JP2012017043A - Railroad vehicle body structure - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a railroad vehicle body structure which suppresses local deformation produced at the connection section of the railroad vehicle body structures even under condition that complicated loads interact, and in which manufacturing man-hour is reduced.SOLUTION: Joining at the connection section of an edge face plate 42a of a roof structure 40 at a vehicle outer side, and a second face plate 24 of a side structure 20 at the vehicle outer side, is performed by melt welding or friction stir welding. Connection at the connection section of the second face plate 44 at a vehicle inner side of the roof structure 40, and an edge face plate 22a at the vehicle inner side of the side structure 20 is performed by a rivet 80. The melt welding or friction stir welding is easily automated, since the vehicle outer sides where space for arranging a welding machine is hardly restricted, are connected. Connection at the vehicle inner side, which is difficult for automation is accurately connected by small working man-hour by a mechanical fastening means capable of easily performing fastening work. Since the connection section at the vehicle outer side, which requires water-tightness is strongly connected by the melt welding or the friction stir welding, local deformation of the connection section is suppressed compared with the case that the connection sections of both vehicle outer sides are connected by the mechanical fastening means.

Description

  The present invention relates to a railway vehicle structure in which each structure constituted by an extruded shape member in which two opposing face plates are connected by ribs is assembled by mechanical stirring means such as a rivet or a bolt and friction stir welding or fusion welding.

  In general, there are four types of railcar structures: a roof structure that constitutes the upper surface of the vehicle body, a side structure that constitutes the side surface, a base frame that constitutes the lower surface, and a wife that constitutes the longitudinal end face of the structure. It consists of a structure. In recent years, with the main purpose of reducing the weight of a vehicle structure and improving its manufacturability, an aluminum alloy extruded profile consisting of two face plates and a plurality of connecting ribs connecting the face plates to each other, a roof structure, a side structure, etc. The method of constructing and assembling a railway vehicle structure is becoming widespread.

  For the production of a vehicle structure, generally, first, after arranging a predetermined number of extruded shapes extruded in a predetermined shape on the upper surface of the gantry along the direction intersecting the extrusion direction, A roof structure, a side structure, a frame, and the like are manufactured by friction stir welding or fusion welding along a joining line in which the joining surfaces of the extruded profiles are abutted. Next, the wife structure is erected at both ends in the longitudinal direction of the frame, and the side structure is erected at both ends in the width direction of the frame, and the lower end of the wife structure and the side structure and the frame The connecting portion and the connecting portion in the vertical direction between the wife structure and the side structure are connected by fusion welding or the like. Finally, the roof structure is placed on the upper end of the wife structure and the side structure, and the connection portion between the wife structure and the side structure and the roof structure is connected by fusion welding or the like, so that a hexahedral railcar structure is manufactured. The The structure of the railway vehicle structure manufactured in this way is shown in Patent Document 1, for example.

  Since the joining of the structures (side structures, roof structures, etc.) themselves constituting each surface of the railway vehicle structure is carried out in a planar form, automation (mechanization) by a joining device capable of performing friction stir welding, etc. is advanced. Therefore, it is possible to produce a structure with high dimensional accuracy with a small number of manufacturing steps. On the other hand, in the process of manufacturing a six-sided railway vehicle structure by placing a side structure and a wife structure on the periphery of the underframe and further placing a roof structure, It is easy to proceed with automation. However, it is difficult to proceed with automation for the joining on the inside of the vehicle because the joining device must be arranged in the vehicle of the railway vehicle structure.

  On the other hand, the railway vehicle structure is supported at two points by the carriage in the vicinity of both ends in the longitudinal direction, so that it accompanies the mass of large equipment such as the main transformer and main converter installed under the floor or the mass of passengers. When a static load or a dynamic load resulting from vibrations or the like accompanying traveling acts on the railway vehicle structure, a complex load acts on each part of the railway vehicle structure. As a result, the complex load described above also acts on the joint between the side structure and the roof structure, or the joint between the underframe and the side structure, so local deformation may occur in the part. .

  In addition, the work of attaching equipment pre-assembled by outwork such as lighting equipment, cargo racks, handrails, chairs, etc. provided in the interior of the railway vehicle structure to a predetermined position inside the railway vehicle structure, or an air conditioner on the roof In order to reduce the number of work steps when performing work such as attaching the main circuit device and the brake control device to the underfloor, etc., there is a growing tendency to desire a railway vehicle structure with high dimensional accuracy.

Japanese Patent Laid-Open No. 2002-210571

  Therefore, in the railway vehicle structure, it is possible to suppress local deformation even when a complex load acts on the joint portion between the side structure and the roof structure, or the joint portion between the underframe and the side structure, and the connection mode. However, there is a problem to be improved in that the number of manufacturing steps can be reduced by devising the device.

