Kawasaki Jukogyo Kabushiki Kaisha

West Japan Railway Company

East Japan Railway Company

Japan Transport Engineering Company

Makoto Taguchi

Toshiyuki Yamada

Atsushi Sano

Seiichiro Yagi

Masayuki Tomizawa

Hideki Kumamoto

Yasufumi Minamimoto

Hiroyuki Kido

Taro Hayashi

Masayasu Matsuoka

Osamu Muragishi

Naoaki Kawakami

Yuji Kamei

Shuichi Mizuma

Akira Ukita

Masashi Kawamura

Masahiro Suzuki

Toshiyuki Hirashima

Masashi Ishizuka

Takashi Azuma

Shinichi Okada

Kenichi Koyama

Tetsuya Asaka

Keisuke Mizutani

Aya Kojima

Jin Kato

Masami Hayashida

Taro Oka

Yoshiyuki Yamada

Hideyuki Yamaguchi

Kouichi Matsumoto

Toshinori Marunaka

A crash energy absorber is provided at a front portion of a carbody of a railcar and configured to crush by a load from a front side to absorb crash energy. The crash energy absorber includes: a main absorbing portion extending in a front-rear direction; and a pair of sub absorbing portions respectively provided at upper and lower sides of the main absorbing portion. Each of the pair of sub absorbing portions is formed integrally with the main absorbing portion via breakable portions each extending in the front-rear direction.

Crash energy absorber of railcar

Provided is a floor structure of a railcar in which thickness of a heat insulating material can be reduced while having predetermined heat resistance. The floor structure of the railcar includes a underframe having a pair of side sills extending in a railcar longitudinal direction and a cross beam arranged between the side sills and extending in a railcar width direction, a structural floor provided on an upper surface of the underframe, and a first heat insulating material arranged on a lower side of the structural floor via an air layer for the structural floor.

Floor structure of railcar

A bodyshell structure of a railcar, includes a plurality of side window opening portions formed on a side bodyshell along a railcar longitudinal direction, and the side window opening portions include a plurality of large window opening portions arranged on a railcar-longitudinal-direction center portion of the side bodyshell and a plurality of small window opening portions arranged on both railcar-longitudinal-direction sides of the large window opening portions and each having a smaller opening area than the large window opening portion.

Bodyshell structure of railcar

An underframe structure of a railcar capable of reducing a deformation amount of a cross beam supporting an underfloor equipment upon underfloor fire. The underframe structure of the railcar includes an underframe having a pair of side sills extending in a railcar longitudinal direction and a cross beam arranged between the side sills and extending in a railcar width direction, a structural floor provided on an upper surface of the underframe, and an underfloor equipment suspended down in a center part in the railcar width direction of the cross beam. The underframe structure includes a passenger cabin floor provided on an upper side of the structural floor, the passenger cabin floor forming a lower surface of a passenger cabin S, and floor receiving members supporting the passenger cabin floor and extending in the railcar longitudinal direction between the structural floor and the passenger cabin floor.

Underframe structure of railcar

There is provided a railcar including a under frame, paired side bodyshell parts, and a roof bodyshell part. Strap bar receiving parts hanging downward from the roof bodyshell part are fixed to the roof bodyshell part. An upper horizontal member and a lower horizontal member are provided like bridges between the paired side bodyshell parts. The upper horizontal member and the lower horizontal member are disposed at an interval in a vertical direction and connected by connection pipes. The upper horizontal member is formed by a plurality of reinforcement pipes and the lower horizontal member is formed by a plurality of reinforcement pipes. At least one ends of the plurality of reinforcement pipes are fixed to the strap bar receiving parts.

Railcar

An obstacle deflector provided at a front portion of an underframe of a carbody of a railcar includes an obstacle deflecting plate configured to protect the carbody from an obstacle on a railway track when the railcar is traveling. The obstacle deflecting plate includes a main plate portion provided to receive the obstacle by a surface thereof and having a curved shape that is convex toward a front side in a traveling direction in plan view and a sub plate portion projecting toward a rear side from the main plate portion and is continuously provided along the main plate portion so as to extend from a convex, curved front end portion of the main plate portion toward a pair of left and right side portions of the main plate portion, the left and right side portions being located at the rear side in the traveling direction.

