JP2020011700A - Junction structure, structure module on railway vehicle side and railway vehicle structure - Google Patents

Abstract

To provide a junction structure capable of facilitating joining and having great strength and accuracy in such a case that thick parts of a railway vehicle structure are joined by combining the different or same type of carbon fibers, glass fibers or metals, in order to solve a problem of not being capable of adapting a junction structure for easily combining an indention and a projection in joining.SOLUTION: A junction structure, in which a projection and an indention are made opposed to each other and the different or same type of carbon fibers, glass fibers or metals are combined using a fastening member, is characterized in that: the projection is formed in a shape shrinking toward the upper direction; an indention shrinks toward the lower direction so as to be tightly adhered with the projection; a shape in the vicinity of the lowermost part is formed in a shape having a gap between itself and the vicinity of the uppermost part when joined with the projection; and a position going through the uppermost part and the lowermost part of the joined projection and indention is arbitrarily selected and fixed with the fastening member.SELECTED DRAWING: Figure 1

Description

  BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a joint structure and a railway vehicle structure having high strength without requiring skilled skills in joining between facing joining members.

  In recent years, the structure of railway vehicles has been modularized. By modularizing the vehicle for each part, the railway company can freely select and combine specifications such as the shape of the top part, the number of doors, the number of doors, the number of windows or the shape of windows desired by the railway company and configure the vehicle be able to. On the other hand, on the manufacturing side, there is an advantage that it can cope with high-mix low-volume production and local production. In addition, it is possible to replace only the module after delivery, so maintenance is improved, renewal is easy, and remodeling costs can be reduced. The body structure that can be easily disassembled and separated can also be improved in recycling, reuse or life cycle.

  A railway vehicle structure is assembled in a box shape by joining a roof structure to the upper ends of a pair of side structures, joining an underframe to the lower end, and joining a wife structure to the front and rear ends of the vehicle.

  Of these structures, it is common to modularize the side structure by cutting the side structure in the vertical direction and dividing it into several blocks. Specifically, a module formed in a driver's cab module, a car end window module, an intermediate window module, a side wall module, and a plurality of sets of entrance modules located between the window modules, and the like are selected and longitudinally coupled. Is done. This is because the size of each module can be reduced, and it is easy to disperse the modules at different production sites, and the efficiency of production can be greatly increased. Further, there are cases where the image is divided into small parts.

  In some cases, the structure of railway vehicles has changed from a single-skin structure with only the outer skin of the structure to a double-skin structure with inner skin and outer skin to meet demands for safety, quietness, and comfort. . The double-skin structure has a higher compressive strength as a structure than the single-skin structure, and is superior in breaking strength when the vehicle end is overloaded.

  When modularizing a railway vehicle structure employing a double skin structure, the joining method becomes an issue. Depending on the structure of the joint, there is a problem whether or not a strength enough to withstand vibration when the vehicle travels is obtained. Also, if a step occurs at the joint, the appearance is not good. In recent years, the number of wrapping vehicles in which a film on which an advertisement or the like is printed is affixed to a railway vehicle-side structure has increased.

  Further, even in the case of a single skin structure, there is a case where the strength is secured while achieving modularization by devising a reinforcing member attached to the back surface of the outer skin (Patent Document 2). In any case, the railway vehicle structure has a predetermined thickness.

  2. Description of the Related Art Conventionally, in joining joining members, the members are welded to each other and fixed by fastening members such as rivets or bolts and nuts.

  Welding is often performed in order to prevent a step at the joint, but in the case of welding, welding is often performed at all joints by arc welding, laser welding, or the like, thereby ensuring the strength of the joint. In some cases, the strength of the joint is ensured by providing a joining margin (welding margin) and performing spot welding.

  When fixing with a fastening member, it was necessary to use a fastening member of a hard material, to use a fastening member of a large size, or to use many fastening members in order to secure the strength of the joint. Therefore, costs tended to increase. In addition, there are many problems such as the necessity of preventing the occurrence of loosening due to vibration when the vehicle travels.

  Recently, friction stir welding (FSW method), a new method of welding, has been adopted for joining railway vehicle structures. According to the FSW method, it is said that the joining portions can be joined together on the same surface and joining can be performed, a step is hardly formed, and a vehicle with little deformation or shrinkage at the time of joining and little distortion can be produced.

