JP2005225288A - Railway vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a railway vehicle provided with an interior panel and a duct hardly receiving influence of load applied to the railway vehicle. <P>SOLUTION: Groove parts 19 are formed on respective end surfaces of adjacent first and second interior panels 6, 7 in the railway vehicle 1 along a longitudinal direction. Then, the end surfaces 18 of the first and second interior panels 6, 7 are opposed to each other and connected using a connection plate 21. Namely, the groove parts 19 of the adjacent first and second interior panels 6, 7 are opposed to each other and the groove parts 19 are slidably inserted from both sides of the connection plate 21. Therefore, when the railway vehicle 1 receives the load, although distortion is generated on the railway vehicle 1, since the first and second interior panels 6, 7 and the connection plate 21 relatively slide, distortion is hardly generated on the first and second interior panels 6, 7 and generation of creaking sound and distortion of the first and second interior panels 6, 7 is reduced. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a railway vehicle provided with an interior panel or duct that is particularly characterized by a connecting structure.

Conventionally, there is JP-A-11-222125 as a technique in such a field. In the interior panel connection structure described in this publication, a gap joint plate made of an elastic resin is bonded to the inner surface of the vehicle body, and the end of an adjacent interior panel is pressed against the gap joint plate. Yes. By connecting the interior panels in this way, the seam is not opened and workability is improved.
JP-A-11-222125

  However, the above-described railway vehicle has the following problems. That is, when a railway vehicle enters a tunnel, the railway vehicle is deformed due to a change in atmospheric pressure, and an interior panel or duct in the vehicle structure receives a load. Further, when acceleration occurs when the railway vehicle starts or stops, a load is applied to the railway vehicle in the front-rear direction. Therefore, in the above-described railway vehicle, the end faces of the panels are fixedly connected, and thus the load as described above is repeatedly applied to the interior panel. For this reason, the interior panel, particularly the joint portion thereof, is displaced between the connecting members and the connecting member is sagged, causing squeak noise, distortion of the interior panel, deformation of the joint portion, and the like. This situation was the same for ducts. In particular, in the structure in which the interior panel and the duct are integrated, the connecting portion of the duct must be a structure that originally maintains the airtightness, but the airtightness maintenance is hindered.

  In addition, when an interior panel is used as a side ceiling panel as in an express vehicle, for example, the interior panel is attached to the load shelf and thus receives a load from the load placed on the load shelf. Moreover, since the interior panel has rigidity, the receiving material provided at regular intervals in a general railway vehicle is omitted. Thus, when a load is placed on the load shelf and the interior panel receives a local load from the load shelf, out-of-plane deformation (warping) is likely to occur. In recent years, due to demands for weight reduction and workability improvement of railway vehicles, interior panels are becoming larger and lighter, and the interior panels are susceptible to local loads from cargo racks and the like. Yes.

  Then, an object of this invention is to provide a rail vehicle provided with the interior panel and duct which are hard to receive to the influence of the load concerning a rail vehicle.

  A railcar according to the present invention includes a first interior panel having a first recess formed on an end surface, and a second interior panel adjacent to the first interior panel and having a second recess formed on the end surface. The first and second interior panels and / or the second interior panel and the coupling plate are slidable relative to each other, and are connected to the first interior panel. The end face of the panel and the end face of the second interior panel are separated from each other.

  When such a railway vehicle receives a load, the railway vehicle is distorted, but the interior panel and the connecting plate slide relative to each other, so the first and second interior panels are hardly distorted, It becomes difficult to apply load to the interior panel itself. Thus, the first and second interior panels of the railway vehicle are not easily affected by the load applied to the railway vehicle. In addition, when such an interior panel is used as a side ceiling panel, the interior panel and the connection plate are not relative to each other even if a load is received in a shear direction due to a local load from a cargo rack or the like on which a load is placed. Therefore, it is not easily affected by the load in the shear direction.

  Moreover, the 1st and 2nd recessed part is formed along the longitudinal direction of an end surface, and the length of a connection plate is good to be equivalent to the length of the longitudinal direction of a recessed part. In this case, since the connecting plate is inserted into a recess formed along the longitudinal direction of the end face, the connecting plate can be used as a blindfold for the joint between the interior panels, improving the appearance of the interior.

  In addition, a railcar according to the present invention includes a first interior panel having a convex portion formed on the end surface, and a second interior panel adjacent to the first interior panel and having a second recess formed on the end surface. And the first interior panel and the second interior are separated from each other by separating the end surface of the first interior panel from the end surface of the second interior panel. The panel is connected.