  SUMMARY OF THE INVENTION An object of the present invention is to provide a railway vehicle structure that can suppress local deformation that occurs in a connecting portion of the railway vehicle structure even under a condition where a complicated load acts, and that can reduce the number of manufacturing steps.

  In order to solve the above-described problems, a railway vehicle structure according to the present invention is a railway vehicle structure having a roof structure, a side structure, and a frame, and the roof structure and the side structure are formed by ribbing two facing face plates. The extruded profile is composed of a first face plate and a second face plate connected by a plurality of ribs, and the widthwise end of the first face plate is the width of the second face plate. Projecting from the end in the width direction to the end in the width direction of the extruded profile, and the rib formed continuously from the end of the second face plate is closer to the center in the width direction of the first face plate And the second face plate of the side structure and the first face plate of the roof structure are overlapped, and the first face plate of the side structure and the second face plate of the roof structure are overlapped. In the railway vehicle structure, the first face plate of the roof structure is connected to the railway vehicle. The second face plate of the side structure is disposed on the outer side of the structure, the end of the roof structure in the width direction of the first face plate, and the second face plate of the side structure. The face plate is connected by fusion welding or friction stir welding, and the overlapping portion of the second face plate of the roof structure and the first face plate of the side structure is connected by a mechanical fastening means. It is said.

  Further, the railway vehicle structure according to the present invention is a railway vehicle structure having a roof structure, a side structure, and a frame, and the side structure and the frame are extruded profiles in which two facing face plates are connected by ribs. The extruded profile has a first face plate and a second face plate connected by a plurality of ribs, and an end of the extruded profile that forms the underframe in the width direction of the first face plate, The end portion of the second face plate of the extruded shape member that protrudes from the end portion of the end rib in the width direction of the underframe toward the end portion of the extruded shape member in the width direction and forms the side structure. Protrudes from the end in the width direction of the first face plate toward the end in the width direction of the extruded shape member, and the rib formed continuously from the end of the end rib of the underframe is The first face plate is connected to a portion closer to the center in the width direction, and is continuously formed from the end of the first face plate of the side structure. The rib to be connected is connected to a portion closer to the center in the width direction of the second face plate, and the second face plate of the side structure and the end rib of the underframe are overlapped, and the side structure In the railway vehicle structure in which the first face plate and the first face plate of the underframe are overlapped, the second face plate of the side structure and the end rib of the underframe are connected to the outside of the rail vehicle structure. And the end portion of the side face body in the width direction of the second face plate and the end rib of the underframe are connected by fusion welding or friction stir welding, and the side structure body An overlapping portion between the first face plate and the first face plate of the underframe is connected by mechanical fastening means.

  According to the railway vehicle structure according to the present invention, a condition that a complex load acts during traveling by configuring the connection portion between the roof structure and the side structure or the frame and the side structure constituting the railway vehicle structure as described above. Even below, deformation of the connecting portion between the roof structure and the side structure of the railway vehicle structure or the connecting portion between the side structure and the underframe can be suppressed, and the number of manufacturing steps of the railway vehicle structure can be reduced.

FIG. 1 is a perspective view of a railway vehicle structure. 2 is an AA cross-sectional view (vertical half) of the railway vehicle structure of FIG. FIG. 3 is an enlarged view of a connection portion (B portion) between the roof structure and the side structure in FIG. 2. FIG. 4 is an enlarged view of a connection portion (C portion) between the side structure and the underframe of FIG. FIG. 5 is an enlarged view (D portion) of an overlapping portion (connecting portion) between the face plate of the roof structure and the face plate of the side structure in FIG. 3. 6 is an enlarged view (E portion) of an overlapping portion (connecting portion) between the face plate of the side structure and the face plate of the underframe shown in FIG. FIG. 7 is an enlarged view of a connection portion (C portion) between the side structure and the underframe of FIG. 2 and is a form of other connection portions. FIG. 8 is an enlarged view (G portion) of an overlapping portion (connecting portion) between the face plate of the side structure and the face plate of the underframe shown in FIG.

Hereinafter, an example of a railway vehicle structure according to the present invention will be described with reference to the drawings.
FIG. 1 is a perspective view schematically showing an example of a railway vehicle structure. The railcar structure 1 shown in FIG. 1 is erected on side structures 20 and 20 (only one is shown) erected at both ends in the width direction of the underframe 10 and at both ends in the longitudinal direction of the underframe 10. And a roof structure 40 placed on the upper ends of the side structures 20, 20 and the wife structures 30, 30, and both end portions in the longitudinal direction are supported by the support structures. (Car) 400 and 400 are supported. The side structure 20 is formed with a side opening 52 provided with a side sliding door used for passengers getting on and off, and a window 54. The directions 100, 110, and 120 indicate the height direction, the width direction, and the longitudinal direction of the railway vehicle structure 1, respectively.

