam, and the first cross beam is the second cross beam. The first corner pillar is connected to the first corner pillar via the corner pillar and the first connecting beam, and the second corner pillar is arranged in pairs at both ends of the underframe in the vehicle width direction, and the first connecting beam is provided. Connects the second corner pillar and the first corner pillar closest to the first corner pillar among the second corner pillars.

The railroad vehicle according to claim 4 is the railroad vehicle according to claim 1 or 2, wherein the pair of first corner pillars is formed as linear pillars, and the pair of first corner pillars are in the vehicle height direction. It is provided with a third cross beam that connects the substantially central portions.

The railroad vehicle according to claim 5 is the railroad vehicle according to claim 2 , wherein the second corner pillars are arranged in pairs at both ends of the underframe in the vehicle width direction, and the first connecting beam is formed on the first connecting beam. The second corner pillar closest to the first corner pillar of the second corner pillar and the first corner pillar are connected, and the pair of second corner pillars are connected to each other with a fourth cross beam and the shock absorption. The member or at least one of the first cross beams and a second connecting beam connecting the fourth cross beams are provided.

The railroad vehicle according to claim 6 is the railroad vehicle according to claim 2 , wherein a plurality of the shock absorbing members are connected to the upper surface of the underframe, and the first corner pillar of the plurality of shock absorbing members is connected. A first cross beam connecting the shock absorbing member and the first corner pillar closest to the above, and a second cross beam connecting the plurality of shock absorbing members are provided, and the second corner pillar is a vehicle of the underframe. A pair of beams are arranged at both ends in the width direction, and the first connecting beam connects the second corner pillar and the first corner pillar closest to the first corner pillar of the second corner pillars. , The fourth cross beam connecting the pair of second corner columns, the shock absorbing member, at least one of the first cross beam or the second cross beam, and the second connecting beam connecting the fourth cross beam. To be equipped.

Railway vehicle according to claim 7, wherein, in a railway vehicle according to claim 1 Symbol placement, in the vehicle longitudinal center side of the underframe than one end and connecting portion of the underframe of the first corner post standing from the underframe The second corner pillar to be provided, the second corner pillar, and the first connecting beam connecting the first corner pillar are provided, and the first cross beam is via the second corner pillar and the first connecting beam. Is connected to the first corner pillar.

The railroad vehicle according to claim 8 is the railroad vehicle according to claim 7, wherein the second corner pillars are arranged in pairs at both ends of the underframe in the vehicle width direction, and the first connecting beam is formed. A third cross beam that connects the second corner pillar and the first corner pillar that are closest to the first corner pillar among the second corner pillars and connects the pair of first corner pillars, and the shock absorption. The member or at least one of the first cross beams and a second connecting beam connecting the third cross beams are provided.

According to any one of claims 1 to 3 , one end of the underframe on both sides in the vehicle width direction is the end of the underframe in the vehicle longitudinal direction rather than the connecting portion between the shock absorbing member and the underframe. Since it is provided with a pair of first corner pillars that are connected to the side and the other end is connected to the roof structure, the underframe is located on the vehicle longitudinal end side of the underframe rather than the connecting portion between the shock absorbing member and the underframe. Deformation can be constrained. Therefore, the deformation of the underframe due to the bending moment can be effectively suppressed, and the strength of the vehicle against the load of the collision is improved.

Further, since the first cross beam connecting the shock absorbing member and the first corner column is provided, a part of the load of the collision can be directly transmitted to the roof structure and the side structure via the first corner column. That is, since a part of the load of the collision is transmitted to the roof structure and the side structure without passing through the underframe, the deformation of the underframe due to the bending moment can be suppressed more effectively. Therefore, there is an effect that the strength of the vehicle against the load of the collision is improved.

Further, since the first cross beam connecting the shock absorbing member and the first corner column is provided, there is an effect that the shear load applied to the connecting portion between the shock absorbing member and the underframe due to the load of collision can be suppressed.

Further, since the first cross beam that connects the shock absorbing member and the first corner pillar is provided, the portion of the first corner pillar that is located closer to the end portion of the underframe in the vehicle longitudinal direction than the connecting portion with the first cross beam. Is subject to tensile load due to the impact load, so it is not necessary to consider buckling due to compressive load. That is, since the strength of the member may be designed with respect to the tensile load assumed by the collision and the bending moment received from the underframe, the degree of freedom in the design is large. Therefore, there is an effect that the weight of the first corner pillar can be reduced.

According to the railway vehicle according to claim 1, shock-absorbing member, a plurality is connected to the upper surface of the underframe, a second lateral beam connecting the plurality of shock absorbing members to each other, the first cross beam includes a plurality of Since the shock absorbing member closest to the first corner pillar of the shock absorbing members and the first corner pillar are connected, the plurality of shock absorbing members and the pair of the first corner pillars can be connected while suppressing the increase in the vehicle weight. It has the effect of being able to be connected.
According to the railway vehicle according to claim 2, the second corner pillar erected from the underframe on the vehicle longitudinal direction end side of the underframe with respect to one end of the first corner pillar and the connecting portion of the underframe, and the second corner pillar thereof. Since the two corner columns and the first connecting beam connecting the first corner columns are provided, it is possible to suppress the application of compressive load and bending moment to the first corner column due to the impact load, and the first corner column buckles. Can be suppressed. Further, since the second corner pillar is connected to the end side of the underframe in the vehicle longitudinal direction with respect to the first corner pillar, the deformation of the underframe due to the bending moment can be suppressed more effectively. Therefore, there is an effect that the strength of the vehicle against the load of the collision is improved.
Further, since the first connecting beam connects the first corner column and the second corner column, the load of collision is received by the tensile load. That is, since it is not necessary to consider buckling due to the compressive load, the degree of freedom in design is large. Therefore, the first connecting beam can be made a lighter member, and there is an effect that an increase in vehicle weight can be suppressed.
According to the railroad vehicle according to claim 3, the second corner pillar erected from the underframe on the center side of the underframe in the longitudinal direction of the vehicle with respect to one end of the first corner pillar and the connecting portion of the underframe, and the second corner pillar thereof. A corner column and a first connecting beam connecting the first corner column are provided, and the first cross beam is connected to the first corner column via the second corner column and the first connecting beam. It is possible to suppress the application of the compressive load and the bending moment to the one corner column, and it is possible to suppress the buckling of the first corner column.
Further, since the first connecting beam connects the first corner column and the second corner column, the load of collision is received by the tensile load. That is, since it is not necessary to consider buckling due to the compressive load, the degree of freedom in design is large. Therefore, the first connecting beam can be made a lighter member, and there is an effect that an increase in vehicle weight can be suppressed.
The second corner pillars are arranged in pairs at the ends of the underframe on both sides in the vehicle width direction, and the first connecting beam is the second corner pillar and the first corner pillar closest to the first corner pillar of the second corner pillars. Since the corner columns are connected, the second corner column and the first connecting beam can be integrated with the side structure. Therefore, there is an effect that an increase in vehicle weight and an increase in occupied space due to the installation of the second corner pillar can be suppressed.
Since the shock absorbing member, the first cross beam, or at least one of the second cross beams is provided with the second connecting beam connecting the third cross beam, the load of the collision transmitted from the shock absorbing member via the second connecting beam can be applied. It is transmitted to the roof structure and the side structure via the third cross beam, the first corner column, the first connecting beam and the second corner column. Therefore, the load of the collision can be distributed over a wider range, which has the effect of improving the strength of the vehicle against the load of the collision.
Further, since the second connecting beam connects at least one of the shock absorbing member, the first cross beam or the second cross beam, and the third cross beam, the load of collision is received by the tensile load. That is, since it is not necessary to consider buckling due to the compressive load, the degree of freedom in design is large. Therefore, the second connecting beam can be made a lighter member, and there is an effect that an increase in vehicle weight can be suppressed.

