JP2016060266A - Railway vehicle body structure - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a railway vehicle body structure which can simplify a structure, save weight of a vehicle, and reduce the number of member junction while securing strength of a pier panel part.SOLUTION: In a railway vehicle body structure which comprises an outer plate provided with an opening, a shear plate arranged on the circumference of the opening as a reinforcement member, and frame members arranged on the inner side of the outer plate, and in which the shear plate and the frame members are joined to the outer plate, a projection protruding to the indoor surface side and extending in the vehicle longitudinal direction is integrally molded with the press work in the shear plate as a lateral frame arranged in the vehicle longitudinal direction of the frame members, the plural projections are provided in parallel in the vehicle vertical direction, and a vertical frame arranged in the vehicle vertical direction of the frame members is joined to both ends of the shear plate.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a railway vehicle structure in which the strength of a blowing part is increased using a shear plate.

  As a railway vehicle structure, for example, as shown in FIG. 13, there is a structure in which a side structure is combined by joining parts such as a structure block. In this type of railway vehicle structure, a roof structure is joined to the upper part of such a side structure, a wife structure is joined to the front and rear, and a base frame is joined to the bottom structure. In the side structure 100 shown in FIG. 13, side entrance blocks 104 are joined between the vehicle end window block 102 and the intermediate window block 103, and between the intermediate window block 103 and the intermediate window block 103, respectively. In the vehicle end window block 102 and the intermediate window block 103, for example, a side outer plate is formed by joining an upper outer plate and a lower outer plate which are divided into upper and lower parts, and bone members and the like are joined to the inside of the vehicle body to maintain strength. Has been.

  Here, in order to increase the vertical bending rigidity of the vehicle, it is effective to increase the thickness of the blowing portion in the intermediate window block. Therefore, in the intermediate window block 103, instead of increasing the thickness of the outer plate at the blowing portion where shearing force is easily applied, as shown in FIG. 14, the shear plate 110 is bonded to the back surface of the outer plate as a reinforcing member. Has been. The shear plates 110 are respectively disposed on the left and right blowing portions of the window opening 120. In FIG. 14, only the blowing part on one side of the window opening 120 is shown.

  A bone member is joined from above the shear plate 110. Specifically, the horizontal bone 111 is joined by laser welding or the like, and the vertical bone 112 is joined to both ends thereof by laser welding or the like. With such a structure, the rigidity of the blowing portion in the intermediate window block 103 is enhanced.

JP 2010-012861 A

However, in the conventional railway vehicle structure using the shear plate, the bone member is arranged on the outer plate overlapped with the shear plate, so that the vehicle weight increases and the number of joined members increases, and the number of work steps is increased. Had increased.
In addition, when laser welding is performed, the number of weld lines increases, and there is a high possibility that a number of broken lines will be formed (a gap will occur in the overlapping portion of the members due to the bending), thus causing problems in work and appearance. There was a fear.

  Accordingly, the present invention has been made to solve the above-described problems, and it is possible to simplify the structure, reduce the weight of the vehicle, and reduce the number of joined members while ensuring the strength of the blowing portion. An object is to provide a railway vehicle structure that can be used.

  One form of this invention made | formed in order to solve the said subject is the outer plate | board provided with an opening part, the shear plate arrange | positioned as a reinforcement member in the periphery of the said opening part, and the bone | frame arrange | positioned inside the said outer plate | board. In the railway vehicle structure in which the shear plate and the bone member are joined to the outer plate, the shear plate has a vehicle inner surface as a lateral bone disposed in the vehicle front-rear direction of the bone member. Convex portions projecting sideways and extending in the vehicle front-rear direction are integrally formed by pressing, and a plurality of the convex portions are provided in parallel in the vehicle vertical direction, and the bones are provided at both ends of the shear plate. Of the members, longitudinal bones arranged in the vehicle vertical direction are joined.

  In this railway vehicle structure, since the convex portion as a lateral bone is integrally formed on the shear plate, it is not necessary to join the lateral bone on the shear plate. Therefore, the number of parts can be reduced and the number of joined members can be reduced. Here, although the intensity | strength of a convex part is a little low compared with the conventional horizontal bone, the intensity | strength of a blowing part can fully be ensured by increasing the number of a convex part. In addition, since a convex part is shape | molded by press work, the number of convex parts can be increased easily, and even if it increases the number of convex parts, the number of joining of a member does not increase. Therefore, it is possible to simplify the structure, reduce the weight of the vehicle, and reduce the number of members to be joined while securing the strength of the blowing portion by eliminating the need for the lateral bone arranged on the shear plate.