  FIG. 2 is a longitudinal half of the longitudinal vertical cross section (central portion) of the railway vehicle structure 1 shown in FIG. The side structure 20, the roof structure 40, and the underframe 10 are arranged with a plurality of extruded shapes in which two facing face plates are connected by a plurality of ribs in the width direction (direction intersecting the extrusion direction), and the ends are aligned. After the butting, they are assembled into a flat plate having a predetermined width and length by friction stir welding or fusion welding. Each structure assembled in a flat plate shape has an opening at a predetermined position. The opening provided in the side structure 20 is the side opening 52 or the window 54 described above. Although not shown, the roof structure 40 is adjusted in temperature, humidity, and the like by an air conditioner placed on the roof. An opening for supplying air to the inside of the railway vehicle structure 1 and an opening for returning the recirculated air from the vehicle to the air conditioner are provided.

  As shown in FIG. 2, the upper end portion of the side structure 20 and the end portion in the width direction of the roof structure 40 are connected at the B portion, and the end portion in the width direction of the underframe 10 and the lower end portion of the side structure 20 are C. Finally, a hexahedral railcar structure 1 is manufactured.

  FIG. 3 is an enlarged view of a connection portion (B portion) between the roof structure 40 and the side structure 20 shown in FIG. The roof structure 40 is made of an extruded profile in which two opposing first and second face plates 42 and 44 are connected by ribs 48 and end ribs 46. The end face plate 42 a of the first face plate 42 that forms the face plate on the vehicle exterior side of the roof structure 40 protrudes in the width direction 110 of the railway vehicle structure 1 from the end portion in the width direction of the second face plate 44. On the other hand, the side structure 20 is made of an extruded profile in which two opposing first face plates 22 and second face plates 24 are connected by ribs 28 and end ribs 26. The end face plate 22a of the first face plate 22 that forms the face plate on the inner side of the side structure 20 protrudes toward the center of the rail vehicle structure 1 in the width direction 110 from the width direction end of the second face plate 24. .

  With this configuration, the roof structure 40 can be lowered from above and placed on the upper end portion of the side structure 20. When the roof structure 40 is placed on the upper end which is also the widthwise end of the side structure 20, the end face plate 42 a of the first face plate 42 of the roof structure 40 is located outside the second face plate 24 of the side structure 20. Superimposed on the surface. At substantially the same time, the second face plate 44 at the end in the width direction of the roof structure 40 is overlapped with the surface of the end face plate 22a of the first face plate 22 of the side structure 20 on the vehicle exterior side.

  On the second face plate 24 of the side structure 20 where the end face plate 42a of the first face plate 42 of the roof structure 40 is placed, a level difference (thickness of the side structure 20) equal to the thickness of the end face plate 42a. In the direction of decreasing). Similarly, the second face plate 44 of the roof structure 40 in a portion that is placed on the end face plate 22a of the first face plate 22 of the side structure 20 has a level difference (roof structure 40 equal to the plate thickness of the end face plate 22a). In the direction of decreasing the thickness). For this reason, in the connection part B of the roof structure 40 and the side structure 20, each face plate of the vehicle outer side and the vehicle inner side is substantially the same surface that is continuous without causing a step that changes suddenly in the thickness direction of each face plate. A connecting surface is formed.

  In a state where the roof structure 40 is placed on the upper end portion of the side structure 20, the connection between the end portion in the width direction of the end face plate 42 a on the vehicle exterior side of the roof structure 40 and the second face plate 24 on the vehicle exterior side of the side structure 20. The parts (butt joints) are melt welded (melt welds are indicated by M) or friction stir welded (friction stir welds are indicated by F). On the other hand, the connecting portion (lap joint) between the second face plate 44 on the inner side of the roof structure 40 and the end face plate 22a on the inner side of the side structure 20 is extended along the longitudinal direction 120 of the railway vehicle structure 1 by the rivets 80. Are discretely connected at a predetermined interval.

  The butted portion of one face plate of the extruded profile forming the roof structure 40 and one face plate of the extruded profile forming the side structure is firmly welded in the longitudinal direction of the railway vehicle structure 1 by fusion welding or friction stir welding. And connecting the other face plate of the extruded profile forming the roof structure 40 and the other face plate of the extruded profile forming the side structure to a machine such as a rivet discretely in the longitudinal direction of the railway vehicle structure 1 Are connected by means of mechanical fastening. That is, at the joint between the extruded profiles, one connection is joined by fusion welding or friction stir welding, and the other connection is mechanically fastened. Since the joint portion by one fusion welding (or friction stir welding) can sufficiently suppress the relative displacement in the longitudinal direction and the width direction of the railway vehicle structure 1, a complicated load acts on the connection portion during traveling. Even so, in the other mechanical fastening portion (connecting portion), relative displacement in the longitudinal direction and the width direction of the railway vehicle structure 1 is unlikely to occur, and the rivet head and face plate provided for the mechanical fastening portion Since it is possible to suppress the occurrence of slippage (slip) that tends to cause deterioration in the quality of the joint on the contact surface, local deformation that occurs in the connection portion of the railway vehicle structure 1 can be suppressed.

