GB2520652B

GB2520652B - Vehicle body structure with camber and method for manufacturing vehicle body structure with camber

Info

Publication number: GB2520652B
Application number: GB1505237.6A
Authority: GB
Inventors: Mochida Toshihiko; Kaneyasu Tadamasa; Sawaki Chihiro; Ohba Hideshi; Iwasaki Mitsuo
Original assignee: Hitachi Ltd
Current assignee: Hitachi Ltd
Priority date: 2012-10-03
Filing date: 2012-10-03
Publication date: 2019-07-03
Anticipated expiration: 2032-10-03
Also published as: WO2014054137A1; GB2520652A; JPWO2014054137A1; DE112012006977T5; GB201505237D0; DE112012006977B4; JP5993021B2

Description

[Title of Invention] VEHICLE BODY STRUCTURE WITH CAMBER, AND METHOD FOR MANUFACTURING VEHICLE BODY STRUCTURE WITH CAMBER [Technical Field] [0001]

The present invention relates to a vehicle body structure and a method for manufacturing the same, and specifically, relates to a vehicle body structure with a camber and a method for manufacturing a vehicle body structure with a camber that can be cambered easily.

[Background Art] [0002]

Conventionally, a body structure of a railway vehicle is manufactured so that it is cambered upward at a center portion in a longitudinal direction (direction of the rails) when completed. The main object of this configuration is to prevent the center portion of the vehicle from being deflected downward by the weight of passengers onboard the vehicle and causing underfloor equipment to invade the Lower vehicle body structure hmit. The secondary effect of this configuration is that the vehicle body is formed relatively lower at both ends of the vehicle (end body structures) than the center of the vehicle body, so that rain water and the hke is prevented from being pooled at the rooftop and eaves, realizing good drainage.

[0003]

In a vehicle manufactured by welding and assembhng multiple side body structures, a roof body structure and the hke, at first, the amount of camber that is required when the vehicle is completed is determined, and based on the determined amount of camber, the necessary amount of camber to be provided to a single side body structure is determined considering weld shrinkage allowance of the members, accuracy of the members and the deformation caused by fittings. The amount of camber (sometimes simply referred to as camber) is a dimension (amount) measured upward in the perpendicular direction from a hne segment connecting two points supporting both longitudinal-direction ends of the vehicle body structure. The camber provided to the side body structure is generally configured as shown in Figs. 1 and 2, wherein a dimensional difference is provided between an upper portion (roof side) si and a lower portion (underframe side) s2, and the upper portion and the lower portion are each connected smoothly via curved hnes. However, it is extremely difficult to form a camber accurately according to design, and sometimes, a trial (trial manufacture) is required.

[0004] A method for facilitating adjustment of the camber is disclosed, for example, in Patent Literature 1. Patent Literature 1 teaches configuring a side body structure from multiple intermediate blocks and two vehicle end blocks constituting the ends of the vehicle, wherein at the joint sections between the vehicle end blocks and intermediate blocks, frieze boards arranged at the upper portion are formed longer than drift boards arranged at the lower portion, according to which a camber is stated to be easily adjusted.

[Citation List] [Patent Literature] [0005] [PTL 1] Japanese Patent Apphcation LaidOpen Pubhcation No. 2007-45304 [Summary of Invention] [Technical Problem] [0006]

Thus, in order to facilitate manufacturing of a vehicle body structure with a camber, it is possible to consider using mechanical fastening means such as bolts, nuts and rivets instead of welding.

In order to provide a camber to the vehicle body structure assembled via mechanical fastening using bolts and rivets, it is possible to apply the concept of the prior art method for manufacturing the vehicle body via welding, and to drill fastening holes along a smooth and continuous curved hne corresponding to the camber. However, according to this method, it becomes necessary to drill fastening holes corresponding to the camber on a curved hne calculated by reverse operation from the camber required in the completed vehicle for each of the side body structure, the roof body structure and the underframe, prior to assembhng the body structure. At this time, it is necessary to consider the processing accuracy so that there is no deviation of fastening holes for the mechanical fastening parts between the side body structure and the roof body structure and between the side body structure and the underframe. Fastening holes are normally drilled using machining apparatuses, but if it is difficult to drill holes along a curved hne by the hmitations of the processing facility, the processing must be performed manually. [0007]

Another method for applying the prior art method is a method in which the members are mutually temporarily assembled with a camber, and the fastening holes are drilled in that state. This method is advantageous in that the fastening holes will not be deviated. However, in order to drill fastening holes to the members in the temporarily assembled state, either a dedicated large-scale processing facility must be utilized, or the fastening holes must be processed manually. Further, in order to deburr the members after processing, the temporarily assembled side body structure, roof body structure and underframe must be disassembled, deburred, and then re-assembled, so that there is a drawback in that the number of processing steps is increased.