JP 2017-88012 A JP 2010-83214A JP 2015-063795 A JP-A-10-15766

  Patent Literature 1 discloses a method for a railway vehicle in which laser welding is performed via a predetermined coupling member between modules to suppress a step between the modules and easily connect the outer skins or inner skins of the modules. A module coupling structure is disclosed. In Patent Literature 1, the railway vehicle-side structure is configured by two sets of a vehicle end window module and an intermediate window module each having a window opening, and three sets of side entrance modules located between the window modules. Examples have been described.

  Here, since the railroad vehicle is supported by the undercarriage near both ends of the vehicle structure, in the traveling state, the railroad vehicle is deformed in a direction in which the central portion is lowered by the own weight of the vehicle structure. Therefore, in order to maintain the rectangular shape of the vehicle structure, it is necessary to form the side structure in advance into a fan shape or the like in which the side structure is expected to be deformed. In order to ensure the shape accuracy of the side structure in the running state, in the side structure of Patent Document 1, it is necessary to dispose a coupling member between modules to be bonded with high accuracy. For that purpose, an alignment jig or the like is required, and the manufacturing cost increases.

  Since the accuracy and strength of the welding process depend on the skill of the welding technique, it is now mainstream to use an automated machine such as a welding robot. Patent Document 1 also recommends laser welding, and therefore requires a large-sized laser welding machine to weld the vehicle-side structural module. Therefore, there is a problem that the production site cannot be easily changed.

  Patent Literature 2 discloses that a reinforcing member is welded to the back side of an outer skin, and a joining end portion of panels to be joined is configured to have a combination of irregularities, thereby increasing a welding distance and joining by combining irregularities. A joint structure that increases the strength and accuracy of the part is disclosed.

  The technology disclosed in Patent Literature 2 can be realized by laser processing and laser welding, and similarly to Patent Literature 1, a large facility is required, and there is a problem that a production site cannot be easily changed. Even in the case of performing friction stir welding, a large-sized facility is required in the same manner.

  On the other hand, when examining the joining with fastening members, when joining flat surfaces, all loads are applied in the direction of the joining surface, that is, in the direction perpendicular to the rotation axis of the bolt etc., so the bolt may break. was there. Further, when the flat plates are joined together, the heads and nuts of the bolts protrude, so that flat joining cannot be performed.

  In the case of joining materials other than metal, prior art documents that increase the strength and rigidity of a joint by forming a joint structure combining unevenness are disclosed.

  Patent Literature 3 discloses that the bonding strength between woods is increased by a bonding structure combining unevenness. Wood has elasticity and can absorb some processing errors even in a joint structure in which irregularities are continuous.

  In Patent Literature 4, an object is to provide a reinforcement member having an uneven shape so as to sufficiently exert the elastic function of an elastic member of a wear pad and to maintain longitudinal rigidity of the wear pad itself. Since the pads on both sides sandwiching the reinforcing member are elastic members, it is possible to absorb some processing errors even in a joint structure in which irregularities are continuous.

Recently, bonding between metals, between carbon fibers, between glass fibers, between carbon fiber and metal, or between glass fiber and metal has been performed.
However, in each joining, since a precise processing accuracy is required in order to form a joining structure in which irregularities are continuously combined, a joining structure in which irregularities are easily combined as in Patent Literature 3 or Patent Literature 4 is employed. There was a problem that could not be done.

The present invention has been made in view of the above problems, and in a case where the thickness portion of a railway vehicle structure is joined by combining each of carbon fiber, glass fiber, or metal with different types or the same type, a precision processing technique, welding An object of the present invention is to provide a joining structure that can be easily joined without using any technique, skilled technique, or large-scale welding equipment, and that has high strength and accuracy.
In addition, it is another object of the present invention to provide a side structure of a railway vehicle utilizing the joint structure.

