Construction machines and apparatus, namely, pile driving rigs, pile hammers, hydraulic pile hammers, electrical drills, power drills, earth drills, steel pipe piling machines, soil mixing rigs, obstruction drilling rigs, earth moving machines being excavators, casing rotators, hydraulic rotary tubing jack, and power operated rotary tubing jack ; Loading-unloading machines and apparatus, namely, crawler cranes; Starters for motors and engines; electric generators; Non-electric prime movers, not for land vehicles, namely, current generator; Mining machines and apparatus, namely rock drills; Waste crushing machines
4.
FIRE-RESISTANT FLOOR STRUCTURE OF RAILROAD VEHICLE
A railroad vehicle fire-resistant floor structure with improved fire resistance against underfloor fires includes a mounting part for installing underfloor equipment on the lower surface of an underframe, and a fire-resistant member. The fire-resistant member is a fire-resistant coating applied to the lower surface of the underframe. The fire-resistant coating is preferably a foamable fire-resistant coating. A cover that covers an exposed portion exposed from the fire-resistant coating (foamable fire-resistant coating) is attached to the mounting part. The underfloor equipment is installed at the mounting part with a closing plate sandwiched therebetween.
An exhaust port (61) is provided in each of the pair of gable end structures (104) of a railroad vehicle (100). A cover (4) is disposed so as to open only downward and cover the periphery of the exhaust port (61). A closing plate (3) is pivotably supported at a position below the exhaust port (61), pivots toward the outside of the vehicle with respect to the gable end structure (104) under its own weight, and is locked to the cover (4). In this case, the closing plate (3) is bridged between the gable end structure (104) and the cover (4), closes part of a flow path (9) formed by the cover (4), and opens the exhaust port (61). When the railroad vehicle (100) travels, the closing plate (3) of the gable end structure (104) located in the direction of travel of the vehicle pivots toward the gable end structure (104) side due to the wind pressure of outside air entering from below the cover (4), and closes the exhaust port (61).
A railroad car fire-resistant floor structure (10) with improved fire resistance against underfloor fires, comprising a mounting portion (3) for installing underfloor equipment (2) on the lower surface (11) of an underframe (1), and a fire-resistant member (4). The fire-resistant member is a fire-resistant paint (4T) applied to the lower surface of the underframe. The fire-resistant paint (4T) is preferably a foamable fire-resistant paint (4H). A cover (5) that covers an exposed portion (31) exposed from the fire-resistant paint (foamable fire-resistant paint) is attached to the mounting portion. The underfloor equipment is installed at the mounting portion with a closing plate (6) sandwiched therebetween.
[Problem] To provide a bicycle holder that can hold a bicycle in a suspended manner in a passenger cabin by a simple operation, and that can easily restore the space for the bicycle to a passenger space when the bicycle is removed. [Solution] When a bicycle 2 is to be removed, an engaging hook 47 is first removed from an engaging ring 42a, and a rubber cord 46 hung in a rim side of a bicycle wheel 2a is taken out of the bicycle wheel 2a. Next, when the bicycle wheel 2a is removed from between first and second rack members 42, 44, the second rack member 44 is firmly folded toward a base member 41 and the first rack member 42 automatically by urging force of a spring hinge 43. At this time, the second rack member 44 collides with the base member 41 or the first rack member 42, but the impact during this collision is softened by a cushion member 45. After the bicycle 2 has been removed, the holding space for the bicycle 2 can be restored as a passenger seat if a seat 5a of an upward-folding chair 5 is laid down.
There is provided a bicycle retainer to suspend a bicycle within a passenger space by simple and easy operation. The space can be easily restored to passenger space when the bicycle is removed. When a bicycle is removed, a hook is first removed from a hooking ring and a rubber string built from a rim side of a wheel is removed from the wheel. Next, the wheel is removed from the space between a first rack member and a second rack member. The second rack member is automatically and forcibly folded toward a base member and the first rack member through the forcible power of a spring hinge to engage a cushion member. After the bicycle is removed, a seat of a flip-up seat is moved downward and the space for the bicycle is restored to a passenger's seat.
A railcar that allows a first end beam to move toward a second end beam when an intended load is input is provided. A railcar includes a fuse member that couples a first end beam to a second end beam along a car longitudinal direction, and the fuse member buckles when a load received in collision exceeds a predetermined value to allow the first end beam to move toward the second end beam, thus ensuring reduction of variation of the load that allows the first end beam to move toward the second end beam. Consequently, when the intended load is input, the first end beam is allowed to move toward the second end beam.
B61G 11/16 - Buffers absorbing shocks by permanent deformation of buffer element
B61D 17/04 - Construction details of vehicle bodies with bodies of metalConstruction details of vehicle bodies with composite, e.g. metal and wood, body structures
B61D 1/06 - Carriages for ordinary railway passenger traffic with multiple deck arrangement
According to a railcar, a fuse member that couples a first end beam to a second end beam along a car longitudinal direction is formed as a channel material with an approximately U-shaped cross-section, including a web disposed to extend along the car longitudinal direction and a pair of flanges disposed upright from both end portions of this web. Accordingly, when a load received in collision exceeds a predetermined value, the fuse member buckles to allow the first end beam to move toward the second end beam to ensure reducing variation of the load that allows the first end beam to move toward the second end beam. Consequently, when the intended load is input, the first end beam is allowed to move toward the second end beam.