  When such a railway vehicle receives a load, the railway vehicle is distorted, but the first interior panel and the second interior panel slide relative to each other, so that it is difficult for the interior panel itself to be loaded. Become. Thus, the first and second interior panels of the railway vehicle are not easily affected by the load applied to the railway vehicle.

  In addition, when such an interior panel is used as a side ceiling panel, the interior panels are relatively slid even if a load is received in a shear direction due to a local load from a load shelf on which the load is placed. Because it moves, it is not easily affected by the load in the shear direction.

  Moreover, the railway vehicle according to the present invention includes a first duct having a first recess formed on an end surface thereof, a second duct adjacent to the first duct and having a second recess formed on an end surface thereof, A connection plate inserted into the first and second recesses, the first duct and / or the second duct and the connection plate are relatively slidable, and an end face of the first duct; It is characterized in that the end face of the second duct is separated.

  When such a railway vehicle receives a load, the railway vehicle is distorted. However, since the duct and the connecting plate slide relative to each other, the first and second ducts are hardly distorted. It becomes difficult to apply a load to. Thus, the first and second ducts of the railway vehicle are not easily affected by the load applied to the railway vehicle.

  Further, the railway vehicle according to the present invention includes a first duct having a convex portion formed on an end surface, and a second duct adjacent to the first duct and having a second concave portion formed on the end surface. The convex portion is inserted so as to be slidable relative to the concave portion, the first duct and the second duct are connected to each other by separating the end face of the first duct and the end face of the second duct. It is characterized by being.

  When such a railway vehicle receives a load, the railway vehicle is distorted, but the first duct and the second duct slide relative to each other, making it difficult to apply a load to the duct itself. Thus, the first and second ducts of the railway vehicle are not easily affected by the load applied to the railway vehicle.

  According to the present invention, the interior panel or duct is not easily affected by the load applied to the railway vehicle.

  Hereinafter, a preferred embodiment of a railway vehicle according to the present invention will be described in detail with reference to the drawings.

  As shown in FIG. 1, a car window 3 is attached to the side plate 2 of the railway vehicle 1, and an interior panel 6 to 6 made of a honeycomb sandwich panel is provided between the ceiling 4 and the load shelf 5 attached to the side plate 2. 9 and the interior panels 6 to 9 constitute side ceilings. These interior panels 6-9 have the same shape. Further, ducts for air conditioning are separated on the back side of the interior panels 6-9. Hereinafter, the connection structure of the interior panels 6 to 9 and the connection structure of the duct 11 will be described.

[Connecting structure of interior panel]
In FIG. 2, the connection structure between the adjacent first interior panel 6 and the second interior panel 7 will be described, but the connection structure between the other adjacent interior panels is the same. As shown in FIG. 2, the core material 12 of the first and second interior panels 6 and 7 is formed of a flat honeycomb paper impregnated with a phenol resin for weight reduction. An aluminum front plate 13 and a back plate 14 which are decorative plates are bonded to both surfaces of the core material 12. Further, the front plate 13 and the back plate 14 are arranged such that an aluminum frame member 16 is sandwiched between the front plate 13 and the back plate 14 at both ends of the first interior panel 6 and the second interior panel 7. It is glued to. Each frame member 16 has a hollow portion 17 for weight reduction. Further, the end surface 18A of the frame material 16 in the first interior panel 6 is formed with a first groove 19A (first recess) along the longitudinal direction thereof, and the frame material in the second interior panel 7 is formed. A second groove portion 19B (second concave portion) is formed in the end face 18B of 16 along the longitudinal direction.

  In order to connect the first and second interior panels 6 and 7, a connecting plate 21 that can be inserted into the first and second groove portions 19 </ b> A and 19 </ b> B is used. When connecting the first interior panel 6 and the second interior panel 7, the end face 18A of the first interior panel 6 and the end face 18B of the second interior panel 7 are arranged facing each other, as indicated by the arrows. In addition, the connecting plate 21 is inserted into the first groove 19 </ b> A of the first interior panel 6 and the second groove 19 </ b> B of the second interior panel 7. The end 22 of the connecting plate 21 is chamfered for easy insertion. Note that R may be added instead of chamfering. Moreover, the 1st and 2nd interior panels 6 and 7 and the connection plate 21 are curving so that a side ceiling may be comprised.