  In order to solve the above-mentioned problem, the joining structure of the present invention is a joining structure in which each of carbon fibers, glass fibers, or metals is combined with a different type or the same type using a fastening member with a convex portion and a concave portion facing each other. , Formed in a shape that decreases toward the top, the recess is reduced toward the bottom so as to be able to adhere to the protrusion, and the shape near the bottom is near the top when the shape near the bottom is bonded to the protrusion. The shape is such that a gap is formed between them, and a position penetrating the top and bottom of the joined projections and recesses is arbitrarily selected and fixed using a fastening member.

  Further, in the bonding structure of the present invention, the convex portion has an inclined portion that decreases toward the apex, a flat apex is formed on the apex, and the concave portion is along the inclined portion of the convex portion. A flat bottom is formed at the bottom with an inclined portion that decreases toward the bottom, and the shape of the top is formed to be similar to the shape of the bottom.

  Further, the joining structure of the present invention is a first joining member arranged so that the convex portions and the concave portions appear alternately next to each other, and a second joint member arranged such that the concave portions and the convex portions appear alternately next to each other. When joining the two joining members, the convex portion of the first joining member has the concave portion of the second joining member, and the concave portion of the first joining member has the convex portion of the second joining member. The parts are joined to face each other.

  Further, in the joint structure of the present invention, the distance between the gap between the top and the bottom when the convex portion and the concave portion are joined is fixed with a predetermined optimal tightening force by a fastening member. Also, the distance is such that the top and the bottom are not in contact with each other.

  Further, the joint structure of the present invention is characterized in that the convex portion and the concave portion are axially symmetric.

  A railway vehicle-side structure module according to the present invention includes the joining structure according to the present invention.

  The railway vehicle-side structure according to the present invention is characterized in that the railway vehicle-side structure module is arbitrarily combined and joined.

  By providing a minute gap between the top of the projection and the bottom of the recess, an effect is obtained that does not require precise processing accuracy of the joint as in the case where all surfaces of the projection and the recess are brought into contact. In addition, by providing the small gap, there is an advantage that the tightening torque can be controlled when tightening by the fastening member. In the case where the top and the bottom are brought into contact with each other and joined, it is possible to solve a problem that a variation in tightening torque occurs at each fastening position due to processing accuracy.

  As compared with the case where the joint surface is flat without unevenness, an effect that the load concentrated on the bolt as the fastening member can be dispersed to the contact portion between the convex portion and the concave portion is exerted. Further, since the contact portions appear symmetrically and alternately, the effect of dispersing the load on the entire joint portion is further enhanced.

  The joining strength and durability are equal to or greater than those of welding without using a fastening member of high hardness for the fastening member, using a fastening member of a larger size than necessary, or using many fastening members. This has the effect of obtaining the property.

  As compared with manual welding, it is easier to control the tightening torque of the fastening member and does not require any other skilled technique. Therefore, if an ordinary assembling technique is used, there is an effect that an operation for securing a predetermined bonding strength and durability can be performed.

  By making the gap between the top of the protrusion and the bottom of the recess as small as possible, a large contact area of the inclined portion can be ensured, and the effect of distributing the load increases.

  By making the shape of the inclined portion of the concave portion in close contact with the shape of the inclined portion of the convex portion, the concave portion is formed by inverting the convex portion that can be fitted and fitted. Play.

The projection is formed symmetrically with respect to an axis passing through the top. On the other hand, the concave portion is formed in a line-symmetrical shape with respect to the axis passing through the bottom portion, and by bringing the inclined portions into close contact with each other, there is an effect that a high joint surface strength can be secured.
In particular, the angle between the symmetric axis of the convex portion and the straight line representing the average inclination of the inclined portion, and the angle between the symmetric axis of the concave portion and the straight line representing the average inclination of the inclined portion are the same α degrees. It is preferable to set and form such that the inclined portions are in close contact with each other. By setting the angle α to an angle that makes the direction of the load applied to the inclined portion approach perpendicular to the surface of the inclined portion, there is an effect that a high strength of the joint surface can be secured.

By employing the joint structure according to the present invention in the modularized railway vehicle-side structure, there is an effect that each module can be easily distributed to different factories and easily manufactured.
In addition, when joining, there is an effect that special skill is not required unlike manual welding, and large welding equipment and jigs are not required.