Provided is railway vehicle whereby travel by a first end beam towards a second end beam is permitted if an intended load has been applied. The railway vehicle (1) comprises a fuse member F that couples the first end beam (22) and the second end beam (23), along the vehicle longitudinal direction. When a load received at impact exceeds a prescribed value, the fuse member F buckles and the first end beam (22) is permitted to travel towards the second end beam (23). As a result, variation in loads that permit travel by the first end beam (22) towards the second end beam (23) can be suppressed. As a result, travel by the first end beam (22) towards the second end beam (23) can be permitted when an intended load is applied.
Provided is a railway vehicle whereby vehicle strength against vehicle-end compression loads can be ensured. This railway vehicle (1) has: a low floor base frame (30) comprising a side beam (31) having a side structure (60) coupled thereto; a high floor base frame (20) comprising a center beam (24) extending in the vehicle longitudinal direction in the center of the vehicle width direction; and a bolster beam (25) forming an attachment section for a bogie (3) and having this center beam (24) coupled thereto. The bolster beam (25) of the high floor base frame (20) and the side beam (31) of the low floor base frame (30) are coupled by a coupling member (40) and, as a result, vehicle-end compression loads applied to the high floor base frame (20) can be directly transferred from the center beam (24)/bolster beam (25) of the high floor base frame (20) to the side beam (31) of the low floor base frame (30), via the coupling member (40). As a result, vehicle-end compression loads can be dispersed to the side structure (60) and vehicle strength against vehicle-end compression loads can be ensured.
Provided is railway vehicle whereby travel by a first end beam towards a second end beam is permitted if an intended load has been applied. This railway vehicle (1) comprises a fuse member (F) that couples the first end beam (22) and the second end beam (23), along the vehicle longitudinal direction. The fuse member (F) is formed as a channel material (50) having a substantially U-shaped cross-section and comprising a web (50a) extending along the vehicle longitudinal direction and a pair of flanges (50b) standing upright from both end sections of the web (50a). As a result, the fuse member (F) buckles when a load received during impact exceeds a prescribed value, travel by the first end beam (22) towards the second end beam (23) is permitted, and, consequently, variation in loads that permit travel by the first end beam (22) towards the second end beam (23) can be suppressed. As a result, travel by the first end beam (22) towards the second end beam (23) can be permitted when an intended load is applied.
Provided is a rolling stock having a car body formed by joining side structures to an underframe, end structures, and a roof structure, the side structures having lower portions inclined toward an inside of the car body, the rolling stock having a structure allowing lower end portions of side posts of the side structures and side beams of the underframe to be securely joined. Side beams 21 in an underframe 20 of a rolling stock and lower end portions of side posts 31 having lower portions inclined toward an inside of a car body are joined by means of joint members 71. Each joint member 71 has a side-beam fixation plate portion fixed to an outer face of the side beam and a side-post fixation plate portion fixed to a side face of a lower end portion of the side post.
A railroad vehicle that moves a door to an airtight position and maintains air tightness of the door without increasing the size of a cylinder device; and a plug door for a railroad vehicle. When a door moves to a position, a piston extends in the vehicle width direction, a pressing member is contacts the inner surface of the door, and the door is moved toward a door frame. An auxiliary pressing device brings the piston into perpendicular contact with the inner surface of the door making it is possible to efficiently move and press the door without increasing the size of a cylinder device even when the door must be moved across a distance to arrive at an airtight position. The main pressing device is used to press the door toward the door frame.
B61D 19/00 - Door arrangements specially adapted for rail vehicles
B61D 19/02 - Door arrangements specially adapted for rail vehicles for carriages
E05D 15/10 - Suspension arrangements for wings for wings sliding horizontally more or less in their own plane movable out of one plane into a second parallel plane
Provided is a rolling stock including: an upper reinforcement beam provided in a railroad-tie direction in a joint portion between an upper end portion of a cab end structure and an upper end portion of a side structure; and a post member coupling the upper reinforcement beam and an end beam of an underframe, in which the post member includes: a lower post portion having a lower end joined to the end beam; an upper post portion having a rear end joined to the upper reinforcement beam; and a window opening post portion provided between the lower post portion and the upper post portion in conformity with an inclination of a front window provided in a cab end structure, the window opening post portion is formed to have a smaller width dimension in a rail direction than a width dimension of the lower post portion in the rail direction.
B61D 17/00 - Construction details of vehicle bodies
B61D 15/06 - Buffer carsArrangements or construction of railway vehicles for protecting them in case of collisions
B61D 17/04 - Construction details of vehicle bodies with bodies of metalConstruction details of vehicle bodies with composite, e.g. metal and wood, body structures
A rolling stock in which a streamlined cab end structure includes: a pair of corner posts having lower half portions joined respectively to a pair of corner post reinforcement member standing upright on opposite end portions of an end beam of the underframe and upper half portions inclined toward the rear of the car body; an upper reinforcement beam laid between upper end portions of the pair of corner posts; a pair of end posts having lower half portions joined respectively to a pair of end post reinforcement members, and upper half portions inclined toward the rear of the car body; and a pair of coupling member respectively coupling upper portions of the pair of end posts and a front end portion of the roof structure, and the upper reinforcement beam has such a strength that the car body can be lifted up from above by use of a crane.