  In the railway vehicle structure described above, it is preferable that the convex portion is formed flat so that the top portion thereof is parallel to the surface of the shear plate, and the cross-sectional shape is trapezoidal.

  By forming the convex portion into such a shape, the strength of the convex portion itself can be increased. Moreover, when joining a vertical bone to a convex part, since joining length (joining area) can be enlarged, the intensity | strength of a vehicle can be raised more.

  In this case, it is preferable that the convex part with the top formed flat among the plurality of convex parts is provided at least in the uppermost and lowermost stages.

  By doing in this way, the intensity | strength of the convex part arrange | positioned in the part (near four corners of an opening part) where shear force is most easily applied can be raised. Therefore, the strength of the vehicle can be further increased.

  In the above-described railway vehicle structure, it is desirable that the vertical bone is disposed so as to intersect with an end of the convex portion.

  By doing in this way, the rigidity of the part which a vertical bone and a convex part cross | intersect can be improved. Therefore, the strength against out-of-plane deformation can be increased, and the appearance of the vehicle is also improved.

  Further, in the above-mentioned railway vehicle structure, the vertical bone has a hat shape including a flange portion that protrudes on both sides and is continuous, and the flange portion is provided in steps, and one of the flange portions is the convex. It is desirable to be joined to the top of the part and the other is joined to the shear plate.

  By doing in this way, since both are reliably joined also in the part which a vertical bone and a convex part cross | intersect, the rigidity of the part which a vertical bone and a convex part cross | intersect can be improved more. Therefore, the strength against out-of-plane deformation can be further increased, and the appearance of the vehicle is also improved. Further, the flange portion of the vertical bone that intersects the convex portion can be reliably joined to the convex portion, that is, the shear plate, without providing a notch.

  According to the railway vehicle structure of the present invention, it is possible to simplify the structure, reduce the weight of the vehicle, and reduce the number of joined members while securing the strength of the blowing portion.

It is a figure which shows the intermediate | middle window block of the railway vehicle structure which concerns on embodiment from the vehicle inner side. It is a figure which shows a shear plate. It is sectional drawing which shows a part of shear plate (cross-sectional shape of a convex part). It is a figure (AA sectional drawing of FIG. 1) which shows the cross-sectional shape of the longitudinal bone arrange | positioned at a blowing part. It is BB sectional drawing of FIG. It is a figure which shows the cross-sectional shape of the convex part of the shear plate which concerns on a modification. It is a figure which shows the intermediate | middle window block which concerns on a modification from the vehicle inner side. It is a figure which shows the modification which joined the vertical bone in which the notch was formed to the shear plate. It is a figure which shows the cross-sectional shape of the longitudinal bone in which the notch was formed (CC sectional drawing of FIG. 8). It is DD sectional drawing of FIG. It is a figure which shows the modification which increased the number of the convex parts. It is a figure which shows the modification which joined the vertical bone in which the notch was formed to the shear plate which increased the number of the convex parts. It is a figure which shows the side structure of a railway vehicle. It is a figure which shows the blowing part of an intermediate | middle window block from the vehicle inner side.

  Hereinafter, embodiments of a railway vehicle structure according to the present invention will be described in detail with reference to the drawings. As in the conventional example shown in FIG. 13, the railcar structure of the present embodiment is a combination of side structures joined by joining parts such as structure blocks. In particular, it has a feature in the intermediate window block in which the strength of the blowing portion is increased by the shear plate.

  Therefore, the intermediate window block will be described with reference to FIGS. As shown in FIG. 1, the intermediate window block 3 is formed with an outer plate 11 having a window opening 20 by joining, for example, an upper outer plate and a lower outer plate which are divided into upper and lower parts, and the inner side of the vehicle body has rigidity. In order to maintain, the shear plate 31, the bone members 12, 13 and the like are joined. FIG. 1 is a view showing the intermediate window block from the inside of the vehicle.

  In the intermediate window block 3, a lateral bone 12, a longitudinal bone 13, and a shear plate 31, which are reinforcing members formed of a stainless steel plate material, are joined to a stainless steel outer plate 11. In the following description, when a specific transverse bone 12 or longitudinal bone 13 is distinguished from other bones, a, b... The horizontal bone 12 and the vertical bone 13 have a hat shape in which most of them are bent in a U-shaped cross section.