  Also, when performing welding and joining when performing vehicle remodeling work, elements of site construction will be greatly added, even when replacing modules of the same design, before and after remodeling work, for example, The state may be different, such as the door not opening. When the joining structure according to the present invention is employed in a modularized railway vehicle-side structure, assembling as designed is possible as long as the fastening member is used and assembled in accordance with predetermined conditions, and high reproducibility is achieved. Can be secured.

  Since the railcar side structure is long, when welding a plurality of modules, distortion due to welding is likely to occur at distant locations. However, according to the railroad vehicle side structure module according to the present invention, bolts and the like are joined together by joining the joint surfaces. Since the modules of each part can be connected only by tightening, the accuracy set at the design stage can be directly reflected on the accuracy after assembling the railway vehicle structure. Therefore, even when the module is formed in a fan shape or the like in order to maintain a rectangular shape after assembling the vehicle structure, distortion or error due to joining unlike welding is unlikely to occur, and assembly is easy.

It is the perspective view (before joining) which showed the joining structure concerning the present invention. It is the perspective view (after joining) which showed the joining structure concerning the present invention. FIG. 3 is a sectional view taken along line A-A ′ in FIG. 2. FIG. 5 is a conceptual diagram showing how a force is transmitted when a load is applied from a direction perpendicular to the axis of the fastening member in the joint 10 according to the present invention. It is sectional drawing at the time of joining the joining members provided with the flat joint part with the fastening member. FIG. 4 is a conceptual diagram showing how a force is transmitted when a load is applied from the axial direction of a fastening member in a joint 10 according to the present invention. FIG. 6 is a cross-sectional view of another embodiment of the joining structure according to the present invention. It is the front view which showed the case where the joining structure which concerns on this invention was used for the railroad vehicle side structure entrance module 110. FIG. 3 is a diagram showing a door pocket portion 114 which is a component of the entrance module 110. FIG. 3 is a diagram showing an entrance top plate 116 which is a component of the entrance module 110. FIG. 3 is a view showing an inlet bottom plate portion 118 which is a component of the inlet module 110. It is the front view which showed the case where the joining structure which concerns on this invention was used for the window part of the railroad vehicle side structure window module a132. It is the front view which showed the case where the joining structure which concerns on this invention was used for the window part of another railway vehicle side structure window module b134. It is the front view which joined and fixed other modules to entrance module 110 provided with the joint structure concerning the present invention. It is the front view which joined and fixed the entrance module 110 and the window module provided with the joining structure concerning the present invention. It is the perspective view which constituted the railcar side structure 100 by combining each module.

  An embodiment for implementing a joint structure according to the present invention will be described with reference to the drawings.

  FIG. 1 is a perspective view showing a joining structure according to the present invention. In order to facilitate understanding of the joining structure, as an example, a schematic diagram in which the first joining member 6 starting at the protrusion 20 and the second joining member 8 starting at the recess 26 from the end of the metal prism are joined. Although it is considered that the joining member 1 combines carbon fibers, glass fibers, or metals in different kinds or the same kind, in particular, in consideration of durability due to compatibility of materials, metals, carbon fibers, glass fibers, Alternatively, glass fiber-to-metal bonding is preferred. For example, a bolt 38 is used as a fastening member for fixing. The fastening members include bolts, nuts, machine screws, self-tapping screws, rivets, pins, and other members that can be assumed by those having ordinary skill in the art and that are joined and fixed by fastening or pressing. FIG. 1 shows a state before the convex portion 20 and the inclined portion 32 of the concave portion 26 are joined.

  FIG. 2 shows the state before the joining of FIG. 1 in which the concave portion 26 of the second joining member is joined to the first joining member convex portion 20 and the convex portion 20 of the second joining member is joined to the first joining member concave portion 26. It shows the state where it was turned on. When the bolt 38 is tightened with an appropriate tightening torque, the inclined part 32 of the convex part 20 and the inclined part 32 of the concave part 26 come into close contact with each other. In this case, a minute gap 36 is formed between the top 22 of the projection 20 and the bottom 28 of the recess 26.