B61D 15/06 - Buffer carsArrangements or construction of railway vehicles for protecting them in case of collisions
B61D 17/04 - Construction details of vehicle bodies with bodies of metalConstruction details of vehicle bodies with composite, e.g. metal and wood, body structures
A rolling stock includes: a pair of left and right post members provided upright on inner sides of left and right end portions of an end beam of an underframe, the end beam joined to a lower portion of a cab end structure; a recess portion open frontward, the recess portion formed in a front portion of the end beam between the pair of post members; and an impact absorbing member disposed between a bottom face of the recess portion and an inner face of the outside plate. The recess portion has such a size that the impact absorbing member is accommodated within the recess portion after being compressively deformed. Since the impact absorbing member is disposed on an inner side of the outside plate, the impact absorbing member is not exposed to the outside of the car body, and thus does not impair the design of the car body.
Provided is rolling stock in which a center beam is formed of an upper plate part, a lower plate part, and a pair of side plate parts located on opposite sides of the upper plate part and the lower plate part into a rectangular tube cross-sectional shape. Each of the upper plate part and the lower plate part is formed by placing a plurality of plate members on each other, at least an outermost one of the plate members is formed in a flat plate shape, and a ridge portion projecting to a tube inner side is formed in a center portion, in the width direction, of the plate member located on an inner side such that the ridge portion is continuous in a longitudinal direction of the center beam, and which has an underframe capable of preventing the upper plate part and the lower plate part from buckling.
This sensor state determination system is a sensor state monitoring system capable of accurately determining whether or not a detecting sensor used with a railroad vehicle is in an abnormal state. This system includes: a detecting sensor capable of detecting a physical value acting upon the railroad vehicle; and an electronic control device. A monitoring sensor equivalent to the detection sensor is installed at a position equivalent to the position of the detection sensor. The electronic control device is provided with a determination means (coherence calculation section, state determination section) that computes, based on a first signal detected by the detecting sensor and a second signal detected by the monitoring sensor, a coherence value indicating a correlation between the signals. The electronic control device determines that the detecting sensor is in an abnormal state if the coherence value is smaller than a preset abnormality determination value.
B61F 5/24 - Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes
G01P 21/00 - Testing or calibrating of apparatus or devices covered by the other groups of this subclass
G01D 3/08 - Measuring arrangements with provision for the special purposes referred to in the subgroups of this group with provision for safeguarding the apparatus, e.g. against abnormal operation, against breakdown
A friction stir welding apparatus includes a rotating tool provided with an upper rotating body arranged to be axially adjustable in position by an upper actuator, a lower rotating body integral with a rotating main rod extending through the upper rotating body and arranged to be axially adjustable in position by a lower actuator, and a stirring part formed in the rod. The upper rotating body and the lower rotating body clamp therebetween a joint of members to be joined placed with their end faces butting each other. The stirring part is rotated to stir the joint by frictional heat to join them. The rotating tool includes a slide plate attached, through a thrust bearing, to one or both of end portions of the upper rotating body and the lower rotating body facing each other to provide good finished surfaces of the joint.
B23K 20/12 - Non-electric welding by applying impact or other pressure, with or without the application of heat, e.g. cladding or plating the heat being generated by frictionFriction welding
Provided is a sound absorption panel that can satisfy the heat resistance properties and melting/dripping resistance properties required inside of a railroad vehicle. A mixed sound absorption panel (10) comprises five sheets of first through fifth glass cloths (13-17) that are stacked on an aluminum substrate (11). The edge section of the fifth glass cloth (17) is affixed to the rear surface of the substrate (11) using an adhesive, and the first through fourth glass cloths (13, 14, 15, 16) are fastened using staples. In other words, the first glass cloth (13) and the substrate (11) are fixed using an adhesive, and this adhesive is prevented from melting by the five sheets of the first through fifth glass cloths (13-17). The adhesive that fixes the edge section of the fifth glass cloth (17) at the other surface of the substrate (11) is prevented from melting by the five sheets of the first through fifth glass cloths (13-17) and the substrate (11).
Provided are a railroad vehicle that makes it possible to maintain the air tightness of a door and a plug door for a railroad vehicle. A second rail (9) is provided parallel to a first rail (2) in the longitudinal direction of a vehicle body above the leading edge side (door (8) side) of a plug rail (5). The second rail (9) supports the leading edge side of the plug rail (5). As a result, both edges of the plug rail (5) are supported by the first rail (2) and the second rail (9). Dangling of the leading edge side of the plug rail (5) is thus prevented even when the plug distance (the distance that the door (8) moves in the vehicle body width direction) is long. In this way, it is possible to block the doorway without leaving a gap using the door (8) and to maintain the air tightness of the door (8).
B61D 19/02 - Door arrangements specially adapted for rail vehicles for carriages
B61D 19/00 - Door arrangements specially adapted for rail vehicles
E05D 15/10 - Suspension arrangements for wings for wings sliding horizontally more or less in their own plane movable out of one plane into a second parallel plane
40.
RAILROAD VEHICLE AND PLUG DOOR FOR RAILROAD VEHICLE
Provided are: a railroad vehicle that efficiently moves a door to an airtight position and makes it possible to maintain the air tightness of the door without increasing the size of a cylinder device even when the door must be moved across a distance to arrive at the airtight position; and a plug door for a railroad vehicle. When a door (8) moves to the position that is indicated by the two-dot/dash line in figure 1, a piston (32) extends in the vehicle width direction, a pressing member (33) is brought into contact with the inner surface of the door (8), and the door (8) is moved toward a door frame (W) (in the vehicle body width direction). Due to the fact that an auxiliary pressing device (30) brings the piston (32) into perpendicular contact with the inner surface of the door (8), it is possible to efficiently move and press the door (8) without increasing the size of a cylinder device even when the door must be moved across a distance to arrive at an airtight position. In addition, the main pressing device (40) that is indicated in figure 5 is subsequently used to further press the door (8) toward the door frame (W).