According to the railroad vehicle according to the fourth aspect , in addition to the effect of the railroad vehicle according to the first or second aspect, a third cross beam connecting the substantially central portions of the pair of first corner columns in the vehicle height direction is provided. Therefore, even if the first corner pillar receives a compressive load between the roof structure and the underframe, it is possible to prevent the first corner pillar from being displaced in the vehicle width direction and buckling. That is, by suppressing the buckling of the first corner column, a larger load can be transmitted to the roof structure and the side structure through the first corner column, and the deformation of the underframe due to the bending moment can be more effectively performed. Can be suppressed. Therefore, there is an effect that the strength of the vehicle against the load of the collision is improved.

According to the railway vehicle according to claim 5 or 6 , in addition to the effect of the railway vehicle according to claim 2 , the second corner pillars are arranged in pairs at both ends of the underframe in the vehicle width direction. , The first connecting beam connects the second corner column and the first corner column closest to the first corner column of the second corner columns, so that the second corner column and the first connecting beam are integrated with the side structure. Can be done. Therefore, there is an effect that an increase in vehicle weight and an increase in occupied space due to the installation of the second corner pillar can be suppressed.

Further, since the fourth cross beam connecting the pair of the second corner columns is provided, it is possible to suppress the displacement of the second corner column and the first connecting beam in the vehicle width direction due to the load of the collision, and the underframe due to the bending moment. Deformation can be suppressed more effectively. Therefore, there is an effect that the strength of the vehicle against the load of the collision is improved.

Further, according to the railway vehicle according to claim 5 , in addition to the effect of the railway vehicle according to claim 2, a second connecting beam connecting at least one of the shock absorbing member or the first cross beam and the fourth cross beam is provided. Therefore, the load of the collision transmitted from the shock absorbing member via the second connecting beam is transmitted to the roof structure and the side structure via the fourth cross beam, the second corner column, the first connecting beam and the first corner column. .. Therefore, the load of the collision can be distributed over a wider range, which has the effect of improving the strength of the vehicle against the load of the collision.

Further, since the second connecting beam connects at least one of the shock absorbing member or the first cross beam with the fourth cross beam, the load of collision is received by the tensile load. That is, since it is not necessary to consider buckling due to the compressive load, the degree of freedom in design is large. Therefore, the second connecting beam can be made a lighter member, and there is an effect that an increase in vehicle weight can be suppressed.

Further, according to the railroad vehicle according to claim 6 , in addition to the effect of the railroad vehicle according to claim 2 , at least one of the shock absorbing member, the first cross beam or the second cross beam and the fourth cross beam are connected to each other. Since the connecting beam is provided, the load of the collision transmitted from the shock absorbing member via the second connecting beam is applied to the roof structure and the side structure via the fourth cross beam, the second corner column, the second connecting beam and the first corner column. Is transmitted to. Therefore, the load of the collision can be distributed over a wider range, which has the effect of improving the strength of the vehicle against the load of the collision.

Further, since the second connecting beam connects at least one of the shock absorbing member, the first cross beam or the second cross beam and the fourth cross beam, the load of collision is received by the tensile load. Therefore, it is possible to make the member lighter, and there is an effect that an increase in the weight of the vehicle can be suppressed.

According to the railway vehicle according to claim 7, wherein, in addition to the effects of the railway vehicle according to claim 1 Symbol placement, the vehicle longitudinal direction at the center side underframe also underframe the connecting portion of the one end and the underframe of the first corner post It is provided with a second corner column erected from, and a first connecting beam connecting the second corner column and the first corner column, and the first cross beam is a first connecting beam via the second corner column and the first connecting beam. Since it is connected to the one corner column, it is possible to suppress the application of the compressive load and the bending moment to the first corner column due to the impact load, and it is possible to suppress the buckling of the first corner column.

Further, since the first connecting beam connects the first corner column and the second corner column, the load of collision is received by the tensile load. That is, since it is not necessary to consider buckling due to the compressive load, the degree of freedom in design is large. Therefore, the first connecting beam can be made a lighter member, and there is an effect that an increase in vehicle weight can be suppressed.

According to a railway vehicle according to claim 8 Symbol mounting, in addition to the effects of the railway vehicle according to claim 7, the second corner posts are arranged in a pair on the end of the vehicle width direction on both sides of the underframe, first Since the connecting beam connects the second corner column and the first corner column closest to the first corner column of the second corner columns, the second corner column and the first connecting beam can be integrated with the side structure. Therefore, there is an effect that an increase in vehicle weight and an increase in occupied space due to the installation of the second corner pillar can be suppressed.

Further, according to the railroad vehicle according to claim 8, in addition to the effect of the railroad vehicle according to claim 7, a second connecting beam connecting at least one of the shock absorbing member or the first cross beam and the third cross beam is provided. Therefore, the load of the collision transmitted from the shock absorbing member via the second connecting beam is transmitted to the roof structure and the side structure via the third cross beam, the first corner column, the first connecting beam and the second corner column. .. Therefore, the load of the collision can be distributed over a wider range, which has the effect of improving the strength of the vehicle against the load of the collision.

Further, since the second connecting beam connects at least one of the shock absorbing member or the first cross beam with the third cross beam, the load of collision is received by the tensile load. That is, since it is not necessary to consider buckling due to the compressive load, the degree of freedom in design is large. Therefore, the second connecting beam can be made a lighter member, and there is an effect that an increase in vehicle weight can be suppressed.

(A) is a side view of a railroad vehicle according to the first embodiment of the present invention, and (b) is a perspective view of the railroad vehicle. (A) is a front view of the railroad vehicle seen from the direction of arrow IIa of FIG. 1 (a), and (b) is a plan view of the railroad car seen from the direction of arrow IIb of FIG. 2 (a). (A) is a side view of the railroad vehicle seen from the direction of arrow IIIa of FIG. 2 (a), and (b) is a cross-sectional view of the railroad vehicle on the line IIIb-IIIb of FIG. 2 (a). (A) is a cross-sectional view of a railway vehicle on the IVa-IVa line of FIG. 2 (a), and (b) is a front view of the railway vehicle according to the second embodiment. (A) is a plan view of the railroad vehicle seen from the direction of the arrow Va in FIG. 4 (b), and (b) is a side view of the railroad vehicle seen from the direction of the arrow Vb of FIG. 4 (b). (A) is a cross-sectional view of a railroad vehicle on the VIa-VIa line of FIG. 4 (b), and (b) is a cross-sectional view of the railroad vehicle on the VIb-VIb line of FIG. 4 (b). (A) is a perspective view of the railway vehicle according to the third embodiment, and (b) is a front view of the railway vehicle. FIG. 7 (b) is a cross-sectional view of a railroad vehicle on the VIII-VIII line of FIG. 7 (b).