  In FIG. 1 and FIG. 2, it can be seen that only the protrusion 20 appears because the end of the first joining member 6 is on the same plane as the lowest position of the protrusion 20. In addition, in the second joining member 8, since the end portion is on the same plane as the highest position of the concave portion 26, it can be seen that only the concave portion 26 appears. However, when the height of the end portion is set between the top of the convex portion 20 and the lowest position, or when the height of the end portion is set between the bottom of the concave portion 26 and the highest position. It can be seen that the convex portions 20 and the concave portions 26 appear alternately. In the present specification, the protrusion sandwiched between the inclined portions 32 is referred to as a convex portion 20, and the bottom sandwiched between the inclined portions 32 is referred to as a concave portion 26. In this case, the convex portion 20 and the concave portion 26 share the inclined portion 32. The top portion sandwiched between the inclined portions 32 in the convex portion 20 is provided with a flat portion or a curved surface portion instead of a sharp tip, and is referred to as a top portion 22, and the bottom portion sandwiched between the inclined portions 32 in the concave portion 26 has Instead of a sharp bottom, a flat portion or a curved portion is provided and referred to as a bottom portion 28.

  In FIGS. 1 and 2, the bolt 38 is attached to every other one of the protruding portions 20 and the concavities 26 and the fixing is performed. However, when a load applied to an object employing the joining structure is large, All the opposing convex portions 20 and concave portions 26 may be fixed with bolts 38. On the other hand, if the load is small, it may be fixed with a bolt 38 every third or third. It is also possible to select the arrangement of the bolts 38 depending on the part where the load is applied.

FIG. 3 is a sectional view taken along line AA ′ in FIG. The bolt on the left side of the figure is omitted. In addition, since the dimension lines necessary for the description are entered, parallel oblique lines representing the cross section are omitted. The convex portion 20 has an inclined portion 32 that decreases toward the top, and a flat top 22 is provided at the top portion, and the concave portion 26 extends in the bottom direction along the inclined portion 32 of the convex portion 20. A flat bottom 28 is provided at the lowermost portion with a tapered slope 32. The protrusion 20 of the first bonding member 6 and the protrusion 20 of the second bonding member 8, the recess 26 of the first bonding member 6, and the recess 26 of the second bonding member 8 align the two members in the direction of the bonding line JL. When they are joined to each other, the projections 20 of the first joining member 6 and the inclined portions 32 of the recesses 26 of the second joining member 8 or the recesses 26 of the first joining member 6 and the second joining member 8 Are arranged so that the inclined portions 32 of the convex portions 20 are in close contact with each other. The projection 20 of the first joining member 6, the projection 20 of the second joining member 8, the recess 26 of the first joining member 6, and the recess 26 of the second joining member 8 may have the same shape. In order to equalize the distribution of force when a load is applied to the joining member 1, it is preferable that the protrusion 20 or the recess 26 be symmetrical with respect to an axis passing through the top 22 or the bottom 28. In addition, by bringing the inclined portions 32 into close contact with each other, it is possible to ensure a high strength of the joint surface.
In FIG. 3, in order to facilitate understanding, the symmetrical trapezoidal projections 20 have the same angle and the same length as the legs. The concave portion 26 is formed by inverting the shape of the convex portion 20 to a concave shape so that only the inclined portion 32 is in close contact.

  In particular, the angle between the symmetric axis of the convex portion 20 and the straight line representing the average inclination of the inclined portion 32, and the angle between the symmetric axis of the concave portion 26 and the straight line representing the average inclination of the inclined portion 32, It is preferable to set and form the same α degree so that the inclined portions 32 are in close contact with each other. By setting the angle α to an angle that makes the direction of the load applied to the inclined portion 32 approach perpendicular to the surface of the inclined portion 32, a high strength of the joint surface can be ensured.

When the top 22 and the bottom 28 are formed flat, L2 is the length from one end to the other end of the top 22. L1 is the length from one end to the other end of the bottom 28.
The length L2 of the top portion 22 in FIG. 3 is set to be longer than the length L1 of the bottom portion 28 in order to make only the inclined portion 32 of the convex portion 20 and the concave portion 26 adhere to each other.

数式１を満たした場合、凸部２０と凹部２６を相対させて接合した際に、傾斜部３２のみを密着させ頂上部２２と底部２８との間に隙間３６を生じさせることができる。

When Expression 1 is satisfied, when the convex portion 20 and the concave portion 26 are bonded to each other, only the inclined portion 32 is brought into close contact, and a gap 36 can be generated between the top portion 22 and the bottom portion 28.