  As shown in FIG. 3, in a state where the first and second interior panels 6, 7 are connected to each other, the end surfaces 18A, 18B of the first and second interior panels 6, 7 are separated from each other. The connecting plate 21 is inserted into the first groove 19 </ b> A of the first interior panel 6 and the second groove 19 </ b> B of the second interior panel 7. Further, the end portion 22 of the connecting plate 21 and the bottom surface 23 of the first and second groove portions 19A and 19B are separated from each other. Here, the wall surfaces of the first and second groove portions 19A and 19B and the surface of the connection plate 21 are not bonded, and the first and second interior panels 6 and 7 and the connection plate 21 are relatively slid. It is possible to move.

  As described above, since the first and second interior panels 6 and 7 and the connecting plate 21 are connected so as to slide relative to each other, when the railway vehicle 1 receives a load, the railcar 1 Is distorted, but the first and second interior panels 6 and 7 are less likely to be distorted. Thus, since the interior panels 6-9 of the railway vehicle 1 are not easily affected by the load applied to the railway vehicle 1 and are less likely to be distorted, the occurrence of squeak noise and distortion of the interior panels 6-9 is reduced. At the same time, it becomes difficult for the connecting portions of the interior panels 6 to 9 to hang. When such interior panels 6 to 9 are used as side ceiling panels, each interior panel 6 to 9 is subjected to a load in the shear direction by receiving a local load from the cargo rack 5 on which the luggage is placed. Since it slides relative to the connecting plate 21, it is not easily affected by the load in the shear direction. Even if each interior panel 6-9 receives a torsional direction load, each interior panel 6-9 and the connecting plate 21 slide relative to each other, and thus are not easily affected by the torsional direction load.

  Further, the end surfaces 18A and 18B of the adjacent first and second interior panels 6 and 7 are separated from each other, and the end portion 22 of the connecting plate 21 and the bottom surface 23 of the first and second groove portions 19A and 19B are separated from each other. Therefore, when connecting the interior panels 6-9, the interior panels 6-9 can be adjusted according to the dimensional tolerance in the longitudinal direction of the vehicle 1, and the assembly workability of the interior panels 6-9 is extremely good. Further, the first groove portion 19A of the first interior panel 6 and the second groove portion 19B of the second interior panel 7 are formed along the longitudinal direction of the respective end surfaces 18A, 18B. The length is also equal to the length of the first and second groove portions 19A and 19B. And since the connection plate 21 is inserted in the 1st and 2nd groove parts 19A and 19B formed along the longitudinal direction of end surface 18A, 18B, the connection plate 21 is the 1st and 2nd interior panel 6,7. It becomes a blindfold between the joints, and looks better. Further, if the connecting plate 21 is formed of a single aluminum plate so as to match the curvature of the first and second interior panels 6, 7, the connection workability of the first and second interior panels 6, 7 is further increased. Improve and look great.

  The connection structure of the first and second interior panels 6 and 7 has been described above, but the present invention is not limited to this. For example, by connecting the connecting plate 21 in advance to the first groove 19A of the first interior panel 6 and inserting it, a long convex portion may be provided on the end surface 18A of the first interior panel 6. . Or as shown in FIG. 4, you may integrally form the elongate convex part 20 in 18 A of end surfaces of the frame material 16 of 6 A of 1st interior panels. In either case, the convex portion 20 is inserted so as to be slidable relative to the concave portion 19B. Therefore, even when the railway vehicle 1 receives a load, the railway vehicle 1 is distorted, but the first and second interior panels 6 (6A) and 7 (7A) slide relative to each other. Therefore, the first and second interior panels 6 (6 A) and 7 (7 A) themselves are not easily affected by the distortion of the vehicle 1. Therefore, the interior panel is not easily affected by the load applied to the railway vehicle.

[Duct connection structure]
In FIG. 5, a connection structure between the first duct 11 </ b> A having four sides and the second duct 11 </ b> B having four sides will be described, but the connection structures of other adjacent ducts are the same.

  The side plates 31 and 32 that constitute one side of the first and second ducts 11A and 11B and that are exposed to the passenger compartment side, as the first and second interior panels 6 and 7 described above, serve as the core material 36. A flat honeycomb paper is used. An aluminum front plate 37 and a back plate 38 are bonded to both surfaces of the core member 36. A frame material 39 is bonded to the end portions of the first and second ducts 11A and 11B so as to be sandwiched between the front plate 37 and the back plate 38 so as to be sandwiched between them. Each frame member 39 has a hollow portion 41 for weight reduction, and a first groove portion 43A (first concave portion) is formed along the longitudinal direction of the end surface 42A of the first duct 11A. A second groove 43B (second recess) is formed along the longitudinal direction of the end face 42B of the second duct 11B. In order to connect the end surface 42A of the side plate 31 and the end surface 42B of the side plate 33 facing each other, a connecting plate 44 that can be inserted into the first and second groove portions 43A and 43B is used. The end portion 71 of the connection plate 44 is chamfered for easy insertion. Note that R may be added instead of chamfering.