[0008]

According to the method of Patent Literature 1, the camber-adjustment position is positioned close to the ends in the longitudinal direction of the vehicle, so that if the length of the vehicle body is elongated or the number of doors on the vehicle is increased, the adjustment position will be arranged relatively near the ends with respect to the overall length of the vehicle, according to which the camber management may become difficult.

[0009]

In consideration of these problems, the present invention provides a vehicle body structure of a railway vehicle, specifically a vehicle having the body structures thereof assembled via mechanical fastening means such as bolts and rivets that can be cambered easily, and a method for manufacturing the same.

[Solution to Problem] [0010]

The vehicle body structure capable of providing the camber easily according to the present invention and the method for manufacturing the same is achieved by providing a bend point or an inflection point of the camber at the area corresponding to an entrance opening(s), and forming the portions other than the entrance opening(s) via straight hnes when cambering the vehicle body structure assembled by mechanical fastening means such as bolts and rivets.

[0011]

According to a first aspect of the invention, there is provided a vehicle body structure with camber as set out in claim 1.

[0012]

The vehicle body structure with camber may have a side body structure arranged adjacent to the curved entrance opening, which side body structure is formed in a trapezoidal shape with the roof body structure-side formed as a long side and the underframe-side formed as a short side.

[0013]

The vehicle body structure with camber may have the curved entrance opening formed so that a roof body structure-side opening is formed wider than an underframe-side opening.

[0014]

The vehicle body structure with camber may have multiple fastening holes formed on edges of the side body structure opposing to the roof body structure and the underframe, and multiple fastening holes are formed on edges of the roof body structure and the underframe opposing to the side body structure, and wherein the members are joined via mechanical fastening using the fastening holes.

[0015]

According to a second aspect of the invention, there is provided a method for manufacturing a vehicle body with camber as set out in claim 5.

[0016]

The method for manufacturing a vehicle body structure with camber includes the step of mutually mechanically joining the side body structure to the roof body structure and the underframe so that the joint sections are formed linearly. This step may further include a step of forming multiple fastening holes on edges of the side body structure opposing to the roof body structure and the underframe, and on edges of the roof body structure and the underframe opposing to the side body structure, and a step of joining the roof structure and the underframe to the side body structure through mechanical fastening means using the fastening holes.

[Advantageous Effects of Invention] [0017]

The vehicle body structure with camber that can be cambered easily and the method for manufacturing the same according to the present invention is advantageous in that when cambering the vehicle body structure assembled via mechanical fastening means such as bolts and rivets, the fastening holes should simply be processed hnearly along the ends of the side body structure opposed to the roof body structure and opposed to the underframe, so that the preliminary processing and body structure assembly can be facilitated. According further to the present invention, there is an advantage in that fastening holes will not be easily deviated compared to the prior art method, so that the dimensional tolerance becomes small, and a high-quahty vehicle body structure can be manufactured easily. By these advantages, a secondary effect can be achieved where the number of manufacturing steps can be reduced.

[0018]

Specifically, the above-described advantages have the greatest effect in a vehicle body structure where the side body structure is divided by the entrance opening sections, and the configuration can also be apphed to an assembly where the vehicle body structure having its side body structure divided by the entrance opening sections assembled via welding. Even during the welding process, the side body structure should simply be arranged adjacent to the already-curved roof body structure and underframe and welded thereto, without having to perform welding while applying load and bending the roof body structure and the underframe, so that the processing can be performed easily and the processing steps can be simplified.

[0019]

Furthermore, by forming the side body structure to have a trapezoidal shape, the dimensional difference in the longitudinal direction of the vehicle caused by the partially-curved roof body structure and underframe can be set the same as the upper and lower dimensional differences of the side body structure, so that reasonable welding of vehicle body structure is enabled.