  In the case where the top 22 and the bottom 28 are formed as curved surfaces, if the average radius of curvature of the top 22 of the projection 20 is R2 and the average radius of curvature of the bottom 28 of the recess 26 is R1, the relationship of Equation 2 is obtained. Is set to hold.

数式２を満たした場合、頂上部２２及び底部２８が平坦である場合と同様に凸部２０と凹部２６を相対させて接合した際に、傾斜部３２のみを密着させ頂上部２２と底部２８との間に隙間３６を生じさせることができる。

When Expression 2 is satisfied, when the convex portion 20 and the concave portion 26 are opposed to each other and joined as in the case where the top portion 22 and the bottom portion 28 are flat, only the inclined portion 32 is brought into close contact with the top portion 22 and the bottom portion 28. A gap 36 can be created between the two.

  This makes it possible to substantially evenly distribute the load applied to the joint surface from the outside, thereby reducing the load on the bolt 38 and improving the durability. Since the gap 36 is one of the most important components in the present invention, the mechanism for reducing the load will be described later in detail.

  Although the inclined portion 32, the top 22 and the bottom 28 are shown in a straight line in FIGS. 1 to 3, they may be formed in a curved line. However, in order to form a fixed gap 36 between the joints of the projection 20 and the recess 26 when they are joined, the top 22 and the bottom 28 are flat in consideration of the current processing accuracy of metal, carbon fiber and glass fiber. It is preferable to form it. Further, the inclined portion 32 of the convex portion 20 may be curved by expanding a central portion of the inclined surface. Since the inclined portion 32 of the concave portion 26 needs to be in close contact with the inclined portion 32 of the convex portion 20, the central portion of the inclined portion 32 is depressed and curved. The projection 20 may be a truncated cone or a truncated pyramid. At this time, the concave portion 26 is formed in a pot bottom shape in which a truncated cone or a truncated pyramid is inverted.

  The protrusion 20 and the recess 26 are fixed by a fastening member such as a bolt 38. In FIG. 3, a bolt 38 is inserted from the second joint member 8 toward the first joint member 6 to secure the bolt 38. In consideration of the easiness of processing the joining member 1 and the dimensions of the bolt 38, it is preferable to design the joining member 1 so that the bolt 38 is inserted from the back surface of the bottom portion 28 of the concave portion 26 to the bottom portion 28 and the top portion 22 in this order. The insertion hole for the bolt 38 is preferably provided in a concave portion whose length can be shortened. Considering that a high fastening force can be maintained by increasing the depth of the screw hole, it is preferable to provide a screw hole in the projection 20 having a height at which a deep screw hole can be provided. Therefore, a recess insertion hole 30 for inserting the bolt 38 toward the bottom portion 28 in the direction of the symmetry axis AS when the projection 20 and the recess 26 are joined from the joining member back surface of the recess 26 is formed. On the other hand, a screw hole is provided in the opposing convex portion 20 from the top 22 toward the back surface of the joining member in the direction of the symmetry axis AS. The length of the screw hole is not limited, but is preferably equal to or longer than the length of the recess insertion hole 30.

  Conversely, when an insertion hole is provided in the projection 20, the length of the projection insertion hole 24 is about twice as long as the insertion hole of the recess, resulting in waste of processing. On the other hand, a screw hole is provided from the bottom portion 18 of the concave portion 26 toward the back side of the joining member, but the length of the screw hole cannot be sufficiently provided with respect to the length of the convex portion insertion hole 24, and a high fastening force is obtained. Can not get.

  The gap 36 between the top portion 22 and the bottom portion 28 is preferably a minute gap D such that the top portion 22 and the bottom portion 28 do not abut when fixed with a predetermined optimum tightening force by a fastening member. It is. Thereby, when the top portion 22 and the bottom portion 28 are brought into contact with each other and joined, it is possible to eliminate the problem that the contact unevenness occurs at each fastening position due to the processing accuracy and the fastening torque becomes unstable. When the interval D of the gap 36 is set large, the contact area between the inclined portion 32 of the convex portion 20 and the inclined portion 32 of the concave portion 26 becomes small. That is, the area receiving the load from the outside is also reduced, the degree of concentration of the force is increased, and the durability is reduced.