Obstacle deflector of railcar

A bodyshell of a railcar includes side outside plates, end bodyshells, and guiding plates. The side outside plate are located at both end portions of a carbody in a vehicle width direction. The end bodyshell includes an end outside plate and a corner post. The end outside plates are located at both end portions of the carbody in the longitudinal direction. The corner posts are located at four corners of the carbody. The corner post is joined to the adjacent end outside plate and the adjacent side outside plate. The guiding plate is provided at the side outside plate so as to cover the corner post from a vehicle exterior. The guiding plate includes an inclined portion and a joining portion. The inclined portion is provided in front of the corner post and inclined to the rear side toward the side outside plate.

A bodyshell of a railcar includes side outside plates and end bodyshells. The side outside plates are respectively provided at both end portions of an underframe in a vehicle width direction. The end bodyshell includes end outside plates and corner posts. The end outside plates are respectively provided at front and rear end portions of the underframe. The corner posts are respectively provided at four corners of the underframe and are joined to the end outside plates and the side outside plates. Moreover, the corner post includes a side plate joining portion. The side plate joining portion overlaps a front end portion of the side outside plates from an outer side in the vehicle width direction and is joined to the side outside plate.

A railcar that includes an underframe, a front surface frame located at a front surface portion of a carbody and having a lower end portion coupled to the underframe, and a buffer member coupled to the front surface frame and extending toward a vehicle interior side. Then, the buffer member is provided at a position higher than the underframe.

The present invention is a bodyshell structure of a railcar, the bodyshell structure including: a side bodyshell including an outside plate portion, an inside plate portion, and a joint portion configured to join the outside plate portion and the inside plate portion; an inside window opening formed on the inside plate portion and provided inside the railcar; and an outside window opening formed on the outside plate portion and having a smaller opening area than the inside window opening, and at least one of the inside window opening and the outside window opening has an oval shape extending in the railcar longitudinal direction or a circular shape.

In energy absorbing structures in an entire train, a compression amount at an interface between cars at an end portion of a train is reduced and compression at an interface between cars at a center portion of the train is facilitated. In the structure, a plurality of cars (Ato A) are coupled to one another through couplers (Bto B), and energy absorbing structures (Sto S, Sto S) are provided between cars. An average compressive load corresponding to a value obtained by dividing an energy absorption amount of the energy absorbing structure by a maximum compression amount of the energy absorbing structures (Sto S, Sto S) is set smaller at an interface between cars at a center portion of the train than at an interface between cars on an outer side of the train (closer to an end portion).

Train having energy absorbing structure between cars

Disclosed is a collision energy absorbing structure of a vehicle capable of relieving impact by using a tubular pipe member having equally-sized rectangular cross section and equal plate thickness and including no inside ribs and by adding a suitable trigger, and being easily manufactured at a low cost. By forming a cutout portion on the left side of the front end portion of the collision energy absorbing structure, the deformation starting portion is provided. The cutout portion is formed at parts of three flat plate portions comprised of one of the four flat plate portions and corresponding opposite portions thereof. The general portion, which follows the deformation starting portion, is tubular with rectangular cross section and has a closed cross-section structure.

Collision energy absorbing structure of vehicle

A side structure included in a railroad car is provided with an window opening, and door openings formed on the longitudinally opposite sides of the window opening, respectively. The side structure excluding parts corresponding to the window opening and the door openings are divided into a plurality of sections. A first section extends vertically between the window opening and the door opening, a second section extends vertically between the window opening and the door opening, and a third section of a width substantially equal to that of the window opening extends under the window opening. Each of the sections has a core attached to the inner surface of an outer panel, and rim members having a substantially Z-shaped cross section and surround the core. An inner panel is attached to the core and the rim members so as to cover the inner surface of the core.

Structural element and body structure including the same

There is provided a vehicle end sill or the like, in which lap joints formed by one side lap welding are not simply deformed or broken off. An end sill,is formed as a box type structural body which includes lap joints W,which are formed by one side lap welding conducted only from the outer side. Edge portions,and,of face plates,to be superposed on the surfaces,and,of the end member (intermediate member),are formed as a zigzag shape. The end member has the longitudinal axis substantially perpendicular to the direction along which the load is adapted to be applied to the end sill,. Lap welding (one side welding conducted only from the outer side) is conducted along the edge portion,and,of the zigzag shape.

Growing community of inventors

Akashi, Japan

Makoto Taguchi