  Further, a heat insulating material 46 for keeping the temperature of the air flowing in the first and second ducts 11A and 11B is attached on the back plate 38 of the side plate 31. The end 47 of the heat insulating material 46 is thin. On the other hand, a crank-shaped bracket 48 is bonded to the end of the back plate 38 of the side plate 32. A heat insulating material 49 is attached from the bracket 48 to the back plate 38 of the side plate 32. Further, a packing 51 made of J-shaped sponge rubber is attached to the tip of the bracket 48.

  The side plate 33 that constitutes the other three sides of the first duct 11A and is not exposed to the passenger compartment side includes a plate-like member 52, a protruding piece 53 bonded to the end of the plate-like member 52, and a plate-like member. 52 and the heat insulating material 54 affixed on the inner surface side of the projecting piece 53. Here, the protruding piece 53 is attached so as to protrude from the inner surface side of the end portion of the plate-like member 52. Further, the end portion 56 of the heat insulating material 54 is formed thin in consideration of insertion into an insertion recess 55 described later.

  The side plate 34 that constitutes the other three sides of the second duct 11B and is not exposed to the passenger compartment side is abutted against the end face of the plate-like member 57 and the bracket 48 on the second duct 11B side. It has a crank-shaped bracket 59 bonded to the inner surface side. A heat insulating material 61 is attached from the bracket 59 to the plate member 57. Further, a packing 51 formed of J-shaped sponge rubber is attached to the tip of the bracket 59, and the insertion recess 55 is formed by the cooperation of the plate-like member 57 and the bracket 59.

  And when connecting the 1st duct 11A and the 2nd duct 11B, as shown to the arrow, while inserting both sides of the connection plate 44 into each groove part 43A, 43B of the side plate 31 and the side plate 32, it is 1st. The protrusion 53 on the duct 11 </ b> A side is inserted into the insertion recess 55, and is connected to the plate-like member 57 so as to slide.

  As shown in FIG. 6, in the state where the connecting plate 44 is inserted into the groove 43 and the first and second ducts 11A and 11B are connected, the end surfaces of the first and second ducts 11A and 11B are connected. 42A and 42B are spaced apart. Moreover, the end surface 71 of the connection plate 44 and the bottom surface 62 of each groove part 43A, 43B are spaced apart. Also here, the wall surfaces of the grooves 43A and 43B and the surface of the connection plate 44 are not bonded, and the first and second ducts 11A and 11B and the connection plate 44 are relatively slidable. Further, the end portion 47 of the heat insulating material 46 is pressure-bonded to the packing 51 and exhibits a sealing effect at the joint.

  As shown in FIG. 7, a rivet 63 is used for joining the plate-like member 52 and the protruding piece 53. Similarly, a rivet 64 is used for joining the plate-like member 57 and the bracket 59. This is because the side plate 33 that constitutes a part of the first duct 11A and the side plate 34 that constitutes a part of the second duct 11B are not exposed to the passenger compartment side, so it is not necessary to consider the appearance. is there. Then, the end portion 56 of the heat insulating material 54 is pressure-bonded to the packing 51 in order to exert a sealing effect at the joint. Here, in a state where the first duct 11A and the second duct 11B are connected, the end portion 66 of the plate-like member 52 and the end portion 67 of the plate-like member 57 are separated from each other. Further, since the end portion 68 of the projecting piece 53 and the crank portion 69 of the bracket 59 are separated from each other, the projecting piece 53 can slide with respect to the plate-like member 57.

  With the above configuration, the first duct 11A and the second duct 11B are connected, so that when the railway vehicle 1 receives a load, the railway vehicle 1 is distorted, but the first duct 11A. Since the second duct 11B and the connecting plate 44 slide relative to each other, the first and second ducts 11A and 11B are hardly distorted and a load is applied to the first and second ducts 11A and 11B themselves. It becomes difficult to join. Thus, the first and second ducts 11 </ b> A and 11 </ b> B are not easily affected by the load applied to the railway vehicle 1. In addition, the first and second ducts 11A and 11B are not easily distorted and are less likely to be distorted, so that squeak noise and distortion of the first and second ducts 11A and 11B are reduced. Even when the ducts 11A and 11B receive a shearing direction load and a torsional direction load, the ducts 11A and 11B and the connecting plate 44 slide relative to each other. Not easily affected.