  Furthermore, a butting portion (joint portion) between one face plate of the extruded shape member forming the roof structure 40 to be joined by fusion welding or friction stir welding and one face plate of the extruded shape member constituting the side structure is provided on the vehicle exterior side. If it arrange | positions, since a welding machine can be installed in a wide space, since automation can be advanced, not only the rail vehicle structure 1 can be manufactured with a small manufacturing man-hour, but watertightness can also be ensured. In addition, it is not necessary to form a butt | matching part in the junction part mentioned above, and it melt-welds to one face plate of the extrusion shape material which the edge part of the width direction of one face plate of the extrusion shape material which makes the roof structure 40 makes a side structure. Or you may join by friction stir welding.

  FIG. 4 is an enlarged view of a connecting portion (C portion) between the side structure 20 and the underframe 10 of the railway vehicle structure 1 shown in FIG. The side structure 20 is formed of an extruded shape member in which two opposing first face plates 22 and second face plates 24 are connected by ribs 28 and end ribs 26. The end face plate 24 a of the second face plate 24 of the side structure 20 is provided in such a manner as to protrude downward along the height direction 100 of the railway vehicle structure from the end rib 26. The end face plate 22a continuous to the first face plate 22 of the side structure 20 extends substantially horizontally from the vicinity of the connecting portion between the first face plate 22 and the end rib 26 toward the central portion in the width direction 110 of the railway vehicle structure 1. Is provided.

  On the other hand, the frame 10 is made of an extruded shape member in which two opposing first face plates 12 and second face plates 14 are connected by ribs 18 and end ribs 16. When the side structure 20 is erected at the end in the width direction of the underframe 10, the end face plate 22 a of the first face plate of the side structure 20 is formed on the upper surface of the end face plate 12 a continuous to the first face plate 12 of the underframe 10. Are overlaid. At substantially the same time, the end face plate 24a of the second face plate of the side structure 20 is overlapped on the vehicle outer side of the end rib 16 of the underframe 10.

  The end face plate 22a of the first face plate of the side frame 20 is overlapped with the end face face plate 12a of the first face plate of the underframe 10 with respect to the first face plate 12 of the underframe 10. The same level as the plate thickness (the direction in which the thickness of the underframe 10 decreases) is provided. Similarly, the end rib 16 of the frame at the portion where the end face plate 24a of the second face plate of the side structure 20 is overlapped is also the same level as the plate thickness of the end face plate 24a (the width direction of the frame 10 is small). Direction). For this reason, in the connection portion C between the side structure 20 and the underframe 10, the face plates on the vehicle outer side and the vehicle inner side have substantially the same continuous surface without a step that changes suddenly in the thickness direction of each face plate. A connecting surface is formed.

  In a state where the side structure 20 is erected at the end in the width direction of the underframe 10, the end in the height direction of the end face plate 24 a on the vehicle exterior side of the side structure 20 and the end rib 16 of the underframe 10. The connecting portion (butt joint) is fusion welded (the fusion weld is indicated by M) or friction stir welded (the friction agitation weld is indicated by F). On the other hand, a connecting portion (lap joint) between the end face plate 22a on the inner side of the side structure 20 and the end face plate 12a on the inner side of the underframe 10 extends along the longitudinal direction 120 of the railway vehicle structure 1 by the rivets 80. Are discretely connected at a predetermined interval.

  While the butted portion of the end face plate 24a of the second face plate 24 of the side structure 20 and the end rib 16 of the underframe 10 is firmly connected to the longitudinal direction of the railway vehicle structure 1 by fusion welding or friction stir welding. The overlapping portion of the end face plate 12a of the first face plate 12 of the underframe 10 and the end face plate 22a of the first face plate 22 of the side structure 20 is discretely machined in the longitudinal direction of the railway vehicle structure 1 such as rivets. Are connected by means of mechanical fastening. That is, at the joint between the extruded profiles, one joint is joined by fusion welding or friction stir welding, and the other joint is mechanically fastened. The joint portion by fusion welding (or friction stir welding) can sufficiently suppress the relative displacement in the longitudinal direction and the width direction of the railway vehicle body 1, so that a complicated load is applied to the connection portion during traveling. However, in the other mechanical fastening portion (connecting portion), relative displacement in the longitudinal direction and the width direction of the railway vehicle body 1 is unlikely to occur, and contact between the head of the rivet provided to the mechanical fastening portion and the face plate Since it is possible to suppress the occurrence of slippage (slip) that tends to cause deterioration in the quality of the joint portion on the surface, local deformation that occurs at the connection portion of the railway vehicle structure 1 can be suppressed.