A folding table (1) comprises: a table body (3) provided with a pair of hinge pins (35) protruding oppositely in the left-right direction, and also with a pair of lock pins (36) protruding oppositely in the left-right direction; and a pair of left and right brackets (21, 22) having formed therein shaft holes (41) and movable holes (42), the shaft holes (41) allowing the hinge pins (35) serving as the center of rotation to be inserted therein, the movable holes (42) allowing the lock pins (36) to be inserted therein and having spring members (43, 44, 45) mounted therein, the spring members (43, 44, 45) pressing the lock pins (36). The table body (3) is rotatably supported by the brackets (21, 22) affixed to a wall surface. The folding table (1) has closing plates (5) which are plate members having through-holes (51, 52) formed therein, the through-holes (51, 52) respectively allowing the hinge pins (35) and the lock pins (36) of the table body (3) to penetrate therethrough, and the closing plates (5) are sandwiched between the table body (3) and the brackets (21, 22) in order to close the movable holes (42).
Provided is a railroad vehicle in which a side structure inclined at the bottom toward a vehicle body interior is joined to an underframe, an end structure, and a roof structure to form a vehicle body, the railroad vehicle comprising a structure whereby the bottom end of a side pillar of the side structure and a side beam of the underframe can be reliably joined together. A side beam (21) in an underframe (20) of a railroad vehicle and a bottom end of a side pillar (31) inclined at the bottom toward a vehicle body interior are joined together via a joining member (71). The joining member (71) has a side beam fixing plate fixed to the outer surface of the side beam, and a side pillar fixing plate fixed to the bottom end side surface of the side pillar.
Provided is a railroad vehicle in which a side structure inclined at the bottom toward a vehicle body interior is joined to an underframe, an end structure, and a roof structure to form a vehicle body, the railroad vehicle comprising a structure whereby the bottom end of a side pillar of the side structure and a side beam of the underframe can be reliably joined together. A side beam (21) in an underframe (20) of a railroad vehicle and a bottom end of a side pillar (31) inclined at the bottom toward a vehicle body interior are joined together via a joining member (71). The joining member (71) has a side beam fixing plate fixed to the outer surface of the side beam, and a side pillar fixing plate fixed to the bottom end side surface of the side pillar.
Provided is a rolling stock in which a streamlined cab end structure includes: a pair of corner posts having lower half portions joined respectively to a pair of corner post reinforcement member standing upright on opposite end portions of an end beam of the underframe and upper half portions inclined toward the rear of the car body; an upper reinforcement beam laid between upper end portions of the pair of corner posts; a pair of end posts having lower half portions joined respectively to a pair of end post reinforcement members, which stands upright on inner sides of the corner posts on the end beam, and upper half portions inclined toward the rear of the car body, extending from the inclined upper ends toward the rear of the car body in a horizontal direction, and having rear end portions being joined to the upper reinforcement beam; and a pair of coupling member respectively coupling upper portions of the pair of end posts and a front end portion of the roof structure, and the upper reinforcement beam has such a strength that the car body can be lifted up from above by use of a crane.
A railway vehicle wherein a head structure having a streamlined shape is provided with: a pair of corner pillars of which the bottom half part is joined to a pair of corner pillar reinforcing members installed in a standing manner on both ends of an edge beam and of which the top half part is tilted toward the back of the vehicle; an upper reinforcing beam disposed across the top end parts of the pair of corner pillars; a pair of end pillars of which the bottom half part is joined to a pair of end pillar reinforcing members installed in a standing manner in the inner side of both corner pillars by the edge beam, and of which the top half part is tilted toward the back of the vehicle, extends in a horizontal direction from the tilted top end toward the back of the vehicle and is joined to the upper reinforcing beam at the back end part; and a pair of connection members for connecting the tops of the pair of end pillars to the front end part of a roof structure. The upper reinforcing beam has sufficient strength so that the vehicle can be lifted from above by means of a crane.
A railway vehicle has a base frame which is provided with an intermediate beam formed in a rectangular tube-shaped cross-sectional shape and comprising an upper plate section, a lower plate section, and a pair of side plate sections which are located on both sides of the upper and lower plate sections. The upper plate section and the lower plate section are each formed by stacking plate members together, the plate member located at least at the outermost part is formed in a flat plate-like shape, and the plate member located on the inside has, formed at the center thereof in the width direction, a protrusion which protrudes toward the inside of the tube and which continues in the longitudinal direction of the intermediate beam. As a result of this configuration, the buckling and deformation of both the upper plate section and the lower plate section due to a compressive load and bending moment which are applied from a coupling are prevented, and thus, the strength of the intermediate beam is increased.
This sensor state determination system (50) is a sensor state monitoring system that is capable of accurately determining whether or not a detection sensor used with a railroad vehicle is in an abnormal state, and is equipped with: a detection sensor (51) capable of detecting a physical value acting upon the railroad vehicle (1); and an electronic control device (60). A monitoring sensor (52) equivalent to the detection sensor (51) is installed at a position equivalent to the position where the detection sensor (51) is installed. The electronic control device (60) is provided with a determination means (coherence computation unit (62), state determination unit (63)) that computes, on the basis of a first signal (X) detected by the detection sensor (51) and a second signal (Y) detected by the monitoring sensor (52), a coherence value (CXY) which indicates a correlation between the signals, and determines that the detection sensor (51) is in an abnormal state if said coherence value (CXY) is smaller than a preset abnormality determination value.