  Moreover, as shown in FIG. 6, the end surfaces 42A and 42B of the side plates 31 and 32 are separated from each other, and the end portion 71 of the connection plate 44 and the bottom surfaces 62 of the first and second groove portions 43A and 43B are separated. . Similarly, as shown in FIG. 7, the end portion 66 of the plate-like member 52 of the side plate 33 and the end portion 67 of the plate-like member 57 of the side plate 34 are separated from each other, and the end portion 68 of the protruding piece 53 of the side plate 33 and the side plate. 34 is separated from the crank portion 69 of the bracket 59. Therefore, even if the adjacent first duct 11A and second duct 11B are connected, the overall length of the duct can be adjusted according to the dimensional tolerance. In addition, the workability of connecting the first and second ducts 11A and 11B is also good.

  The connection structure of the first and second ducts 11A and 11B has been described above, but the present invention is not limited to this. For example, a long projection may be provided on the end surface 42A of the first duct 11A by inserting the connecting plate 44 in advance into the groove 43A of the first duct 11A. Alternatively, as shown in FIG. 8, a long convex portion 45 may be integrally formed on the end surface 42 </ b> A of the frame material 39 of the first duct 11 </ b> C. In either case, the convex portion 45 is inserted so as to be slidable relative to the concave portion 43B. In such a railway vehicle 1, although the railway vehicle is distorted, the first and second ducts 11A (11C) and 11B (11D) slide relative to each other, and therefore the first and second ducts 11A. (11C) and 11B (11D) themselves are not easily affected by the distortion of the vehicle 1. Moreover, you may provide the connection structure shown in FIG. 6 in the side plate of all four sides of a duct.

It is sectional drawing which shows one Embodiment of the rail vehicle which concerns on this invention. It is a perspective view which shows a mode that the interior panel shown in FIG. 1 is connected. It is sectional drawing which follows the III-III line of FIG. It is a perspective view which shows the other example of an interior panel. It is a perspective view which shows the connection structure of a duct. It is sectional drawing which shows the side plate which comprises one side of a duct. It is sectional drawing which shows the side plate which comprises the other three sides of a duct. It is a perspective view which shows the other example of a duct.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Railway vehicle, 6 ... 1st interior panel, 7 ... 2nd interior panel, 11A ... 1st duct, 11B ... 2nd duct, 18A, 18B ... End surface, 19A ... 1st groove part (1st ), 19B: second groove (second recess), 21: connecting plate, 42A, 42B ... end face, 43A: first groove (first recess), 43B ... second groove (second) ), 44... Connecting plate.

Claims (5)

A first interior panel having a first recess formed on an end surface;
A second interior panel adjacent to the first interior panel and having a second recess formed on an end surface;
A connection plate inserted into the first and second recesses,
The first interior panel and / or the second interior panel and the connecting plate are relatively slidable, the end surface of the first interior panel and the end surface of the second interior panel A railway vehicle characterized by separating the two. The first and second recesses are formed along the longitudinal direction of the end face,
The railway vehicle according to claim 1, wherein a length of the connection plate is equal to a length of the concave portion in the longitudinal direction. A first interior panel having a convex portion formed on an end surface;
A second interior panel adjacent to the first interior panel and having a second recess formed on an end surface;
The convex portion is inserted so as to be slidable relative to the concave portion, the end surface of the first interior panel and the end surface of the second interior panel are separated from each other, and the first interior panel The railway vehicle, wherein the second interior panel is connected. A first duct having a first recess formed on an end surface;
A second duct adjacent to the first duct and having a second recess formed on an end surface;
A connection plate inserted into the first and second recesses,
The first duct and / or the second duct and the connecting plate are relatively slidable, and the end face of the first duct and the end face of the second duct are separated from each other. A railway vehicle characterized by that. A first duct having a convex portion formed on an end surface;
A second duct adjacent to the first duct and having a second recess formed on an end surface thereof;
The convex portion is inserted so as to be slidable relative to the concave portion, and the end surface of the first duct and the end surface of the second duct are separated from each other, and the first duct and the second duct are separated from each other. A railway vehicle characterized by being connected to a duct.

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