Hereinafter, preferred embodiments of the present invention will be described with reference to the accompanying drawings. First, the overall configuration of the railway vehicle 1 will be described with reference to FIG. FIG. 1A is a side view of the railway vehicle 1 according to the first embodiment of the present invention, and FIG. 1B is a perspective view of the railway vehicle 1.

In addition, in FIG. 1A and FIG. 1B, a part of the railroad vehicle 1 is omitted, and in FIG. 1B, the thickness of the side structure 5 is omitted and the frame is shown. Is schematically illustrated. Further, in the following description, the traveling direction of the railcar 1 is defined as the front side, the direction opposite to it is defined as the rear side, and the end portion in the longitudinal direction of the vehicle is defined as the end portion in the traveling direction side (front side) in the longitudinal direction of the vehicle. Define.

As shown in FIG. 1, the railway vehicle 1 is formed from a wheel 2, a carriage 3 that pivotally supports the wheel 2, an underframe 4 supported by the underframe 3, and an end portion of the underframe 4 in the vehicle width direction. A pair of side structures 5 to be erected, a roof structure 6 connecting the upper ends of the pair of side structures 5 in the vehicle height direction, and a shock absorbing member 7 connected to the upper surface of the underframe 4. Mainly prepare.

The shock absorbing member 7 mainly includes a shock absorbing portion 7a for absorbing the load of the collision of the railway vehicle 1 at the time of a collision, and a supporting portion 7b for supporting the shock absorbing portion 7a. The support portion 7b is formed in a plate shape, and its lower surface (lower surface in FIG. 1 (b)) is connected to the upper surface of the underframe 4 (upper surface in FIG. 1 (b)). , The underframe 4 is located closer to the center of the vehicle longitudinal direction than the end portion of the underframe 4 in the vehicle longitudinal direction. The shock absorbing portion 7a is formed so as to project from one surface of the supporting portion 7b. The support portion 7b is connected to the underframe 4 in such a manner that the shock absorbing portion 7a projects toward the front side of the vehicle from the end portion of the underframe 4 in the vehicle longitudinal direction.

Further, a plurality of shock absorbing members 7 (three in the present embodiment) are arranged on the upper surface of the underframe 4 along the vehicle width direction. As a result, the impact absorbing member 7 absorbs the load of the collision on the upper side in the vehicle height direction and in the predetermined range in the vehicle width direction with respect to the underframe 4. Since a known configuration can be adopted for the shock absorbing member 7 (shock absorbing portion 7a), detailed description thereof will be omitted.

Next, the detailed configuration of the railway vehicle 1 will be described with reference to FIGS. 2, 3 and 4 (a). 2 (a) is a front view of the railroad vehicle 1 seen from the direction of arrow IIa of FIG. 1 (a), and FIG. 2 (b) is a view of the railroad car 1 seen from the direction of arrow IIb of FIG. 2 (a). It is a plan view of. 3 (a) is a side view of the railroad vehicle 1 as viewed from the direction of arrow IIIa of FIG. 2 (a), and FIG. 3 (b) is a side view of the railroad car 1 on the line IIIb-IIIb of FIG. 2 (a). It is a cross-sectional view. FIG. 4A is a cross-sectional view of the railroad vehicle 1 on the IVa-IVa line of FIG. 2A.

In addition, in FIG. 2, FIG. 3 and FIG. 4 (a), in order to facilitate understanding, a part of the railroad vehicle 1 is omitted, the thickness of the side structure 5 is omitted, and the skeleton is schematic. Is illustrated.

As shown in FIGS. 2, 3 and 4 (a), the railroad vehicle 1 includes a pair of first corner pillars 10 connecting the underframe 4 and the roof structure 6, the pair of first corner pillars 10 and the impact. The first cross beam 20 connecting the absorbing members 7, the second cross beam 30 connecting the plurality of shock absorbing members 7, the third cross beams 40a and 40b connecting the pair of first corner columns 10, and the underframe 4 A pair of second corner pillars 50 erected at the end of the vehicle in the longitudinal direction, a first connecting beam 60 connecting the second corner pillar 50 and the first corner pillar 10, and a pair of second corner pillars 50 are connected to each other. It mainly includes a fourth cross beam 70 to be connected, and a second connecting beam 80 to connect the fourth cross beam 70 and the shock absorbing member 7.

The first corner pillar 10 is a linear pillar that connects the underframe 4 and the roof structure 6, and one end in the longitudinal direction thereof is at the end of the upper surface of the underframe 4 in the vehicle width direction (left-right direction in FIG. 2). It is connected, and the other end is connected to the end portion of the roof structure 6 in the vehicle longitudinal direction (vertical direction in FIG. 2B) in an inclined posture toward the rear side of the vehicle.

Further, the first corner pillar 10 has a surface on the rear side of the vehicle connected to the side structure 5, and is arranged in pairs at both ends of the underframe 4 in the vehicle width direction. The connection position between the pair of first corner pillars 10 and the underframe 4 is such that the end side of the underframe 4 in the vehicle longitudinal direction is closer to the connection portion between the shock absorbing member 7 (support portion 7b) and the underframe 4 described above. Moreover, it is located on the center side in the vehicle longitudinal direction of the underframe 4 with respect to the end portion in the vehicle longitudinal direction of the underframe 4 (see FIG. 3B).

Here, when the railroad vehicle 1 collides, the underframe 4 receives a bending moment starting from the connecting portion with the shock absorbing member 7 (support portion 7b) and faces upward (upper side of FIG. 3B). Easy to deform like bending. On the other hand, in the present embodiment, the first corner pillar 10 is connected to the end portion of the underframe 4 in the vehicle longitudinal direction rather than the connecting portion between the shock absorbing member 7 (support portion 7b) and the underframe 4. Therefore, the deformation of the underframe 4 can be restrained on the end side of the underframe 4 in the vehicle longitudinal direction rather than the connecting portion between the shock absorbing member 7 and the underframe 4. Therefore, the deformation of the underframe 4 due to the bending moment can be effectively suppressed, and the strength of the railway vehicle 1 against the load of the collision is improved.

The first cross beam 20 is a linear beam that connects the shock absorbing member 7 closest to the first corner pillar 10 of the three shock absorbing members 7 and the first corner pillar 10 along the vehicle width direction. One end in the longitudinal direction is connected to the inner surface of the first corner pillar 10 in the vehicle width direction, and the other end is connected to the upper end of the support portion 7b on the surface of the support portion 7b facing the first corner pillar 10. See FIG. 2 (a)). As a result, since the support portion 7b and the first corner pillar 10 are connected, a part of the load of the collision can be directly transmitted to the side structure 5 and the roof structure 6 via the first corner pillar 10. That is, since a part of the collision load is directly transmitted to the side structure 5 and the roof structure 6 without passing through the underframe 4, the deformation of the underframe 4 due to the bending moment can be suppressed more effectively. Therefore, the strength of the vehicle against the load of the collision is improved.

Further, by connecting the support portion 7b and the first corner pillar 10, the shear load applied to the connecting portion between the support portion 7b and the underframe 4 due to the load of collision can be suppressed. Therefore, since the member for supporting the shock absorbing member 7 can be omitted from the inner side of the vehicle (on the right side of the support portion 7b in FIG. 3B), a large cabin space can be secured.