  Furthermore, if the abutting portion between the end rib 16 of the frame 10 and the end face plate 24a of the second face plate 24 of the side structure 20 to be joined by fusion welding or friction stir welding is arranged on the vehicle exterior side, the welding machine Can be installed in a wide space, so that automation can be carried out, so that not only can the railcar structure 1 be manufactured with a small number of manufacturing steps, but also watertightness can be secured. Note that the joining portion described above does not necessarily have to form a butt portion, and the end portion of the end face plate 24a of the second face plate 24 of the side structure 20 is melt welded or friction stir welded to the end rib 16 of the base frame 10. May be joined.

  FIG. 5 is an enlarged view of a portion D in FIG. Actually, the second face plate 44 of the roof structure 40 and the end face plate 22a of the first face plate 22 of the side structure 20 are in close contact with each other. It is depicted with a gap between the two.

  The thickness of the end face plate 22a along the longitudinal direction 120 of the railway vehicle structure 1 is the end face plate 22a of the first face plate 22 of the side structure 20 and the second face plate 44 of the roof structure 40 is overlapped. The recess 25b is provided in a manner to make the thickness of the film thinner. The second face plate 44 of the roof structure 40, which protrudes in the thickness direction of the second face plate 44 at a portion where the recess 25 b of the end face plate 22 a of the side structure 20 is overlapped, and the recess 25 b of the end face plate 22 a. Is provided with a convex portion 45a. Prior to placing the roof structure 40 on the upper end of the side structure 20, the friction-increasing material 60 is applied between the end face plate 22 a of the side structure 20 and the second face plate 44 of the roof structure 40. In addition, the convex part 45a and the recessed part 25b are provided in the vicinity of the rivet 80 which is a mechanical fastening part.

  As described above, the railway vehicle assembly 1 is supported at both ends in the longitudinal direction by the carriages 400 and 400, and electrical equipment having a large mass is mounted under the floor of the railway vehicle assembly 1 and passengers get in. . For this reason, in particular, since a complex load acts on the railway vehicle structure 1 during traveling, a complex load may also act on the connection portion between the roof structure 40 and the side structure 20 of the railway vehicle structure 1. is there. In the railway vehicle structure 1, the convex portion 45a provided on the second face plate 44 of the roof structure 40 and the concave portion 25b provided on the end face plate 22a of the first face plate of the side structure 20 are fitted. Even when the above-described complicated load acts in the direction in which the both are peeled or pressed against each other in the width direction with respect to the connection portion between the roof structure 40 and the side structure 20, the relative displacement between the two can be suppressed. it can. Further, since the friction-increasing material 60 is applied to the overlapping surfaces of both, the width direction 110 and the longitudinal direction 120 of the railway vehicle structure 1 are applied by the pressing force when the roof structure 40 and the side structure 20 are connected by the rivets 80. A strong frictional force is generated. Therefore, even when the above-described complicated load acts on the connecting portion, it is possible to suppress the occurrence of slipping between the two.

  FIG. 6 is an enlarged view of a portion E in FIG. As in FIG. 5, the end face plate 22a that is continuous with the first face plate 22 of the side structure 20 and the end face plate 12a that is continuous with the first face plate 12 of the underframe 10 are actually in close contact, In order to explain the characteristics of the overlapped portions, they are intentionally drawn with a gap between them.

  The end face plate 22 a of the first face plate 22 of the side structure 20, which overlaps the end face plate 12 a of the first face plate 12 of the underframe 10, has an end portion along the longitudinal direction 120 of the railway vehicle structure 1. A recess 25b is provided in such a manner that the thickness of the face plate 22a is reduced. A portion where the end face plate 22a of the side structure 20 is overlapped, and protrudes in the thickness direction of the end face plate 12a at a portion of the end face plate 12a of the base frame 10 facing the recess 25b of the end face plate 22a. And the convex part 15a fitted to the recessed part 25b is provided. Before the side structure 20 is erected at the end portion in the width direction of the frame 10, the friction-increasing material 60 is applied between the end surface plate 12 a of the frame 10 and the end surface plate 22 a of the side structure 20. . In addition, the convex part 15a and the recessed part 25b are provided in the vicinity of the rivet 80 which is a mechanical fastening part.