  At the waist located below the window opening 20, the transverse bone 12 is directly joined to the outer plate 11, and above the transverse bone 12, the longitudinal bone 13 a below the window opening 20 and the window opening 20. Two vertical bones 13b are joined to both ends of the intermediate window block 3 along the left and right vertical sides. Moreover, in the curtain part located above the window opening 20, the lateral bone 12 is directly joined to the outer plate 11, and the longitudinal bones 13b, 13c, and 13d are overlapped and joined thereto.

  And since the shearing force is likely to be applied to the blowing part located on the left and right (vehicle longitudinal direction) of the window opening 20, the shear plate 31 is bonded and joined as a reinforcing member. The shear plate 31 is a stainless steel plate, like the outer plate 11, and is provided on both the left and right sides of the window opening 20. The shear plate 31 is large enough to overlap the entire blowing portion, and in particular, a protrusion 31a is formed up and down along the window corners R1 to R4 of the window opening 20, and the window corners R1 to R1 are formed. R4 is reinforced.

  As shown in FIGS. 1 and 2, the shear plate 31 includes a convex portion 32 that protrudes inward of the vehicle and extends in the vehicle front-rear direction. FIG. 2 is a diagram showing a schematic configuration of the shear plate. The convex portions 32 are integrally formed by press working, and a plurality of convex portions 32 are provided in parallel in the vehicle vertical direction. In the present embodiment, the four convex portions 32 are provided on the shear plate 31. This convex part 32 functions as a horizontal bone arrange | positioned among the bone members in the vehicle front-back direction. That is, in the shear plate 31, since the convex part 32 which functions as a horizontal bone is integrally formed, it is not necessary to join a horizontal bone on the shear plate 31 unlike the past. Therefore, by using the shear plate 31, it is possible to reduce the number of parts and the number of joined members.

  As shown in FIG. 3, the convex part 32 has a trapezoidal cross-sectional shape. That is, a flat surface is formed on the top portion 32 t of the convex portion 32. In addition, FIG. 3 is a figure which shows the cross-sectional shape of a convex part. In this embodiment, the height H of the convex part 32 is about 15 mm. And the convex part 32 is formed from the one end part of the shear plate 31, and the other end part, and the both ends of the convex part 32 cross | intersect the longitudinal bone 13b or 13c, respectively (refer FIG. 1). Thereby, since the rigidity of the part which the vertical bone 13 and the convex part 32 cross | intersect can be improved, the intensity | strength with respect to an out-of-plane deformation can be increased and the external appearance property of a vehicle can be improved.

  In addition, you may form all the convex parts 32 provided in the shear plate 31 by one press work, or shift a metal mold | die or change a metal mold | die for every one or some convex part 32, It can also be formed by pressing. By performing press working for each of the one or a plurality of convex portions 32 as in the latter, the shape and the formation interval of the convex portions 32 can be freely changed, and various vehicles can be handled. In the present embodiment, the convex portion 32 is formed by a single press process.

  Here, although the intensity | strength of convex part 32 itself is a little low compared with the conventional horizontal bone, the intensity | strength of a blowing part can fully be ensured by increasing the number of the convex parts 32. FIG. And since the convex part 32 is shape | molded by press work, the number of the convex parts 32 can be increased easily, and even if it increases the number of the convex parts 32, the number of joining of a member does not increase. Therefore, it is possible to simplify the structure, reduce the weight of the vehicle, and reduce the number of members to be joined while securing the strength of the blowing portion by eliminating the need for the lateral bone arranged on the shear plate 31.

  Further, in the present embodiment, as shown in FIG. 2, the shear plate 31 has a helicopter 31 b whose end is bent along the frame shape including the window corners R <b> 1 to R <b> 4 of the window opening 20. Is formed. Similarly, bends 31 b are formed at the upper and lower ends of the shear plate 31. Thereby, since the intensity | strength of the shear plate 31 itself is raised, the rigidity of the blowing part in which the shear plate 31 is arrange | positioned can be improved further.

  Furthermore, with respect to the window corners R <b> 1 to R <b> 4 of the window opening 20, the shear plate 31 is reinforced by forming a protrusion 31 a. Therefore, sufficient strength can be secured even in the window corners R1 to R4 of the window opening 20 where high stress is generated.