Further, since the connecting portion between the first corner pillar 10 and the underframe 4 is located on the vehicle front side of the underframe 4 with respect to the connecting portion between the first corner pillar 10 and the first cross beam 20, the connecting portion with the underframe 4 The first corner pillar 10 in the region from the connecting portion (one end of the first corner pillar 10) to the connecting portion with the first cross beam 20 is from the connecting portion between the first cross beam 20 and the first corner pillar 10 due to the load of collision. Receives tensile load. Therefore, since it is not necessary to consider buckling due to the compressive load of the collision, it is sufficient to design the strength of the member with respect to the tensile load assumed by the collision and the bending moment received from the underframe 4, and the degree of design freedom is increased. big. That is, since it is not necessary to give the first corner pillar 10 more strength than necessary, it is possible to suppress an increase in vehicle weight and an increase in occupied space due to the installation of the first corner pillar 10.

The second cross beam 30 is a linear beam that connects three shock absorbing members 7 to each other along the vehicle width direction. Facing surfaces of each of the three support portions 7b are connected by a second cross beam 30 at the upper end portion thereof (see FIG. 2A). As a result, the pair of first corner columns 10 can be connected by the first cross beam 20, the shock absorbing member 7 (support portion 7b), and the second cross beam 30. Therefore, it is possible to connect the three impact absorbing members 7 and the first corner pillar 10 while suppressing an increase in the weight of the vehicle.

Here, for example, in the case of the above-mentioned Patent Document 1, in the case of a configuration in which the front wall is held by a collision column erected at the longitudinal end of the underframe and the front wall is provided with a collision energy absorbing device, a collision occurs. In order to transfer the impact load received by the energy absorber to the roof structure, the collision columns and the roof structure must be connected by pillars. Therefore, when the collision energy absorbing device is provided at the center in the vehicle width direction, the view from the driver's seat and the passenger seat is blocked by the pillars.

On the other hand, according to the railway vehicle 1 of the present embodiment, the shock absorbing member 7 (support portion 7b) arranged at the center in the vehicle width direction is formed by the second cross beam 30, the support portion 7b, and the first cross beam 20. It is connected to the first corner pillar 10. That is, the load of the collision received by the shock absorbing member 7 is transmitted to the roof structure 6 via the first corner pillars 10 arranged in pairs at the ends on both sides in the vehicle width direction. Therefore, even when the shock absorbing member 7 is arranged at the center in the vehicle width direction, the field of view from the driver's seat and the passenger seat can be kept wide.

The third cross beams 40a and 40b are linear beams that connect a pair of first corner columns 10 to each other along the vehicle width direction, and both ends in the longitudinal direction are within the vehicle width direction of the pair of first corner columns 10. It is connected to each side surface. The third cross beam 40a connects a pair of first corner pillars 10 to each other between the underframe 4 and the roof structure 6, and the third cross beam 40b is a pair at the end of the first corner pillar 10 on the roof structure 6 side. The first corner pillars 10 of the above are connected to each other.

As a result, even if the first corner column 10 receives a compressive load between the underframe 4 and the roof structure 6 due to the load of the collision, the displacement of the first corner column 10 in the vehicle width direction is displaced by the third cross beams 40a and 40b. Therefore, it is possible to prevent the first corner pillar 10 from buckling. That is, by suppressing the buckling of the first corner pillar 10, a larger load can be transmitted to the side structure 5 and the roof structure 6 through the first corner pillar 10, and the underframe 4 is deformed by the bending moment. Can be suppressed more effectively. Therefore, the strength of the railway vehicle 1 against the load of the collision is improved.

Further, the height of the connecting position between the third cross beam 40a and the first corner pillar 10 is above the upper end of the support portion 7b and below the center in the longitudinal direction of the first corner pillar 10. As a result, it is possible to prevent the first corner pillar 10 from being displaced in the vehicle width direction and buckling, and it is possible to secure a large space for installing a window on the front side of the railway vehicle 1, so that passengers can enjoy the landscape widely. can.

The second corner pillar 50 is a linear pillar erected in the vehicle height direction from the end portion of the upper surface of the underframe 4 in the vehicle longitudinal direction, and the erection height thereof is the third cross beam 40a and the first corner pillar. It is substantially the same as the height of the connection position with 10. Therefore, since the railroad vehicle 1 is erected at a height that does not interfere with the space for installing the window on the front side of the railroad vehicle 1, passengers can enjoy the landscape widely. Further, the second corner pillars 50 are arranged in pairs at the ends of the underframe 4 on both sides in the vehicle width direction, and the connecting positions of the pair of the second corner pillars 50 and the underframe 4 are the above-mentioned first corners. It is located on the vehicle longitudinal end side of the underframe 4 with respect to the connecting portion between the pillar 10 and the underframe 4 (see FIG. 3).

The first connecting beam 60 is a linear beam that connects the second corner pillar 50 and the first corner pillar 10 closest to the first corner pillar 10 of the pair of second corner pillars 50 along the longitudinal direction of the vehicle. Is. The front surface of the first corner pillar 10 on the vehicle front side and the upper end of the second corner pillar 50 on the rear surface of the vehicle are connected by the first connecting beam 60.

As a result, the skeleton structure is formed by the first corner column 10, the second corner column 50, and the first connecting beam 60, and it is possible to suppress the application of compressive load and bending moment to the first corner column 10 due to the impact load. , It is possible to prevent the first corner pillar 10 from buckling. Further, the second corner pillar 50 is connected to the first corner pillar 10 via the first connecting beam 60, and the underframe 4 is further in the vehicle longitudinal direction than the connecting portion between the first corner pillar 10 and the underframe 4. Since it is connected to the end side, the deformation of the underframe 4 can be restrained on the front side of the vehicle with respect to the first corner pillar 10. Therefore, the deformation of the underframe 4 due to the bending moment can be suppressed more effectively, and the strength of the railway vehicle 1 against the load of the collision is improved.

Further, since the first connecting beam 60 connects the first corner pillar 10 and the second corner pillar 50, the load of collision is received by the tensile load. That is, since it is not necessary to consider buckling due to the compressive load, the degree of freedom in design is large. Therefore, the first connecting beam 60 can be made a lighter member, and an increase in vehicle weight can be suppressed.

Further, on the inner peripheral side surface of the skeleton structure formed by the first corner column 10, the second corner column 50 and the first connecting beam 60, the first corner column 10, the second corner column 50 and the first connecting beam are formed. A plate-shaped shear plate S connected to each of the 60s is arranged. That is, since the first corner pillar 10, the second corner pillar 50, and the first connecting beam 60 are connected by the shear plate S, the first corner pillar 10, the second corner pillar 50, and the first connecting beam 60 are formed. It is possible to suppress the shear deformation of the skeletal structure due to the load of collision, and the strength of the skeletal structure is improved. Therefore, the deformation of the underframe 4 due to the bending moment can be suppressed more effectively, and the strength of the railway vehicle 1 against the load of the collision is improved.