  As described above, the railway vehicle assembly 1 is supported at both ends in the longitudinal direction by the carriages 400 and 400, and electrical equipment having a large mass is mounted under the floor of the railway vehicle assembly 1 and passengers get in. . For this reason, since a complex load acts on the railway vehicle structure 1 particularly during traveling, a complex load may also act on the joint between the side structure 20 and the underframe 10 of the railway vehicle structure 1. is there. In the railway vehicle assembly 1, the concave portion 25 b provided on the end face plate 22 a of the first face plate of the side structure 20 and the convex portion 15 a provided on the end face plate 12 a of the first face plate of the underframe 10 are fitted. Therefore, even when the above-described complicated load acts in a direction in which both sides of the side structure 20 and the base frame 10 are peeled or pressed against each other in the width direction, the relative displacement between the two Can be suppressed. Further, since the friction-increasing material 60 is applied to the overlapping surfaces of the two, the width direction 110 and the longitudinal direction 120 of the railway vehicle structure 1 are applied by the pressing force when the side structure 20 and the underframe 10 are connected by the rivets 80. A strong frictional force is generated. Therefore, even when the above-described complicated load acts on the connecting portion, it is possible to suppress the occurrence of slipping between the two.

  FIG. 7 is an enlarged view of a connection portion (C portion) between the side structure and the underframe of FIG. 2 and is a form of other connection portions. The side structure 20 is formed of an extruded shape member in which two opposing first face plates 22 and second face plates 24 are connected by ribs 28 and end ribs 26. The end face plate 24a of the second face plate 24 of the side structure 20 protrudes downward (in the width direction of the extruded profile forming the side structure 20) along the height direction 100 of the railway vehicle structure from the end rib 26. Is provided.

  On the other hand, the frame 10 is composed of two opposing first face plates 12 and 14, ribs 18, end ribs 16, ribs 17 that connect the end ribs 16 and the first face plate 12, and the like. Made of extruded profile. A rib 17 formed continuously from the end of the end rib 16 of the underframe 10 is connected to a portion near the center in the width direction of the first face plate 12 (near the center in the width direction 110 of the railcar structure 1). When the side structure 20 is erected at the end in the width direction of the underframe 10, the end face plate 12 a that protrudes in the width direction of the first face plate 12 of the underframe 10 and continues to the first face plate 12 is It is disposed so as to overlap the end face plate 22a of the first face plate of the side structure 20. At almost the same time, the end face plate 24 a of the second face plate 24 of the side structure 20 is overlapped on the vehicle outer side of the end rib 16 of the underframe 10.

  A portion of the first face plate 22 of the side structure 20 where the end face plate 12a that is continuous with the first face plate 12 of the underframe 10 is overlapped is the same level as the thickness of the end face plate 12a (the thickness of the side structure 20). In the direction of decreasing). Similarly, the end rib 16 of the base frame at the portion where the end face plate 24a of the second face plate of the side structure 20 is overlapped also has a level difference of the same level as the thickness of the end face plate 24a of the side structure 20 (of the base frame 10). The width direction is reduced). For this reason, in the connection portion C between the side structure 20 and the underframe 10, the face plates on the vehicle outer side and the vehicle inner side have substantially the same continuous surface without a step that changes suddenly in the thickness direction of each face plate. A connecting surface is formed.

  In a state where the side structure 20 is erected at the end in the width direction of the underframe 10, the end in the height direction of the end face plate 24 a on the vehicle exterior side of the side structure 20 and the end rib 16 of the underframe 10. The connecting portion (butt joint) is fusion welded (the fusion weld is indicated by M) or friction stir welded (the friction agitation weld is indicated by F). On the other hand, a connecting portion (lap joint) between the first face plate 22 on the inner side of the side structure 20 and the end face plate 12a of the first face plate 12 on the inner side of the underframe 10 is connected to the longitudinal direction of the railway vehicle structure 1 by a rivet 80. 120 are discretely connected at predetermined intervals.

  The welded portion of the end face plate 24a of the second face plate 24 of the extruded shape member forming the side structure 20 and the end rib 16 of the extruded shape member forming the frame 10 is fusion welded in the longitudinal direction of the railway vehicle structure 1. Alternatively, it is firmly connected by friction stir welding, and the overlapping portion of the end face plate 12a of the first face plate 12 of the underframe 10 and the end face plate 22a of the first face plate 22 of the side structure 20 is connected to the rail vehicle structure 1. They are discretely connected in the longitudinal direction by mechanical fastening means such as rivets. That is, at the joint between the extruded profiles, one joint is connected by fusion welding or friction stir welding, and the other joint is mechanically fastened. Since the joint portion by one fusion welding (or friction stir welding) can sufficiently suppress the relative displacement in the longitudinal direction and the width direction of the railway vehicle structure 1, a complicated load acts on the joint portion during traveling. Even so, in the other mechanical fastening portion (connecting portion), relative displacement in the longitudinal direction and the width direction of the railway vehicle structure 1 is unlikely to occur, and the rivet head and face plate provided for the mechanical fastening portion Since it is possible to suppress the occurrence of slippage (slip) that tends to cause deterioration in the quality of the joint on the contact surface, local deformation that occurs in the connection portion of the railway vehicle structure 1 can be suppressed.