A railway vehicle has a base frame which is provided with an intermediate beam formed in a rectangular tube-shaped cross-sectional shape and comprising an upper plate section, a lower plate section, and a pair of side plate sections which are located on both sides of the upper and lower plate sections. The upper plate section and the lower plate section are each formed by stacking plate members together, the plate member located at least at the outermost part is formed in a flat plate-like shape, and the plate member located on the inside has, formed at the center thereof in the width direction, a protrusion which protrudes toward the inside of the tube and which continues in the longitudinal direction of the intermediate beam. As a result of this configuration, the buckling and deformation of both the upper plate section and the lower plate section due to a compressive load and bending moment which are applied from a coupling are prevented, and thus, the strength of the intermediate beam is increased.
Provided is a rolling stock including: a pair of left and right post members provided upright on inner sides of left and right end portions of an end beam of an underframe, the end beam being joined to a lower portion of a cab end structure; a recess portion being open frontward, the recess portion being formed in a front portion of the end beam between the pair of post members; and an impact absorbing member disposed between a bottom face of the recess portion and an inner face of the outside plate. The recess portion has such a size that the impact absorbing member is accommodated within the recess portion after being compressively deformed. Since the impact absorbing member is disposed on an inner side of the outside plate, the impact absorbing member is not exposed to the outside of the car body, and thus does not impair the design of the car body.
A railway vehicle is configured in such a manner that a pair of left and right column members is erected on the inside of both the left and right ends of the end beam of a base frame which is joined to the lower part of a head structure covered with a streamlined outer plate, that a recess which is open at the front is formed in the front part of the end beam between the pair of column members, and that an impact absorbing member is disposed between the bottom surface of the recess and the inner surface of the outer plate. The recess has a size which allows the recess to receive the impact absorbing member after the impact absorbing member is compressed and deformed. The impact absorbing member is disposed on the inside of the outer plate, and as a result, the impact absorbing member does not protrude to the outside of the vehicle body and does not impair the design of the vehicle body.
Provided is a rolling stock including: an upper reinforcement beam provided in a railroad-tie direction in a joint portion between an upper end portion of a cab end structure and an upper end portion of a side structure; and a post member coupling the upper reinforcement beam and an end beam of an underframe, in which the post member includes: a lower post portion having a lower end joined to the end beam; an upper post portion having a rear end joined to the upper reinforcement beam; and a window opening post portion provided between the lower post portion and the upper post portion in conformity with an inclination of a front window provided in a cab end structure, the window opening post portion is formed to have a smaller width dimension in a rail direction than a width dimension of the lower post portion in the rail direction, the rolling stock being capable of improving the strength of the cab end structure formed in a streamlined shape without obstructing the driver's view.
A railway vehicle is provided with an upper reinforcing beam that is provided in a sleeper direction between joints of the upper end of a head structure and the upper ends of side structures, and pillar members that connect the upper reinforcing beam and an end beam of an underframe. The pillar member has a lower pillar part the lower end of which is joined to the end beam, an upper pillar part the rear end of which is joined to the upper reinforcing beam, and a window opening pillar part which is provided between the lower pillar part and the upper pillar part along the inclination of a front window provided in the head structure, and the width dimension in the rail direction of the window opening pillar part is formed smaller than the width dimension in the rail direction of the lower pillar part, thereby enabling improvement in the strength of the head structure formed in a streamline shape without obstructing a driver's view.
Provided is a railway vehicle having a configuration which can sufficiently protect the cabin even when large external force is applied to the side structures and the end structures thereof. The vehicle body of the railway vehicle is formed by joining an underframe 20, side structures 30, end structures 50, and a roof structure 60 together. The lower inner face of the side post 31 of the side structure is joined to the outer face portion of a side beam 21 of the underframe. The lower inner faces of the post reinforcement members (an end post reinforcement member 57 and a corner post reinforcement member 58) for reinforcing the post members (an end post 53 and a corner post 54) of the end structure are joined to the outer face portion of an end beam 26 of the underframe.
The processing head (11) of a laser processing device is formed with a main body part (19), which is equipped with a nozzle (15), and a head tip member (20), which is mounted on the head main body part in a removable manner. An aperture part (21) corresponding to the nozzle is formed in the center of the head tip member, a ring-shaped gas transit surface (27) which faces the surface of the object being processed is provided at the outer circumference of the aperture part, and flow-correcting parts (28) are provided running from the inner circumference to the outer circumference of the gas transit surface. A uniform distance can be maintained between the processing head and a thin metal plate, and the focal point of the laser light can be aligned at the surface of the thin metal plate, without providing a support member on the back surface of the thin metal plate.
B23K 26/14 - Working by laser beam, e.g. welding, cutting or boring using a fluid stream, e.g. a jet of gas, in conjunction with the laser beamNozzles therefor
A stage device for a laser processing machine is equipped with: a stage (12), the lower parts of both sides of which are supported on linear guides (13) equipped with sliders (16) that move along a pair of guide rails (15) arranged in parallel; and linear servomotors (14) that move the stage along the guide rails. Core-equipped linear servomotors are used as the linear servomotors, and the stationary elements (17) of the linear servomotors are arranged facing the side of the stage at a location higher than the guide rails and outside of the guide rails; in addition, the moving elements (18) of the linear servomotors are arranged at locations on both sides of the stage, facing the stage-side of the stationary elements. Thus, the downward bending of the center part of the stage due to the weight of the stage itself can be eliminated, and ultrafine processing by means of the laser light can be performed reliably.