Further, since the first corner pillar 10, the second corner pillar 50, the first connecting beam 60, and the shear plate S are respectively arranged at the end portions of the underframe 4 in the vehicle width direction, the structure can be integrated with the side structure 5. Therefore, it is possible to suppress an increase in the occupied space inside the railway vehicle 1 and an increase in the vehicle weight due to the installation of the first corner pillar 10, the second corner pillar 50, the first connecting beam 60, and the shear plate S.

The fourth cross beam 70 is a linear beam that connects a pair of second corner columns 50 to each other along the vehicle width direction, and both ends in the longitudinal direction thereof are inward in the vehicle width direction of the pair of second corner columns 50. It is connected to the upper end of each of the surfaces (see FIG. 2). From this, even if the load of the collision is received, the displacement of the second corner column 50 and the first connecting beam 60 in the vehicle width direction can be regulated by the fourth cross beam 70. That is, it is possible to prevent the above-mentioned pair of skeletal structures from being displaced in the vehicle width direction and buckling. Therefore, the deformation of the underframe 4 due to the bending moment can be suppressed more effectively, and the strength of the railway vehicle 1 against the load of the collision is improved.

Here, the second corner pillar 50 and the fourth cross beam 70 are arranged at the end portion of the underframe 4 in the vehicle longitudinal direction, and the first corner pillar 10 is adjacent to the center side of the second corner pillar 50 in the vehicle longitudinal direction. The first corner column 10, the second corner column 50, and the fourth cross beam 70 are arranged in a crushable zone C (a region in which the shock absorbing portion 7a is deformed under assumed collision conditions. C in FIG. 3). It is arranged closer to the center in the longitudinal direction of the vehicle than the part). As a result, it is possible to secure a crushing allowance for the impact absorbing member 7 (impact absorbing portion 7a) under the assumed collision conditions. Therefore, the predetermined collision energy can be absorbed by the shock absorbing member 7. Further, even if the shock absorbing portion 7a collides under the collision condition where the shock absorbing portion 7a exceeds the length of the crushable zone C and is crushed, the first corner pillar 10, the second corner pillar 50, the fourth cross beam 70, and the first corner pillar thereof. 10. Each member arranged on the central side in the longitudinal direction of the vehicle with respect to the second corner pillar 50 and the fourth cross beam 70 can prevent an obstacle from entering the vehicle of the railway vehicle 1.

The second connecting beam 80 is a linear beam that connects the fourth cross beam 70 and the shock absorbing member 7, and one end in the longitudinal direction thereof is connected to the surface of the fourth cross beam 70 on the rear side of the vehicle, and the underframe 4 The other end is connected to the front surface of the support portion 7b while inclining downward toward the upper surface of the support portion 7b. As a result, the load of the collision is transmitted to the side structure 5 and the roof structure 6 via the fourth cross beam 70, the second corner column 50, the first connecting beam 60 and the first corner column 10, and the collision occurs over a wider range. Load can be distributed. Therefore, the strength of the railway vehicle 1 due to the load of the collision is improved. Further, since the second connecting beam 80 receives the load of collision by the tensile load, it is not necessary to consider buckling due to the compressive load, and the degree of freedom in its design is large. Therefore, the second connecting beam 80 can be made a lighter member, and an increase in vehicle weight and an increase in occupied space can be suppressed.

Further, according to the present embodiment, the first cross beam 20, the second cross beam 30, the third cross beams 40a, 40b, and the first cross beam 20, the second cross beam 30, the third cross beam 40a, 40b, and the first cross beam 20, the second cross beam 30, the third cross beam 40a, 40b, Two corner columns 50, a first connecting beam 60, a fourth cross beam 70, and a second connecting beam 80 are arranged (see FIG. 3). Therefore, it is possible to secure a wider space on the rear side of the vehicle than the first corner pillar 10, that is, a passenger compartment space. Further, by suppressing the bending moment applied to the underframe 4, the load applied to the underframe 4 can be reduced and the weight of the underframe 4 can be reduced.

Next, a second embodiment will be described with reference to FIGS. 4 (b), 5 and 6. In the first embodiment, the case where the second corner pillar 50 is arranged at both ends of the underframe 4 in the vehicle width direction has been described, but the second corner pillar 250 in the second embodiment is the underframe. One is arranged at the center of 4 in the vehicle width direction. The same parts as those in the first embodiment described above are designated by the same reference numerals, and the description thereof will be omitted.

FIG. 4B is a front view of the railway vehicle 201 according to the second embodiment. 5 (a) is a plan view of the railroad vehicle 201 seen from the direction of the arrow Va in FIG. 4 (b), and FIG. 5 (b) is the railroad vehicle 201 seen from the direction of the arrow Vb of FIG. 4 (b). It is a side view of. 6 (a) is a cross-sectional view of the railroad vehicle 201 on the VIa-VIa line of FIG. 4 (b), and FIG. 6 (b) is a cross-sectional view of the railroad vehicle 201 on the VIb-VIb line of FIG. 4 (b). It is a figure. In addition, in FIG. 4B, FIG. 5 and FIG. 6, in order to facilitate understanding, a part of the railroad vehicle 201 is omitted, the thickness of the side structure 5 is omitted, and the skeleton is schematic. Is illustrated.

As shown in FIGS. 4B, 5 and 6, in the second embodiment, the second corner pillar 250 is arranged at the center of the underframe 4 in the vehicle longitudinal direction at the end in the vehicle width direction. Two shock absorbing members 7 are symmetrically arranged along the width direction of the vehicle with the second corner pillar 250 interposed therebetween in the longitudinal direction of the vehicle.

The first corner pillar 210 is an abbreviated pillar that connects the underframe 4 and the roof structure 6 along the longitudinal direction of the vehicle, and the surface on the rear side of the vehicle is connected to the side structure 5. One end of the first corner pillar 210 is connected to the end of the underframe 4 in the vehicle width direction (left-right direction in FIG. 4B), and the other end is in the vehicle longitudinal direction of the roof structure 6 (vertical direction on the paper surface in FIG. 4B). ) Connected to the end. The inclination angle of the region from the connecting portion with the underframe 4 of the first corner column 210 to the connecting portion with the first cross beam 220, which will be described later, with respect to the underframe 4 is from the connecting portion with the first cross beam 220 to the roof structure 6. It is set smaller than the inclination angle of the area up to the connecting portion with respect to the underframe 4. That is, the first corner pillar 210 is arranged in such a posture that the convex portion having an abbreviated shape faces the rear side of the vehicle (see FIG. 6A).

Here, when the first corner pillar 210 connects the underframe 4 and the roof structure 6 in an inclined posture with respect to the underframe 4, the first corner pillar 210 is the underframe 4 or the first cross beam 220 and the roof. Since the bending moment from the underframe 4 acts in addition to the compressive load with the structure 6, the smaller the inclination angle with respect to the underframe 4, the lower the strength against the collision load is likely to be.

On the other hand, according to the first corner pillar 210 in the present embodiment, the abbreviated convex portion is arranged in a posture facing the rear side of the vehicle. In this case, it is not necessary to consider buckling due to the compressive load in the portion of the first corner column 210 located below the connecting portion with the first cross beam 220 (there is a margin in strength and the degree of freedom in design is increased. Therefore, the inclination angle with respect to the underframe 4 can be set to be smaller by that amount (it can be arranged in an inclined posture with respect to the underframe 4). As a result, the portion of the first corner pillar 210 located above the connecting portion with the first cross beam 220 can be positioned on the rear side of the vehicle, so that a wide field of view on the front side of the vehicle can be secured. Can be done.