  Furthermore, a butting portion (joint portion) between the end rib 16 of the frame 10 to be joined by fusion welding or friction stir welding and the end face plate 24a of the second face plate 24 of the side structure 20 is disposed outside the vehicle. For example, since the welding machine can be installed in a wide space, automation can be promoted, so that not only the railcar assembly 1 can be manufactured with a small number of manufacturing steps, but also watertightness can be secured. Note that the joining portion described above does not necessarily have to form a butt portion, and the end portion of the end face plate 24a of the second face plate 24 of the side structure 20 is melt welded or friction stir welded to the end rib 16 of the base frame 10. May be joined.

  FIG. 8 is an enlarged view (G portion) of a connection portion (lap joint) between the first face plate 22 of the side structure 20 of FIG. 7 and the first face plate 12 of the underframe 10. As in FIGS. 4 and 6, the first face plate 22 of the side structure 20 and the end face plate 12 a continuous to the first face plate 12 of the underframe 10 are actually in close contact with each other, but are overlapped portions. In order to explain the characteristics of these, they are intentionally drawn with a gap between them.

The thickness of the first face plate 22 along the longitudinal direction 120 of the railway vehicle structure 1 is applied to the portion of the first face plate 22 of the side structure 20 where the end face plate 12a of the first face plate 12 of the underframe 10 is overlapped. The convex part 25a is provided in the aspect which makes it thick. The end face plate 12a of the first face plate of the underframe 10 and the portion facing the convex portion 25a of the first face plate 22 of the side structure 20 are arranged in the direction in which the thickness of the end face plate 12a becomes thinner. A concave portion 15 b that fits into the convex portion 25 a of the face plate 22 is provided.
Before the side structure 20 is erected at the end in the width direction of the underframe 10, the end face plate 22a of the first face plate 22 of the side structure 20 and the end face plate 12a of the first face plate 12 of the underframe 10 are separated. Further, the friction-increasing material 60 is applied. In addition, the convex part 25a and the recessed part 15b are provided in the vicinity of the rivet 80 which is a mechanical fastening part.

  As described above, the railway vehicle assembly 1 is supported at both ends in the longitudinal direction by the carriages 400 and 400, and electrical equipment having a large mass is mounted under the floor of the railway vehicle assembly 1 and passengers get in. . For this reason, in particular, since a complex load acts on the railway vehicle structure 1 during traveling, a complex load may also act on the connecting portion between the side structure 20 and the underframe 10 of the railway vehicle structure 1. is there. In the railway vehicle structure 1, the convex portion 25 a provided on the first face plate 22 of the side structure 20 and the concave portion 15 b provided on the end face plate 12 a of the first face plate 12 of the frame 10 are fitted. Therefore, even when the above-described complicated load acts in the direction in which the side structure 20 and the base frame 10 are peeled or pressed against each other in the width direction, the relative displacement between the two is suppressed. be able to. Further, since the friction-increasing material 60 is applied to the overlapping surfaces of the two, the width direction 110 and the longitudinal direction 120 of the railway vehicle structure 1 are applied by the pressing force when the side structure 20 and the underframe 10 are connected by the rivets 80. A strong frictional force is generated. Therefore, even when the above-described complicated load acts on the connecting portion, it is possible to suppress the occurrence of slipping between the two.

  In each of the above-described embodiments, the convex portions provided at the overlapping portions of the face plates are provided on the roof structure 40 side (convex portion 45a) and the base frame 10 side (convex portion 15a), and the concave structure is provided on the side structure 20. (The concave portion 25b) may be provided in the reverse relationship (that is, the convex portion is provided on the side structure 20 side and the concave portion is provided on the roof structure 40 side or the frame 10 side). Further, the convex portions 15a, 25a, 45a and the concave portions 15b, 25b may be provided integrally when the extruded shape material is produced by extrusion, or may be provided by machining after extrusion.

DESCRIPTION OF SYMBOLS 1 ... Railway vehicle structure 10 ... Underframe 12 ... 1st face plate 12a ... End part face plate (1st face plate) 14 ... 2nd face plate 15a, 25a, 45a ... Convex part 16 ... End part rib 18 ... Rib 20 ... Side structure 22 ... First face plate 22a ... End face plate (first face plate)
24 ... 2nd face plate 24a ... End part face plate (2nd face plate)
15b, 25b ... concave portion 26 ... end rib 28 ... rib 30 ... wife structure 40 ... roof structure 42 ... first face plate 42a ... end face plate (first face plate)
44 ... 2nd face plate 46 ... End rib 48 ... Rib 52 ... Entrance / exit 54 ... Window 60 ... Friction increasing material 80 ... Rivet 100 ... Height direction 110 ... Width direction 120 ... Longitudinal direction A ... AA cross section of FIG. ... Connection part between side structure and roof structure C ... Connection part between underframe and side structure D ... Enlarged part of rivet connection part (roof structure and side structure)
E, G ... Enlarged part of rivet connection (side structure and underframe)
F: Friction stir weld M: Melt weld