In order to improve the finish of the surface of a joined portion, a friction stir welding device (10) has a rotary tool (1) equipped with an upper rotating body (2) the axial position of which can be adjusted by means of an upper actuator (20A), a lower rotating body (3), which is formed integrally with a rotating main shaft (16) penetrating the upper rotating body, and the axial position of which can be adjusted by means of a lower actuator (20B), and a stirring part (4) formed on a rotating main shaft (16), with the joined end faces of the members (300) to be welded being abutted with each other and the joined portion (310) of the members to be welded being sandwiched between the upper rotating body (2) and the lower rotating body (3), and this joined portion being stirred and welded by friction heat caused by the rotation of the stirring part. In addition, with the rotary tool (1) slide plates (5, 6) are attached via thrust bearings (41, 42) to the facing end part of the upper rotating body (2) and/or the lower rotating body (3).
B23K 20/12 - Non-electric welding by applying impact or other pressure, with or without the application of heat, e.g. cladding or plating the heat being generated by frictionFriction welding
In a bogie frame, a lateral beam disposed in the left-right direction which is the direction in which the rail ties extend is joined to left and right side beams arranged so as to extend in the front-rear direction which is the direction in which the rails extend. The lateral beam has a flat shape having a width in the front-rear direction greater than the thickness thereof in the top-bottom direction, and the lateral beam is provided with left and right joining sections joined to the side beams, and also with an intermediate section sandwiched between the left and right joining sections. The width of the intermediate section in the front-rear direction is greater than the width of the joining sections in the front-rear direction. A through-hole is formed in the intermediate section.
The problem addressed by the present invention is, in a vehicle automatic height-adjusting valve, by means of a new concept, to enable the fine setting of changes in the amount of air discharge or changes in the amount of air supply in accordance with a vehicle height value. The vehicle automatic height-adjusting valve (40) is a composite valve wherein, in the X direction from the +X direction to the -X direction, an air supply on-off valve (60), a spool/sleeve mechanism (78), and a displacement sensor (120) are disposed, an operation unit (44) is provided between the spool/sleeve mechanism (78) and a link mechanism (24), and a resolver (140) is provided at the reverse side from the operation unit (44), sandwiching the spool/sleeve mechanism (78). The spool/sleeve mechanism (78) is disposed in a manner so that, at a neutral position, the center land section of the spool (80) covers the load port of the sleeve (90).
The problem addressed by the present invention is, in a vehicle-body inclination device, to perform rapid vehicle-body inclination control while thoroughly taking advantage of a conventional-technology automatic height-adjustment valve for leveling-adjustment control. The vehicle-body inclination device (30) is configured containing: a control unit (110); and individual inclination units (112, 113) that are provided corresponding to air springs (22, 23). The individual inclination unit (112) is able to perform sufficient supply/discharge of air to/from the air spring (22) by driving a high-volume valve (170) and a control valve (40) using a height deviation, which is the deviation between the height command value provided by the control unit (110) and the vehicle height value obtained from a link-lever mechanism (24). The control valve (40) has a double-layer structure of a spool (80), a control sleeve (90), and an affixed sleeve (91). The control sleeve (90) is driven to move by the link-lever mechanism (24) and a rotary-linear conversion mechanism (44). The spool (80) is driven to move by a spool actuator (120) in accordance with a set vehicle height value.
B61F 5/22 - Guiding of the vehicle underframes with respect to the bogies
B61F 5/10 - Bolster supports or mountings incorporating fluid springs
F16F 9/02 - Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium using gas only
F16F 9/34 - Special valve constructionsShape or construction of throttling passages
F16K 11/07 - Multiple-way valves, e.g. mixing valvesPipe fittings incorporating such valvesArrangement of valves and flow lines specially adapted for mixing fluid with all movable sealing faces moving as one unit comprising only sliding valves with linearly sliding closure members with cylindrical slides
A railway vehicle body tilting system has a height control valve (71) for supplying and discharging compressed air to and from an air spring by the action of an actuator, an auxiliary control valve (72) for supplying compressed air to the air spring and thereby causing a car body to tilt, a backup valve (73) for switching the connection between the air spring (53) and either the height control valve (71) or the auxiliary control valve (72), and a controller (11, 21) installed in each of a plurality of vehicles (1, 2) linked together as a train. During normal operation, the controller (11, 21) provided in each of the cars controls the height control valve (71) of the respective car and monitors for faulty operation in other associated controllers (11, 21). If a fault arises in an associated controller, control over the malfunctioning controller is terminated, and another properly functioning controller controls a backup valve in the car provided with the malfunctioning control device.