Further, the inclination angle of the portion of the first corner pillar 210 that is located above the connecting portion with the first cross beam 220 with respect to the underframe 4 is the connecting portion of the first corner pillar 210 with the first cross beam 220. Since it is set to be larger than the inclination angle of the portion located below the underframe 4 (set to an angle close to perpendicular to the underframe 4), it is possible to secure the strength against the compressive load. That is, by arranging the first corner pillar 210 in a posture in which the abbreviated convex portion faces the rear side of the vehicle, passengers can enjoy the landscape more widely while ensuring the strength against the collision of the railway vehicle 201. be able to.

The first cross beam 220 is a linear beam in which the first cross beam 20, the second cross beam 30, and the third cross beam 40a are integrally formed according to the first embodiment. That is, it is formed as a linear beam connecting the pair of first corner columns 210 to each other along the vehicle width direction, and both ends in the longitudinal direction thereof are on the inner surface of the pair of first corner columns 210 in the vehicle width direction. In addition to being connected to each other, the upper surface of the support portion 7b is connected to the lower surface of the first cross beam 220. Therefore, since a plurality of shock absorbing members 7 can be connected by one first cross beam 220, the step of connecting the plurality of shock absorbing members 7 to the first cross beam 220 can be simplified.

As described above, the second corner pillar 250 is arranged at the center of the underframe 4 in the vehicle longitudinal direction at the end in the vehicle width direction. The first connecting beam 260 connects the upper end of the surface of the second corner pillar 250 facing in the vehicle width direction and the surface of the first corner pillar 210 on the inner side in the vehicle width direction. As a result, the skeleton structure is formed by the first corner column 210, the first cross beam 220, the second corner column 250, and the first connecting beam 260. With this skeleton structure, it is possible to suppress the first corner column 210 from being displaced in the vehicle width direction and buckling, and it is possible to more effectively suppress the deformation of the underframe 4 due to the bending moment. Therefore, the strength of the railway vehicle 201 against the load of the collision is improved.

Further, since the first connecting beam 260 connects the first corner pillar 210 and the second corner pillar 250, the load of collision is received by the tensile load. That is, since it is not necessary to consider buckling due to the compressive load, the degree of freedom in design is large. Therefore, the first connecting beam 260 can be made a lighter member, and an increase in vehicle weight can be suppressed.

The second connecting beam 280 connects the upper end of the second corner pillar 250 on the rear surface of the vehicle and the substantially central portion of the first cross beam 220 on the front surface of the vehicle along the longitudinal direction of the vehicle. By the second connecting beam 280, the load of the collision is transmitted to the side structure 5 and the roof structure 6 via the second corner column 250, the first connecting beam 260 and the first corner column 210, so that the collision occurs in a wider range. Load can be distributed. Therefore, the strength of the railway vehicle 201 due to the load of the collision is improved. Further, since the second connecting beam 280 receives the load of collision by the tensile load, it is not necessary to consider buckling due to the compressive load, and the degree of freedom in its design is large. Therefore, the second connecting beam 280 can be made a lighter member, and an increase in vehicle weight and an increase in occupied space can be suppressed.

Next, a third embodiment will be described with reference to FIGS. 7 and 8. In the first embodiment, the case where the first cross beam 20 is directly connected to the first corner pillar 10 has been described, but in the third embodiment, the first cross beam 20 is the second corner pillar 350 and the first connecting beam. It is connected to the first corner pillar 310 via 60. The same parts as those in the first embodiment described above are designated by the same reference numerals, and the description thereof will be omitted.

FIG. 7A is a perspective view of the railway vehicle 301 according to the third embodiment, and FIG. 7B is a front view of the railway vehicle 301. FIG. 8 is a cross-sectional view of the railroad vehicle 301 on the VIII-VIII line of FIG. 7B. In addition, in FIGS. 7 and 8, in order to facilitate understanding, a part of the railroad vehicle 301 is omitted, the thickness of the side structure 5 is omitted, and the skeleton is schematically shown.

As shown in FIGS. 7 and 8, the first corner pillar 310 is a standing portion 311 erected from the end of the underframe 4 in the vehicle longitudinal direction (vertical direction on the paper surface in FIG. 7B) and its standing portion 311. It is formed as an abbreviated column with an inclined portion 312 that is inclined from the erected tip of the installation portion 311 toward the rear side of the vehicle and is connected to the end portion of the roof structure 6 in the longitudinal direction of the vehicle.

The first corner pillars 310 are arranged in pairs at the end portions in the vehicle width direction (horizontal direction in FIG. 7B), and the standing tips (upper ends) of the standing portions 311 of the pair of first corner pillars 310 are connected to each other. Are connected by a third cross beam 40a. The side structure 5 is connected to the inclined portion 312 of the first corner pillar 310 and the second corner pillar 350 (see FIG. 7A).

The second corner pillar 350 is formed as a pillar erected from the upper surface of the underframe 4 on the central side in the longitudinal direction of the vehicle with respect to the standing portion 311 in the vehicle height direction, and is arranged in pairs at the end portion in the vehicle width direction. NS. The standing height of the second corner pillar 350 is set to be substantially the same as the standing height of the standing portion 311, and the standing tips (upper ends) of the second corner pillar 350 and the standing portion 311 are first connected to each other. It is connected by a beam 60. The first connecting beam 60 is a linear beam that connects the first corner pillar 310 and the second corner pillar 350 along the longitudinal direction of the vehicle.

A shock absorbing member 7 is connected to the inner surface of the second corner pillar 350 in the vehicle width direction via the first cross beam 20. That is, the first cross beam 20 is connected to the first corner pillar 310 via the second corner pillar 350 and the first connecting beam 60.

Therefore, a part of the load received by the shock absorbing member 7 due to the collision of the vehicle is transmitted to the side structure 5 and the roof structure 6 via the second cross beam 30, the second corner pillar 350, and the first corner pillar 310. That is, since a part of the collision load is directly transmitted to the side structure 5 and the roof structure 6 without passing through the underframe 4, the deformation of the underframe 4 due to the bending moment can be suppressed more effectively. Therefore, the strength of the vehicle against the load of the collision is improved.

Further, the connecting portion between the upright portion 311 and the underframe 4 is located on the vehicle front side of the underframe 4 with respect to the connecting portion of the connection between the first cross beam 20 and the second corner pillar 350, and the upright portion thereof. Since the 311 and the second corner column 350 are connected by the first connecting beam 60, the impact load transmitted from the shock absorbing member 7 via the first cross beam 20, the second corner column 350 and the first connecting beam 60 The erection portion 311 receives a tensile load (a load in which the first connecting beam 60 pulls the erection tip of the erection portion 311 toward the rear side of the vehicle (right side in FIG. 8)).

Therefore, since it is not necessary to consider buckling due to the compressive load of the collision, the strength of the upright portion 311 may be designed with respect to the tensile load assumed by the collision and the bending moment received from the underframe 4. Great degree of freedom. That is, since it is not necessary to give the first corner pillar 310 more strength than necessary, it is possible to suppress an increase in vehicle weight and an increase in occupied space due to the installation of the first corner pillar 310.