  As described above, even in a railway vehicle structure in which the window opening 20 having a large area is formed in the side structure, the above-described shear plate 31 is overlapped and joined to the blowing portion, so that the outer plate surface can be obtained due to insufficient strength. Even in the blowing portion where wrinkles are likely to occur, the vehicle body rigidity can be improved and the strength against out-of-plane deformation can be increased.

  In the blowing portion, such a shear plate 31 is directly joined to the outer plate 11, and the vertical bones arranged in the vehicle vertical direction among the bone members at both ends of the shear plate 31 joined to the outer plate 11. 13 (13b, 13c) is joined. The welding of the shear plate 31 to the outer plate 11 is performed by running a laser in the vehicle front-rear direction with respect to a portion where the convex portion 32 is not formed. In this embodiment, laser welding is performed at 10 or more locations (ten or more), and the shear plate 31 is joined to the outer plate 11. Similarly, the longitudinal bones 13 are joined by laser welding. Even when the vertical bone laser welding is performed in the vertical direction of the vehicle, since the shear plate 31 is in between, no vertical welding mark appears on the surface of the outer plate 11.

  As shown in FIGS. 1 and 4, the vertical bone 13 b has a hat shape including flange portions 301 and 302 and a three-dimensional portion 303 that protrude from both sides and are continuous. 4 is a cross-sectional view taken along the line AA in FIG. The basic structure of the longitudinal bone 13c is the same as that of the longitudinal bone 13b. And the flange parts 301 and 302 are provided in steps, respectively. Specifically, the flange portion 302 is provided in a stepped manner with respect to the flange portion 301 by being shifted by the height H of the convex portion 32. The flange portion 302 is joined to the top portion 32 t of the convex portion 32, and the flange portion 301 is joined to the shear plate 31. In other words, in the longitudinal bones 13 b and 13 c, the flange portion 301 is joined to (the surface of) the shear plate 31, and the flange portion 302 is joined to the top portion 32 t of the convex portion 32.

  With such a configuration of the vertical bones 13b and 13c, as shown in FIG. 5, at the portion where the vertical bones 13b and 13c intersect the convex portion 32, the top portion 32t of the convex portion 32 and the flange portion of the vertical bones 13b and 13c. A sufficient length for joining with 302 can be ensured. 5 is a cross-sectional view taken along the line BB in FIG.

  Thereby, since the vertical bones 13b and 13c and the convex part 32 are joined reliably, the rigidity of the part which the vertical bones 13b and 13c and the convex part 32 cross | intersect can be improved more. Therefore, the strength against out-of-plane deformation can be further increased, and the appearance of the vehicle can be improved. Further, the flanges 302 of the vertical bones 13 b and 13 c that intersect the convex part 32 can be reliably joined to the convex part 32, that is, the shear plate 31, without providing a cutout in the vertical bone 13.

  Here, in the above-described embodiment, the convex portion 32 has a trapezoidal cross-sectional shape, but is not limited thereto. For example, as shown in FIG. 6, the cross-sectional shape may be a semicircular shape, or the cross-sectional shape may draw a sine curve (see FIG. 10).

  The configuration of the shear plate 131 in which the convex portion 132 having such a cross-sectional shape is formed is basically the same as that of the shear plate 31 except for the convex portion 132. As shown in FIG. 7, the shear plate 131 is also directly joined to the outer plate 11, and the longitudinal bones 13 are joined to both ends of the shear plate 131 joined to the outer plate 11. Even with such a configuration, it is possible to simplify the structure, reduce the weight of the vehicle, and reduce the number of joined members while ensuring the strength of the blowing portion.

  Thus, when the convex part 132 is formed with a semicircular cross section or a sine curve, it is preferable to provide a notch 308 in the longitudinal bones 13e and 13f as shown in FIG. Specifically, as shown in FIGS. 9 and 10, the longitudinal bone 13 e has a hat shape including flange portions 305 and 306 and a three-dimensional portion 307 that protrude from both sides and are continuous. The basic configuration of the longitudinal bone 13f is the same as that of the longitudinal bone 13e. A notch 308 is formed in the flange portion 306 and the three-dimensional portion 307 so as to straddle the convex portion 132. Thereby, in the part where the vertical bones 13e and 13f do not interfere with the convex part 132 at the part where the vertical bones 13e and 13f and the convex part 132 intersect, the flange part 306 is not provided with the notch 308. It is applied to and joined to the shear plate 131 (the surface thereof).