The present vehicle body tilting device for a railway vehicle is a device for controlling the tilt of the vehicle body by exchanging compressed air between a pair of left and right air springs (3L, 3R). The vehicle body tilting device for a railway vehicle has: a control valve (33) for tilt operation, connected between the pair of air springs (3L, 3R); a pump (34) for tilt operation, connected between the pair of left and right air springs (3L, 3R) through the control valve (33) for tilt operation; and a control device (20) for controlling both the control valve (33) for tilt operation and the pump (34) for tilt operation. The control valve (33) for tilt operation forms a circulation flow path (35, 36) for allowing compressed air, which is delivered by the pump (34) for tilt operation, to circulate therethrough. Before controlling the tilt of the vehicle body, the control device (20) drives in advance the pump (34) for tilt operation, circulates the compressed air within the circulation flow path (35, 36) to create a delivery standby state, changes over at predetermined timing the position of the control valve (33) for tilt operation, and delivers the compressed air from one of the pair of left and right air springs (3L, 3R) to the other.
Provided is a railway vehicle having a configuration which can sufficiently protect the cabin even when large external force is applied to the end structures thereof. . An end structure 50 is disposed at an end portion of the vehicle body 11 through a crushable zone 40. The end structure is provided with an end post, corner posts, and an upper reinforcement beam 56. The lower end portions of the end post and the corner posts are joined to an end beam 26 of an underframe, and the upper end portions of the end post and the corner posts are joined to the upper reinforcement beam, respectively. In the crushable zone, there are provided a lower slide portion and an upper slide portion. The lower slide portion is configured by connecting a slide center beam projecting from a center portion of an end beam of the underframe in a direction of a cap beam with a guide center beam projecting from the cap beam in a vehicle end direction by a lower fuse member. The upper slide portion is configured by connecting a slide bar projecting from the upper reinforcement beam with a guide frame disposed at a side structure upper portion by an upper fuse member. The strength of each fuse member is set such that the fuse member is broken when a load over a preliminary set compressive load is applied to the end structure.
Provided is a railway vehicle having a structure that can sufficiently protect the cabin even when large external forces are applied to the side structures and the end structures thereof. The vehicle body of the railway vehicle is formed by joining an underframe (20), side structures (30), end structures (50), and a roof structure (60) together. The lower inner surfaces of respective side posts (31) of each said side structure are joined to the outer surface section of a side beam (21) of the underframe. The lower inner surfaces of respective post reinforcing members (end-post reinforcing members (57) and corner-post reinforcing members (58)) for reinforcing respective post members (end posts (53) and corner posts (54)) of each said end structure are joined to the outer surface section of an end beam (26) of the underframe.
B61D 17/04 - Construction details of vehicle bodies with bodies of metalConstruction details of vehicle bodies with composite, e.g. metal and wood, body structures
Disclosed is railroad car provided with a structure with which the passenger compartment can be adequately protected even if a large external force is applied to an end structure. In a railroad car, the body of which is formed by joining an underframe (20), side structures (30), end structures (50), and a roof structure (60), a top reinforcement beam (56) is disposed at the top of the end structures in the direction of the railway ties, a plurality of pillar reinforcement members are arranged in a standing state on an end beam (26) of the underframe in a vertical direction, and the pillar reinforcement members are connected to the top reinforcement beam, and vertical end pillars disposed in the middle part of the end structures in the width direction are connected to vertical corner pillars (54) disposed in the width direction at both ends of the end structures. Each pillar reinforcement member passes through an opening (53a, 54a) disposed on the end pillars and corner pillars on the inside of the body and inserts into the end pillars and corner pillars from the front, and are then attached by moving the end structures in a horizontal direction.
Provided is a railway vehicle having a configuration which can sufficiently protect the cabin even when large external force is applied to the end structures thereof. . The vehicle body of the railway vehicle is formed by joining an underframe 20, side structures 30, end structures S0, and a roof structure 60 together. An upper reinforcement beam 56 in the railroad tie direction is disposed at the upper portion of the end structure. A plurality of post reinforcement members are disposed in the vertical direction so as to stand on an end beam 26 of the underframe. The post reinforcement members and the upper reinforcement beam are respectively connected by an end post in the vertical direction disposed at an intermediate portion in the end structure width direction and corner posts 54 in the vertical direction disposed at both end portions in the end structure width direction. The respective post reinforcement members are inserted from the front side into the end post and the corner posts through openings 53a, 54a disposed on the vehicle body inner sides of the end post and the corner posts, and then the end structure is moved in a horizontal direction so as to be assembled.
Provided is a railway vehicle having a structure that can sufficiently protect the cabin even when large external forces are applied to the side structures and the end structures thereof. The vehicle body of the railway vehicle is formed by joining an underframe (20), side structures (30), end structures (50), and a roof structure (60) together. The lower inner surfaces of respective side posts (31) of each said side structure are joined to the outer surface section of a side beam (21) of the underframe. The lower inner surfaces of respective post reinforcing members (end-post reinforcing members (57) and corner-post reinforcing members (58)) for reinforcing respective post members (end posts (53) and corner posts (54)) of each said end structure are joined to the outer surface section of an end beam (26) of the underframe.
B61D 17/04 - Construction details of vehicle bodies with bodies of metalConstruction details of vehicle bodies with composite, e.g. metal and wood, body structures
Disclosed is a railroad vehicle that is provided with a structure that can sufficiently protect a passenger cabin even if a large external force is applied to an end-framing body, and the vehicle is provided with the end-framing body (50) at the end of a vehicle body (11) with a crushable zone (40) therebetween. The end-framing body is provided with an end post, a corner post, and an upper reinforcing beam (56); the bottom ends of the end post and corner post are joined to the end sill (26) of an underframe; and the top ends of the end post and corner post are joined to the upper reinforcing beam. The crushable zone has: a lower sliding section that, using a lower fuse member, links a sliding center sill that is provided protruding from the center section of the end sill of the underframe in the direction of a cap beam and a guiding sill that protrudes in the direction of the vehicle ends from the cap beam; and an upper sliding section that, using an upper fuse member, links a sliding rod protruding from the upper reinforcing beam and a guide frame provided to the top of a side-framing body. Each fuse member is set to a strength that fractures when a load that exceeds a preset compression load is applied to the end-framing body.