Further, the first connecting beam 60 connecting the first corner column 310 and the second corner column 350 is also pulled by the impact load transmitted from the shock absorbing member 7 via the first cross beam 20 and the second corner column 350. Since the load (the load that the second corner pillar 350 pulls the first connecting beam 60 toward the rear side of the vehicle) is received, the first connecting beam 60 can be made a lighter member, and the vehicle weight and the occupied space are increased. Can be suppressed.

Here, the first cross beam 20 is directly connected to the upright portion 311 (the second corner column 350 and the first connecting beam 60 are omitted, and the upright portion 311 and the support portion 7b are connected by the first cross beam 20). Even in the configuration, a tensile load acts on the upright portion 311 due to the load of the collision. However, in the case of such a configuration, the first cross beam 20 is inclined with respect to the vehicle width direction (inclines from the connecting portion with the support portion 7b toward the front side of the vehicle).

Therefore, for example, when the first corner column 310 or the side structure 5 is displaced in the direction of spreading outward in the vehicle width direction (outside in the left-right direction in FIG. 7B) due to the load of the collision, the force for regulating the displacement is the first. It becomes difficult to act from the cross beam 20 (the first cross beam 20 is inclined, so that the displacement of the first corner pillar 310 and the side structure 5 to the outside in the vehicle width direction is easily allowed).

On the other hand, according to the railcar 301 of the present embodiment, the first cross beam 20 is connected to the first corner pillar 310 (standing portion 311) via the second corner pillar 350 and the first connecting beam 60. Therefore, the first cross beam 20 can be arranged in a straight line along the vehicle width direction. As a result, when the first corner column 310 and the side structure 5 (the second corner column 350 and the first connecting beam 60) are displaced in the direction of spreading outward in the vehicle width direction due to the load of the collision, the displacement is applied to the first cross beam 20. Can be effectively regulated by. Therefore, the strength of the vehicle against the load of the collision is improved.

The second connecting beam 380 is a linear beam that connects the third cross beam 40a and the shock absorbing member 7, and one end in the longitudinal direction thereof is connected to the rear surface of the third cross beam 40a on the vehicle rear side, and the underframe 4 The other end is connected to the front surface of the support portion 7b while inclining downward toward the upper surface of the support portion 7b. As a result, as in the first embodiment, the second connecting beam 380 receives the load of collision by the tensile load, so that the second connecting beam 380 can be made a lighter member, which increases the vehicle weight and occupies the space. Can be suppressed.

Although the present invention has been described above based on the above-described embodiment, the present invention is not limited to the above-described embodiment, and it is easy to make various modifications and improvements within a range that does not deviate from the gist of the present invention. It can be inferred.

In each of the above embodiments, the case where two or three shock absorbing members 7 are arranged has been described, but the present invention is not necessarily limited to this, and for example, one may be used, and four or more members may be used. There may be. When there is one shock absorbing member 7, for example, only one of the three shock absorbing members 7 in the first embodiment is left, and the support portion 7b of the one shock absorbing member 7 is left. The first corner pillar 10 may be connected by the first cross beam 20. When there are four or more shock absorbing members 7, the four or more shock absorbing members 7 are connected to each other by a second cross beam 30, and the shock absorbing member 7 and the first corner pillar closest to the first corner pillar 10 are connected to each other. 10 may be connected by the first cross beam 20.

Further, four or more shock absorbing members 7 may be connected to the lower surface of the first cross beam 220. In this case, the second corner pillar 250 is placed at a position where it does not interfere with the shock absorbing member 7 (shock absorbing portion 7a). It may be arranged. Further, a configuration in which the surface of the first cross beam 220 on the rear side of the vehicle and the surface of the support portion 7b on the front side of the vehicle are connected, and the surface of the first cross beam 220 on the front side of the vehicle and the surface of the support portion 7b on the rear side of the vehicle May be connected.

In the first and second embodiments, the second corner pillar 50 and the second corner pillar 250 are arranged in pairs at the ends of the underframe 4 on both sides in the vehicle width direction, and the underframe 4 is centered in the vehicle width direction. However, the case is not necessarily limited to this, and for example, a configuration in which three or more second corner pillars 50 are arranged at the end of the underframe 4 in the vehicle longitudinal direction, or a second corner. A configuration in which two or more pillars 250 are arranged may be used. When three or more second corner pillars 50 are arranged, the second corner pillars 50 arranged other than the vehicle width direction end portion of the underframe 4 do not interfere with the shock absorbing member 7 (shock absorbing portion 7a). It may be arranged at the position so as to connect the lower surface of the fourth cross beam 70 and the upper surface of the underframe 4. Further, the second corner pillar 50 closest to the first corner pillar 10 and the first corner pillar 10 may be connected by the first connecting beam 60. Thereby, the deformation of the underframe 4 due to the bending moment can be suppressed more effectively.

Further, when two or more second corner pillars 250 are arranged, the second corner pillar 250 may be arranged at a position where it does not interfere with the shock absorbing member 7 (shock absorbing portion 7a), and the adjacent second corner pillars 250 may be arranged. The 250s may be connected to each other by the fourth cross beam 70, and the second corner pillar 250 closest to the first corner pillar 210 and the first corner pillar 210 may be connected by the first connecting beam 260. Thereby, the deformation of the underframe 4 due to the bending moment can be suppressed more effectively.

In the first embodiment, the height of the connecting position between the third cross beam 40a and the first corner pillar 10 is above the upper end of the support portion 7b and below the center in the longitudinal direction of the first corner pillar 10. However, the case is not necessarily limited to this, and for example, when the installation of a wide window on the front side of the railroad vehicle 1 described above is not considered, the vehicle height of the first corner pillar 10 is not limited to this. It is preferable to connect a pair of first corner columns 10 to each other at a substantially central portion in the direction. In this case, the points where the amount of displacement of the first corner pillar 10 in the vehicle width direction is maximized are connected by the compressive load of the underframe 4 and the roof structure 6, so that the buckling of the first corner pillar 10 is required. The load increases. As a result, a larger load can be transmitted to the side structure 5 and the roof structure 6 via the first corner column 10, and the deformation of the underframe 4 due to the bending moment can be suppressed more effectively. Therefore, the strength of the railway vehicle 1 against the load of the collision is improved.

In the first embodiment, the case where the first corner pillar 10 is inclined from the underframe 4 and connected to the roof structure 6 has been described, but the present invention is not necessarily limited to this, and for example, it is vertical from the underframe 4. It may be configured to be erected on the roof and connected to the roof structure 6. In this case, the shock absorbing member 7 (support portion 7b) and the underframe 4 are connected to the rear side of the vehicle from the connecting portion between the first corner pillar 10 and the underframe 4, and the shock absorbing member 7 (support portion 7b) and the first The one corner pillar 10 may be connected by the first cross beam 20.

In the first embodiment, the case where the first cross beam 20 is connected to the upper end of the support portion 7b on the surface of the support portion 7b facing the first corner column 10 has been described, but the present invention is not necessarily limited to this, for example. , The support portion 7b may be connected to the first corner pillar 10 at least above the upper surface of the underframe 4 on the surface of the support portion 7b facing the first corner pillar 10.