[0020]

Similarly, regarding one set of corresponding openings formed to the roof body structure and the underframe, the opening on the roof body structure side is formed to have a wider width than the opening on the underframe side, by which the vehicle body structure can be cambered, and at the same time, by forming the side body structure to have a rectangular shape instead of a trapezoidal shape, the processing thereof can be facilitated.

[Brief Description of Drawings] [0021] [Fig. 1] Fig. 1 is a view illustrating a prior art example of cambering a side body structure (integrated type structure).

[Fig. 2] Fig. 2 is a view illustrating a prior art example of cambering a side body structure (divided by side entrance openings).

[Fig. 3] Fig. 3 is a side view of a vehicle body structure with a camber according to Embodiment 1.

[Fig. 4] Fig. 4 is a side view showing the shape of a single side body structure according to Embodiment 1.

[Fig. 5] Fig. 5 is a side view of a vehicle body structure with a camber according to Embodiment 2.

[Fig. 6] Fig. 6 is a side view showing the shape of a single side body structure according to Embodiment 2.

[Fig. 7] Fig. 7 is a side view of a vehicle body structure with a camber according to Embodiment 3.

[Fig. 8] Fig. 8 is a cross-sectional view taken at hne A-A of the side body structure shown in Figs. 4 and 6.

[Description of Embodiments] [0022]

Now, the preferred embodiment of the present invention will be described with reference to the drawings.

Embodiment 1 [0023]

Fig. 3 is a view illustrating one example of a vehicle body structure with a camber and the method for manufacturing the same according to the present embodiment, and the view shows a side view of the body structure after assembly. The body structure is composed of an underframe 301, side body structures 311, 312, 313 and 314, a roof body structure 321, and end body structures 331 and 332. The side body structure is divided into four parts by entrance openings 371, 372 and 373 provided at three areas. Further, the roof body structure 321 has openings 32 la through 32 Id corresponding to the shapes of upper portions of the entrance openings provided thereto, and the underframe 301 has openings 301a through 30 Id corresponding to the shapes of lower portions of the entrance openings provided thereto. The underframe 301, the side body structures 311 through 314 and the roof body structure 321 are mutually respectively fastened hnearly via mechanical fastening parts 381, such as bolts and rivets.

[0024]

Here, hnes connecting the mechanical fastening parts 381 within the range of the entrance opening 372 at the center of a longitudinal direction of the vehicle body structure are configured as a curved line (an arc according to the present embodiment: hereinafter referred to as curved hne camber), and hnes connecting the mechanical fastening parts 381 within the range from the entrance opening at the center of the longitudinal direction of the vehicle body structure to the end of the vehicle are configured as a straight hne (hereinafter referred to as straight hne camber). In the embodiment, the straight hne camber is configured so that it connects as a tangential hne to the curved hne camber with the camber line connected smoothly. A dimensional difference is provided between a length dimension si of the underframe 301 and a length dimension s2 of the roof body structure 321 so that s2 becomes longer than si in correspondence with the camber. On the other hand, the dimensions in a width direction (direction along the longitudinal direction of the vehicle body structure) are configured to be the same between upper and lower portions of the entrance openings 371, 372 and 373.

[0025]

Fig. 4 is a view showing the shape of the side body structure 312 near the center area prior to being fastened with the roof body structure 321 and the underframe 301, wherein a dimensional difference is provided between an upper dimension y2 and a lower dimension yl of the side body structure 312, thereby constituting a trapezoidal shape as shown in Fig. 4. This side body structure 312 is formed by joining aluminum hollow extruded shape materials 441 through 445 having two opposing face plates connected via trusses either via welding or via FSW (Friction Stir Welding), and is configured as shown in Fig. 8 (A-A cross-section of Fig. 4). Here, hole portions for the mechanical fastening parts 381 are holes 471 formed on the edge of the side body structure 312 to be overlapped with the roof body structure 321 (for fastening with the roof body structure) and holes 472 formed on the edge of the side body structure 312 to be overlapped with the underframe 301 (for fastening with the underframe), which are both arranged in straight hnes. Further, the hnes of the upper hole portions 471 and the lower hole portions 472 are arranged in parallel. This arrangement of the hole portions also apphes to subsequent embodiments.