  In the above embodiment, the four protrusions 32 formed integrally with the shear plate 31 are provided, but the present invention is not limited to this. For example, as shown in FIGS. 11 and 12, the number of convex portions 232 formed on the shear plate 231 can be increased. Here, FIG. 11 shows an example in which longitudinal bones having a step in the flange portion are joined, and FIG. 12 shows an example in which longitudinal bones having notches are joined. The other configuration of the shear plate 231 is basically the same as that of the shear plate 31.

  Even if the number of convex portions 232 formed on the shear plate 231 is increased in this way, the convex portions 232 are formed on the shear plate 231 by pressing, so the number of joints of the transverse bone does not increase as in the conventional case. There is no increase in the number of joined members. Therefore, even with such a shear plate 231, it is possible to simplify the structure, reduce the weight of the vehicle, and reduce the number of joined members while ensuring the strength of the blowing portion.

  Furthermore, in the above embodiment, the convex portions 32 are formed at substantially equal intervals, but it is not always necessary to form the convex portions 32 at equal intervals. For example, the formation interval of the convex portions 32 may be narrowed at the upper and lower end portions of the shear plate 31, while the formation interval of the convex portions 32 may be increased at the center portion of the shear plate 31. Thereby, the intensity | strength of the part (near window corner part R1-R4 of the window opening part 20) where shear force is most easily applied can be raised.

  Moreover, in said embodiment, although all the cross-sectional shapes of the convex part 32 are the same, the cross-sectional shape of a convex part may differ. In this case, it is preferable that the convex portions arranged at the uppermost and lowermost stages in the shear plate have a trapezoidal cross-sectional shape. Since the trapezoidal shape has a higher cross-sectional shape than the semicircular or sine curve shape, the rigidity of the portion where the shearing force is most likely to be applied (window corners R1 to R4 of the window opening 20) can be increased. It is.

  As described above in detail, according to the railway vehicle structure according to the embodiment, since the convex portions 32, 132, 232 as horizontal bones are integrally formed on the shear plates 31, 131, 231, the shear plates 31, It is possible to simplify the structure, reduce the weight of the vehicle, and reduce the number of joined members while securing the strength of the blowing portion by eliminating the need for the lateral bones disposed on 131 and 231.

  It should be noted that the above-described embodiment is merely an example and does not limit the present invention in any way, and various improvements and modifications can be made without departing from the scope of the invention. In the above-described embodiment, joining by laser welding is shown at each location, but joining at each location is not necessarily limited to laser welding, and for example, joining can be performed by spot welding or the like.

3 Intermediate window block 11 Outer plate 12 Horizontal bone 13 (13a to 13f) Longitudinal bone 20 Window opening 31, 131, 231 Shear plate 31a Protruding portion 31b Bend 32, 132, 232 Convex 32t Top 301, 302, 305 , 306 Flange part 303,307 Solid part 308 Notch

Claims (5)

An outer plate having an opening, a shear plate disposed as a reinforcing member at a periphery of the opening, and a bone member disposed inside the outer plate, wherein the shear plate and the bone member are the outer In the railway vehicle structure joined to the board,
In the shear plate, as a lateral bone arranged in the vehicle front-rear direction among the bone members, a convex portion that protrudes toward the vehicle inner surface side and extends in the vehicle front-rear direction is integrally formed by pressing,
A plurality of the convex portions are provided in parallel in the vehicle vertical direction,
A railway vehicle structure in which longitudinal bones arranged in the vehicle vertical direction of the bone members are joined to both ends of the shear plate. In the railway vehicle structure according to claim 1,
The rail vehicle structure according to claim 1, wherein the convex portion is formed flat so that a top portion thereof is parallel to the surface of the shear plate and has a trapezoidal cross-sectional shape. In the railway vehicle structure according to claim 2,
A railcar structure characterized in that a plurality of convex portions, of which the top portion is formed flat, are provided at least at the uppermost and lowermost levels. In any one railcar structure as described in Claims 1-3,
The longitudinal vehicle is disposed so as to intersect with an end of the convex portion. In the railway vehicle structure according to claim 2 or claim 3,
The longitudinal bone has a hat shape with a flange portion that projects continuously on both sides,
The flange portion is provided in steps,
One of the flange parts is joined to the top part of the convex part, and the other is joined to the shear plate.

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