In the first embodiment, the case where the shear plate S is connected to the inner peripheral surface of the skeleton structure formed by the first corner column 10, the second corner column 50, and the first connecting beam 60 has been described. The shear plate S is not necessarily limited to this, and for example, the shear plate S may be omitted. In this case, the side outer plate may be connected to the outer surface of the first corner pillar 10, the second corner pillar 50, and the first connecting beam 60 in the vehicle width direction. As a result, the strength of the skeleton structure formed by the first corner column 10, the second corner column 50, and the first connecting beam 60 can be ensured.

In the first and third embodiments, the cases where the second connecting beams 80 and 380 connect the fourth cross beam 70 and the support portion 7b and the case where the third cross beam 40a and the support portion 7b are connected have been described. However, the present invention is not necessarily limited to this, and for example, the second connecting beams 80 and 380 may connect the fourth cross beam 70 and the first cross beam 20 (second cross beam 30), or the third cross beam 40a and the third cross beam 40a. A configuration may be used in which one cross beam 20 (second cross beam 30) is connected. That is, the second connecting beams 80 and 380 are on the vehicle front side of at least one of the support portion 7b, the first cross beam 20 or the second cross beam 30 and the support portion 7b, the first cross beam 20 or the second cross beam 30. It suffices to connect with the member located in. As a result, the load of the collision can be distributed over a wider range, and the second connecting beams 80 and 380 receive the load of the collision by the tensile load, so that the member can be made lighter. The increase in vehicle weight can be suppressed.

1,201,301 Railroad vehicle 4 Underframe 5 Side structure 6 Roof structure 7 Shock absorbing member 10,210,310 1st corner pillar 20,220 1st cross beam 30 2nd cross beam 40a, 40b 3rd cross beam 50, 250, 350 2nd corner column 60, 260 1st connecting beam 70 4th cross beam 80, 280, 380 2nd connecting beam S Shear plate C Crushable zone

Claims (8)

The underframe extending in the longitudinal direction of the vehicle, the pair of side structures erected from the end of the underframe in the vehicle width direction, and the upper ends of the pair of side structures in the vehicle height direction are connected to each other. In a railroad vehicle provided with a roof structure and a plurality of shock absorbing members connected to the upper surface of the underframe.
At both ends of the underframe in the vehicle width direction, one end is connected to the end side of the underframe in the vehicle longitudinal direction from the connecting portion of the shock absorbing member and the underframe, and the other end is connected to the roof structure. A pair of first corner columns to be formed, a first cross beam connecting the shock absorbing member and the first corner pillar, and a second cross beam connecting the plurality of shock absorbing members are provided .
Wherein the first cross beam, railway vehicle, characterized that you connect the closest the impact absorbing member and the first corner post to the first corner post of the plurality of shock absorbing members. The underframe extending in the longitudinal direction of the vehicle, the pair of side structures erected from the end of the underframe in the vehicle width direction, and the upper ends of the pair of side structures in the vehicle height direction are connected to each other. In a railroad vehicle provided with a roof structure and a shock absorbing member connected to the upper surface of the underframe.
At both ends of the underframe in the vehicle width direction, one end is connected to the end side of the underframe in the vehicle longitudinal direction from the connecting portion of the shock absorbing member and the underframe, and the other end is connected to the roof structure. A pair of first corner pillars, a first cross beam connecting the shock absorbing member and the first corner pillar, and a vehicle length of the underframe rather than one end of the first corner pillar and a connecting portion of the underframe. A railway vehicle including a second corner pillar erected from the underframe on the direction end side, and a first connecting beam connecting the second corner pillar and the first corner pillar. The underframe extending in the longitudinal direction of the vehicle, the pair of side structures erected from the end of the underframe in the vehicle width direction, and the upper ends of the pair of side structures in the vehicle height direction are connected to each other. In a railroad vehicle provided with a roof structure and a plurality of shock absorbing members connected to the upper surface of the underframe.
At both ends of the underframe in the vehicle width direction, one end is connected to the end side of the underframe in the vehicle longitudinal direction with respect to the connecting portion of the shock absorbing member and the underframe, and the other end is connected to the roof structure. A pair of first corner pillars, a first cross beam connecting the shock absorbing member and the first corner pillar, and a vehicle length of the underframe rather than one end of the first corner pillar and the connecting portion of the underframe. The second corner pillar erected from the underframe on the center side in the direction, the first connecting beam connecting the second corner pillar and the first corner pillar, and the first of the plurality of shock absorbing members. A second cross beam that connects the shock absorbing member closest to the corner pillar to the first corner pillar via the second corner pillar and the first connecting beam, and a second that connects the plurality of shock absorbing members. A cross beam, a third cross beam connecting the pair of first corner columns, and a second connecting beam connecting the shock absorbing member, the first cross beam or the second cross beam, and the third cross beam. and a beam,
The first cross beam is connected to the first corner column via the second corner column and the first connecting beam.
The second corner pillars are arranged in pairs at the ends of the underframe on both sides in the vehicle width direction.
It said first tie beams are closest the second corner post and rail vehicles, characterized that you connecting the first corner post to the first corner post of the second corner post. The railway vehicle according to claim 1 or 2, further comprising a third cross beam connecting the pair of first corner columns substantially at the center in the vehicle height direction. The second corner pillars are arranged in pairs at the ends of the underframe on both sides in the vehicle width direction.
The first connecting beam connects the second corner pillar and the first corner pillar closest to the first corner pillar among the second corner pillars.
A claim comprising a fourth cross beam connecting the pair of second corner columns to each other, and a second connecting beam connecting the shock absorbing member or at least one of the first cross beams and the fourth cross beam. 2 The railroad vehicle described. A plurality of the shock absorbing members are connected to the upper surface of the underframe.
Among the plurality of shock absorbing members, the shock absorbing member closest to the first corner pillar, the first cross beam connecting the first corner pillar, and the second cross beam connecting the plurality of shock absorbing members are connected to each other. Prepare,
The second corner pillars are arranged in pairs at the ends of the underframe on both sides in the vehicle width direction.
The first connecting beam connects the second corner pillar and the first corner pillar closest to the first corner pillar among the second corner pillars.
A fourth cross beam connecting the pair of second corner columns to each other, a shock absorbing member, at least one of the first cross beam or the second cross beam, and a second connecting beam connecting the fourth cross beam. The railroad vehicle according to claim 2 , wherein the railroad vehicle is provided. The second corner pillar erected from the underframe on the vehicle longitudinal direction center side of the underframe from one end of the first corner pillar and the connecting portion of the underframe, the second corner pillar and the first corner thereof. Equipped with a first connecting beam that connects the columns
Wherein the first cross beam, a railway vehicle according to claim 1 Symbol mounting, characterized in that it is connected to the second corner post and the first corner post through the first tie beams. The second corner pillars are arranged in pairs at the ends of the underframe on both sides in the vehicle width direction.
The first connecting beam connects the second corner pillar and the first corner pillar closest to the first corner pillar among the second corner pillars.
A claim comprising a third cross beam connecting the pair of first corner columns to each other, and a second connecting beam connecting the shock absorbing member or at least one of the first cross beams and the third cross beam. The railroad vehicle described in 7.

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