[0026]

The processing of hole portions 471 and 472 on the mechanical fastening parts 381 and the processing of the side body structures 312 and 313 into trapezoidal shapes can be performed either to each of the single aluminum hollow extruded shape materials prior to assembhng the mutual aluminum hollow extruded shape materials or after joining the aluminum hollow extruded shape materials via welding or FSW (Friction Stir Welding). Figs. 3 and 4 are shown in an exaggerated manner to help understand the concept of the present embodiment, and actually, the dimensional difference Ay between the upper dimension y2 and the lower dimension yl is approximately a few millimeters.

[0027]

According to this configuration, the fastening holes 471 and 472 should simply be processed hnearly, so that the prehminary processing and the assembly of body structures are advantageously facilitated. Furthermore, the shapes of the entrance openings 371 through 373 can be made the same for all three areas, and the dimensional relationship between door devices not shown, door leafs and entrance openings 371 through 373 can be made the same. Thus, an advantage can be achieved where the mounting operation of the door device and door leaf, specifically, the adjusting operation of the clearance with respect to the body structure, can be integrated.

Embodiment 2 [0028]

Fig. 5 is a view showing one example of a vehicle body structure with a camber and a method for manufacturing the same according to the present embodiment, and it is a view showing a side view of a body structure after assembly. With respect to the configuration of Embodiment 1, the present configuration provides a difference to the width direction dimension of an upper portion 521b of the center entrance opening 572 and the width direction dimension of a lower portion 501b thereof. Along therewith, the shapes of the side body structures 512 and 513 near the center is formed as a rectangular shape as shown in Fig. 6, without providing a dimensional difference between the upper portion and lower portion thereof, so that there is no need to process the structures into trapezoidal shapes. The other configurations are the same as Embodiment 1.

[0029]

According to this configuration, similar to Embodiment 1, the hole portions 671 for the mechanical fastening parts 381 should merely be processed hnearly, so that an advantage is realized where prehminary processing and body structure assembly is facilitated. In addition, since the side body structure 512 can be formed in a rectangular shape, an advantage is realized where fabrication of the side body structure is facilitated. However, according to the present configuration, the advantage of forming all three side entrances to have the same shape cannot be achieved.

Embodiment 3 [0030]

Fig. 7 is a view showing one example of a vehicle body structure with a camber and the method for manufacturing the same according to the present embodiment, and it is a side view of the vehicle body structure after assembly. The configuration of Embodiment 1 has three entrance openings on one side, whereas the present view illustrates a configuration where four entrance openings are provided on one side. The body structure is configured of an underframe 701, side body structures 711, 712, 713, 714 and 715, a roof body structure 721, and end body structures 731 and 732. The side body structure is divided into five parts by four entrance openings 771, 772, 773 and 774. In this configuration, the camber is configured by forming a portion of the roof body structure 721 and a portion of the underframe 701 configuring the entrance openings 772 and 773 at the center of the vehicle body structure as curved hnes (arcs in the present embodiment), and the cambers connecting the mechanical fastening parts 381 fastening the other parts, which are the respective side body structures 711 through 714 and the underframe 701 or the roof body structure 721 are configured as straight lines. The other configurations are the same as Embodiment 1.

[0031]

According to this configuration, the hole portions (not shown) for the mechanical fastening parts 381 should be processed hnearly, so that an advantage is achieved where the prehminary processing and body structure assembly can be facilitated. Further, the shapes of all four entrance openings 771 through 774 can be made identical, so that the dimensional relationships between the door device, the door leaf and the side entrances can be made identical. Thereby, an advantage is achieved where the operation for mounting the door devices and the door leafs, especially the operation for adjusting the clearances thereof with the body structure, can be integrated.

Embodiment 4 [0032]

Although not illustrated, Embodiment 4 has apphed the configuration shown in Embodiment 2 where cambering is provided to the vehicle body structure having three entrance openings to a vehicle body structure having four entrance openings shown in Embodiment 3.

Of the four side entrances provided to the side body structure, the two entrance openings close to the center portion in the longitudinal direction of the side body structure (corresponding to the entrance openings 772 and 773 of Fig. 7) have their upper width-direction dimensions set to be greater than their lower width-direction dimensions. Further, the present embodiment combines a side body structure corresponding to the side body structure 512 of Embodiment 2 (refer to Fig. 6) instead of the side body structures 714 and 712 of Embodiment 3 (refer to Fig. 7). Other than these characteristics, the present configuration is similar to the configuration of Embodiment 3.