Claims (8)

A railcar structure having a roof structure, a side structure and a underframe, wherein the roof structure and the side structure are composed of extruded shapes in which two facing face plates are connected by ribs,
In the extruded shape member, the first face plate and the second face plate are connected by a plurality of ribs, and the end portion in the width direction of the first face plate is wider than the end portion in the width direction of the second face plate. Protrudes toward the end of the direction,
The rib formed continuously from the end of the second face plate is connected to a portion near the center in the width direction of the first face plate,
In the railway vehicle structure in which the second face plate of the side structure and the first face plate of the roof structure are overlapped, and the first face plate of the side structure and the second face plate of the roof structure are overlapped,
The first face plate of the roof structure is disposed outside the railway vehicle structure, and the second face plate of the side structure is disposed outside the vehicle.
The end in the width direction of the first face plate of the roof structure and the second face plate of the side structure are connected by fusion welding or friction stir welding,
The overlapping part of the second face plate of the roof structure and the first face plate of the side structure is connected by mechanical fastening means,
A railway vehicle structure characterized by In the railway vehicle structure according to claim 1,
The overlapping portion between the second face plate of the roof structure and the first face plate of the side structure protrudes from the one face plate or the other face plate in the thickness direction in the vicinity of the mechanical fastening means. A convex portion formed, and a concave portion that is formed to be recessed in the direction in which the thickness of the other face plate or one of the face plates is reduced, and into which the convex portion is fitted,
A railway vehicle structure characterized by In the railway vehicle structure according to claim 1,
A friction-increasing material is applied to the overlapping surface between the second face plate of the roof structure and the first face plate of the side structure and connected by the mechanical fastening means,
A railway vehicle structure characterized by In the railway vehicle structure according to claim 1,
In the overlapping portion of the roof structure and the side structure, the portion of the second face plate in the width direction where the first face plate is overlapped is only a thickness corresponding to the thickness of the first face plate. A step is provided in a direction in which the thickness of the extruded profile decreases,
A railway vehicle structure characterized by A railcar structure having a roof structure, a side structure, and a frame, wherein the side structure and the frame are made of an extruded profile in which two face plates facing each other are connected by ribs,
The extruded profile has a first face plate and a second face plate connected by a plurality of ribs,
An end portion in the width direction of the first face plate of the extruded profile forming the underframe protrudes from an end portion in the width direction of the end rib of the underframe toward the end portion in the width direction of the extruded shape member. And
The end portion in the width direction of the second face plate of the extruded shape member forming the side structure protrudes from the end portion in the width direction of the first face plate toward the end portion side in the width direction of the extruded shape member,
The rib formed continuously from the end portion of the end rib of the underframe is connected to a portion near the center in the width direction of the first face plate,
The rib formed continuously from the end of the first face plate of the side structure is connected to a portion near the center of the second face plate in the width direction,
In the railway vehicle structure in which the second face plate of the side structure and the end rib of the underframe are overlapped, and the first face plate of the side structure and the first face plate of the underframe are overlapped,
While disposing the second face plate of the side structure and the end rib of the underframe on the outside of the railway vehicle structure,
The end in the width direction of the second face plate of the side structure and the end rib of the underframe are connected by fusion welding or friction stir welding,
The overlapping portion of the first face plate of the side structure and the first face plate of the underframe is connected by mechanical fastening means,
A railway vehicle structure characterized by In the railway vehicle structure according to claim 5,
In the vicinity of the mechanical fastening means, the overlapping portion between the first face plate of the underframe and the first face plate of the side structure is the first face plate of the underframe or the first face plate of the side structure. From the first face plate of the side structure or the first face plate of the underframe in a direction of decreasing the thickness of the face plate. A concave portion into which the convex portion is fitted,
A railway vehicle structure characterized by In the railway vehicle structure according to claim 5,
A friction-increasing material is applied to the overlapping surface of the first face plate of the side structure and the first face plate of the underframe and connected by the mechanical fastening means,
A railway vehicle structure characterized by In the railway vehicle structure according to claim 5,
An end portion of the end frame in the width direction of the end rib, the end portion being overlapped with an end portion of the side structure in the width direction of the second face plate is a plate of the second face plate of the side structure. A step is provided in a direction in which the thickness of the extruded shape member decreases by a thickness corresponding to the thickness,
The end portion of the side structure in the width direction of the first face plate, the end portion of the underframe being overlapped with the end portion in the width direction of the first face plate is a plate of the first face plate of the underframe. A step is provided in a direction in which the thickness of the extruded profile decreases by a thickness corresponding to the thickness;
A railway vehicle structure characterized by

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