Railcar
A railcar includes an underframe and an energy absorber provided at the underframe. The underframe includes a first end beam, a second end beam, and a sliding center sill connecting the first end beam and the second end beam with each other. The sliding center sill includes a first beam member connected to the first end beam, a second beam member connected to the second end beam, and a coupling member coupling the first beam member to the second beam member. The first beam member slides relative to the second beam member when the coupling member breaks by application of an impact load higher than a predetermined load. The sliding center sill and the energy absorber are arranged in a region located between the first end beam and the second end beam.
1. A railcar comprising:
an underframe including
a pair of side sills respectively located at both car width direction sides of the underframe, the pair of side sills extending in a car longitudinal direction,
a first end beam located at a car longitudinal direction end portion of the underframe, the first end beam extending in a car width direction,
a second end beam located at a car longitudinal direction inner side of the first end beam, the second end beam extending in the car width direction, the second end beam coupling longitudinal direction end portions of the side sills to each other in the car width direction, and
a sliding center sill connecting the first end beam and the second end beam with each other, the sliding center sill including
a first beam member connected to the first end beam,
a second beam member connected to the second end beam, and
a coupling member coupling the first beam member to the second beam member, the first beam member sliding relative to the second beam member when the coupling member breaks by application of an impact load higher than a predetermined load; and
an energy absorber provided at the underframe,
the sliding center sill and the energy absorber being arranged in a region located between the first end beam and the second end beam.
2. The railcar according to claim 1 , further comprising an end bodyshell provided at a car longitudinal direction end portion of a carbody, wherein:
the first end beam is arranged away from the longitudinal direction end portions of the side sills toward a car longitudinal direction outer side; and
a lower end portion of the end bodyshell is connected to the first end beam.
3. The railcar according to claim 2 , further comprising a coupler, wherein the coupler is attached to the second end beam.
4. The railcar according to claim 2 , wherein at least one of surfaces of side walls of an end portion of the sliding center sill is substantially flush with a surface of an end post of the end bodyshell, the end portion of the sliding center sill being located at the first end beam side, the surface of the end post of the end bodyshell extending in the car longitudinal direction.
5. A railcar comprising:
an underframe including:
a first end beam located at a car longitudinal direction end portion of the underframe, the first end beam extending in a car Width direction,
a second end beam located at a car longitudinal direction inner side of the first end beam, the second end beam extending in the car width direction, and
a sliding center sill connecting the first end beam and the second end beam with each other, the sliding center sill including:
a first beam member connected to the first end beam,
a second beam member connected to the second end beam, and
a coupling member coupling the first beam member to the second beam member, the first beam member sliding relative to the second beam member, when the coupling member breaks by application of an impact load higher than a predetermined load; and
an energy absorber provided at the underframe,
the sliding center sill and the energy absorber being arranged in a region located between the first end beam and the second end beam,
the underframe including a bolster beam and a nonsliding center sill, a bogie being attached to the bolster beam, and the nonsliding center sill connecting the second end beam to the bolster beam; and
at least one of surfaces of side walls of an end portion of the sliding center sill being substantially flush with a surface of a side wall of the nonsliding center sill, the end portion of the sliding center sill being located at the second end beam side, the side wall of the nonsliding center sill being located at the second end beam.
6. The railcar according to claim 5 , wherein:
the nonsliding center sill comprises a pair of nonsliding center sills arranged in the car width direction; and
the nonsliding center sills are arranged obliquely relative to a car longitudinal direction in a plan view such that an interval between the nonsliding center sills in the car width direction increases from the second end beam toward the bolster beam.
7. A railcar comprising:
an underframe including:
a first end beam located at a car longitudinal direction end portion of the underframe, the first end beam extending in a car width direction,
a second end beam located at a car longitudinal direction inner side of the first end beam, the second end beam extending in the car width direction, and
a sliding center sill connecting the first end beam and the second end beam with each other, the sliding center sill including:
a first beam member connected to the first end beam,
a second beam member connected to the second end beam, and
a coupling member coupling the first beam member to the second beam member, the first beam member sliding relative to the second beam member when the coupling member break by application of an impact load higher than a predetermined load; and
an energy absorber provided at the underframe,
the sliding center sill and the energy absorber being arranged in a region located. between the first end beam and the second end beam,
the energy absorber including:
a first pipe connected to the first end beam and
a second pipe connected to the second end beam;
a diameter of an end portion of one of the first pipe and the second pipe being larger than a diameter of an end portion of the other of the first pipe and the second pipe, the diameter of the end portion of the one of the first pipe and the second pipe being fitted in the end portion of the other of the first pipe and the second pipe;
the sliding center sill comprising a pair of sliding center sills arranged in the car width direction; and
the energy absorber being arranged between the sliding center sills.
8. The railcar according to claim 7 , wherein:
the one of the first pipe and the second pipe includes a main body and a step portion;
the main body portion is configured to continue with the end portion of the one of the first pipe and the second pipe by the step portion; and
the energy absorber has a gap provided between the step portion and the end portion of the other of the first pipe and the second pipe.