[0033]

According to this configuration, similar to Embodiment 2, the hole portions for the mechanical fastening parts 381 (refer to Fig. 6) can be processed hnearly, so that an advantage is achieved where preliminary processing and vehicle body structure assembly can be facilitated. Further, the side body structure (refer to Fig. 6) can be made rectangular, so that an advantage is achieved where the manufacturing of the side body structure can be facilitated.

[0034]

The preferred embodiments of the present invention have been described in detail above, but the present invention is not restricted to the above embodiments, and various modifications are possible within the scope of the invention. For example, according to the above-described Embodiments 1 through 4, the body structure having its side body structure divided by the openings of the side entrances is assembled via mechanical fastening, such as bolts and rivets, but the present is also apphcable to an example where assembly is realized via welding, wherein the openings corresponding to the side entrances are formed by curved hnes, and the welding hnes joining the side body structures to the roof body structure and the side body structures to the underframe can be formed hnearly. According to this arrangement, the weld hnes do not need to be formed along curved hnes, so that an advantage is achieved where welding operation is facilitated, the number of steps for assembly is reduced, and the welding quality is stabilized.

[Reference Signs List] [0035] 301, 501, 701 Underframe 301a-c, 501a-c, 701a-d Opening (Underframe side) 311-314, 511-514, 711-714 Side Body Structure 321, 521, 721 Roof Body Structure 321a-c, 521a-c, 721a-d Opening (Roof body structure side) 331, 531, 731 End Body Structure (Front side) 332, 532, 732 End Body Structure (Rear side) 371-373, 571-573, 771-774 Entrance Opening 381 Mechanical F astening Parts 471, 671 Fastening Hole (Roof body structure side) 472, 672 Fastening Hole (Underframe side)

Claims

[Claims] [Claim l] A vehicle body structure with camber for a railway vehicle, the vehicle body structure comprising a side body structure, a roof body structure and an underframe, and cambered upward along a longitudinal direction, wherein the side body structure is divided into parts by one or more entrance openings formed on the side body structure as entrances for passengers! each of the roof body structure and the underframe are curved at least at one of a set of areas having an entrance opening with a predetermined curvature in the longitudinal direction of the vehicle body structure! the side body structure is formed so that the area between the entrance openings or the area from an end of the entrance opening to the end of the vehicle body structure is linear! and joint sections between the side body structure and the roof body structure and joint sections between the side body structure and the underframe are respectively formed hnearly, and mutually mechanically joined. [Claim 2] The vehicle body structure with camber according to Claim 1, wherein a side body structure arranged adjacent to the entrance opening at the area having the curved roof body structure and underframe is formed in a trapezoidal shape with the roof body structure-side formed as a long side and the underframe-side formed as a short side. [Claim 3] The vehicle body structure with camber according to Claim 1 or 2, wherein multiple fastening holes are formed on edges of the side body structure opposing to the roof body structure and the underframe, and multiple fastening holes are formed on edges of the roof body structure and the underframe opposing to the side body structure, and wherein the members are joined via mechanical fastening using the fastening holes. [Claim 4] A method for manufacturing a vehicle body structure with camber for a railways vehicle, the vehicle body structure comprising a side body structure, a roof body structure and an underframe, and cambered upward along a longitudinal direction, the method comprising: a step of dividing the side body structure into parts by forming one or more entrance openings on the side body structure as entrances for passengers, curving each of the roof body structure and the underframe at least at one of a set of areas having an entrance opening with a predetermined curvature in the longitudinal direction of the vehicle body structure, and forming the side body structure so that the area between the entrance openings or the area from an end of the entrance opening to the end of the vehicle body structure is linear! and a step of mutually mechanically joining between the side body structure and the roof body structure and between the side body structure and the underframe respectively so that the joint sections are formed linearly. [Claim 5] The method for manufacturing a vehicle body structure with camber according to Claim 4, wherein the step of mutually mechanically joining between the side body structure and the roof body structure and between the side body structure and the underframe respectively so that the joint sections are formed linearly further comprises a step of forming multiple fastening holes on edges of the side body structure opposing to the roof body structure and the underframe, and on edges of the roof body structure and the underframe opposing to the side body structure; and a step of joining the roof structure and the underframe to the side body structure through mechanical fastening means using the fastening holes.