A bogie frame (1) for a railroad vehicle, provided with a lateral beam body optimally shaped for the arrangement of equipment on the bogie. In the bogie frame (1), a lateral beam (13) disposed in the left-right direction which is the direction in which the rail ties extend is joined to left and right side beams (12) arranged so as to extend in the front-rear direction which is the direction in which the rails extend. The lateral beam (13) has a flat shape having a width in the front-rear direction greater than the thickness thereof in the top-bottom direction, and the lateral beam (13) is provided with left and right joining sections (31) joined to the side beams (12), and also with an intermediate section (32) sandwiched between the left and right joining sections (31). The width of the intermediate section (32) in the front-rear direction is greater than the width of the joining sections (31) in the front-rear direction. A through-hole (33) is formed in the intermediate section (32).
A slide structure 21 of a railway vehicle includes a slide end beam 22 disposed in front of an end beam 16 that constitutes a portion of a body, and a slide center beam 23 projecting rearward of the slide end beam. An underframe 12 is provided with a guide portion 24 that guides the slide center beam in the longitudinal direction of the body. The underframe 12 is also provided with a holding member 28 that holds the slide center beam at a front position of the body with respect to the guide portion. The holding member has such a tensile strength that the holding member couples the underframe and the slide structure to each other in the longitudinal direction of the body and the holding member is broken when a tensile load in a rearward direction of the body applied from the slide structure to the holding member exceeds a preset tensile load, thereby permitting the slide structure to move in the rearward direction of the body. An impact absorbing member 29 is disposed between the underframe and the slide structure.
Disclosed is a traverse control unit of a truck wherein a large impact can be prevented from being applied to a stopper when the traverse control unit of a truck is operating during the derailment. A traverse control unit of a truck is provided with a derailment prevention guard (52) along the inside of a rail (51), and a stopper (25) which comes in slidable contact with on the inner side surface (52a) of the derailment prevention guard at a position inner than the wheel (15) of a truck (11), wherein the stopper is provided with a slide portion (28) having a slide surface which comes in slidable contact with the inner side surface of the derailment prevention guard, and a guide (31) having guide slopes (31a) projecting, respectively, to the front and rear of the slide portion with the distal end inclining in the direction receding from the inner side surface of the derailment prevention guard, and the proximal portion being continuous to the slide surface.
An open/close control system for an inspection lid adapted not to open while a vehicle travels. An emergency release device is provided behind the inspection lid, where the emergency release device disables power transmission of a driver which opens and closes a side entrance/exit door of a railway vehicle. The emergency release device is installed in a space inside a wall surface inside the vehicle, and the space can be opened and closed by the inspection lid. The open/close control system has a locking device provided in the space inside the wall surface in order to restrict rotation of the inspection lid, and also has an open/close controller which detects traveling of the railway vehicle to actuate the locking device.
The impact absorbers having different lengths are formed by providing notches in one of opposed surfaces on front end side in a collision direction of a square pipe having a square in cross section. The three impact absorbers are disposed in a width direction while two impact absorbers are disposed in a height direction such that directions of the notches differ from each other, and the impact absorbers are disposed in integrally welded to form the impact-absorbing member.
A pile driver, in which angle adjustment and pile core adjustment of a leader can easily be performed by suppressing an angle change of the leader when pile core adjustment is performed to be a minimum. The pile driver supports an upper part of the leader from the back by a rolling cylinder and supports a lower part of the leader by a front/back adjusting means having a leader arm where a rocking base part is fitted to a base machine so that it can rock and a rocking end is fitted to the lower part of the leader so that it can rock. A first arc which the rocking end draws when the leader arm is rocked and the lower part of the leader is adjusted forward/backward and a second arc that a connection part of a tip of the rolling cylinder and the leader draws are in projected shapes to upward. A radius of the first arc is smaller than that of the second arc. The end part of the first arc and that of the second arc when the lower part of the leader is adjusted to the most backward place become the highest positions. A straight line passing both end points of the second arc and one tangent in a center of the first arc become parallel.
An open/close control system for an inspection lid adapted not to open while a vehicle travels. The open/close control system has emergency release means (1) which disables power transmission of drive means for opening and closing a side entrance/exit door of a railway vehicle. The emergency release means (1) is installed in a space inside a wall surface (2) inside the vehicle, and the space can be opened and closed by the inspection lid (5). The emergency release means (1) has locking devices (7, 10) provided in the space inside the wall surface (2) in order to restrict rotation of the inspection lid (5), and also has an open/close controller for detecting traveling of the railway vehicle to actuate the locking device (10).
A carriage lateral movement-limiting system capable of effectively restricting the lateral movement of a derailed carriage. The system comprises derailment prevention guards (62a, 62b) laid along the inside of paired left and right rails (60a, 60b), and a lateral movement-limiting device (52) installed on the lower part of the carriage (30). The device (52) has a stopper (51) projecting downward at a position between the wheels (36a, 36b) of the carriage and brought into slidingly contact with the inner surfaces of the derailment prevention guards (62a, 62b) when the carriage is derailed.