  FIG. 4 is a conceptual diagram showing how a force is transmitted when a load is applied from the direction perpendicular to the axis of the fastening member in the joint 10 according to the present invention. The axis of the fastening member is in the same direction as the symmetry axis AS of the projection 20 and the recess 26. The load applied in the horizontal direction from the left end in FIG. 4 to the right is transmitted in a substantially vertical direction to the first inclined portion 32 of the joined convex portion 20 and concave portion 26. As an example, an angle sandwiched by the axis of symmetry of the convex portion 20 and the straight line extending the inclined portion 32 is set to be 30 degrees, and is formed by the axis of symmetry of the concave portion 26 and the straight line extending the inclined portion 32. When the recesses 26 are formed at the same angle of 30 degrees, the first load applied to the projections 20 and the inclined portions 32 of the recesses 26 is transmitted downward by 30 degrees from the horizontal direction.

  The light is also transmitted substantially perpendicularly to the second convex portion 20 and the inclined portion 32 of the concave portion 26. Therefore, under the same condition as the above example in which the angle of the inclined portion 32 is the same, the load applied to the inclined portion 32 of the convex portion 20 and the concave portion 26 is transmitted upward by 30 degrees from the horizontal direction.

  By contacting the inclined portions 32 of the convex portion 20 and the concave portion 26, a force is transmitted to each inclined portion 32 in a direction corresponding to the angle and has a buffering action. On the other hand, the load is not directly received, so that the progress of the deterioration of the bolt 38 can be delayed, and the durability of the joint portion is improved.

  Although not shown in the figure, when the top portion 22 of the convex portion 20 and the bottom portion 28 of the concave portion 26 are in close contact with each other, the first joining member 6 and the second joining member 8 are in an integrated state. As shown in FIG. 4, the load applied from the left end to the right in the horizontal direction is transmitted in the horizontal direction in each portion of the two joining members. Since the joining surface is an uneven curved surface, a buffering action acts and the force for shearing the bolt 38 is not directly transmitted, but the dispersion of the force is small and the fatigue of the material of the joining member 1 cannot be reduced. Further, in order to uniformly contact all of the continuous top portion 22, bottom portion 28 and inclined portion 32, strict processing accuracy is required as compared with the case where only the inclined portion 32 is adhered. When uniform contact cannot be achieved, the load is concentrated on an arbitrary portion, and the strength of the joint surface is greatly affected.

  On the other hand, in the joint structure according to the present invention in which the gap 36 is provided between the top portion 22 and the bottom portion 28, only the angle of the inclined portion 32 and the processing accuracy of the pitch of the convex portion 20 and the concave portion 26 need to be considered. Processing is easier than in the case where all of the continuous top portion 22, bottom portion 28 and inclined portion 32 are brought into close contact.

  FIG. 5 is a cross-sectional view of a case where joining members having flat joining portions are joined with a fastening member. The load applied in the horizontal direction from the left end of the figure to the right horizontal direction has no shock absorbing portion between the first flat plate joining member 56 and the second flat plate joining member 58 to receive the load. Therefore, the load is directly applied in the direction in which the bolt 38 is degraded, so that the deterioration of the bolt 38 progresses quickly. Therefore, the durability of the joint is low.

  FIG. 6 is a conceptual diagram showing how a force is transmitted when a load is applied from the axial direction of the fastening member in the joint portion 10 according to the present invention. A force is transmitted from the outside of the joining member toward the top 22 of the projection 20 and the bottom 28 of the recess 26. As an example, the angle between the symmetrical axis of the convex portion 20 and the straight line extending the inclined portion 32 is set to 30 degrees, and the angle of the symmetrical axis of the concave portion 26 is set to 30 degrees. When formed in the recessed concave portion 26 in which the angle sandwiched by the straight line extending the extension 32 is set to the same 30 degrees, the inclined portion 32 around the top 22 of the projection 20 has The force acts 30 degrees downward from the horizontal direction. These forces have an effect that the load can be absorbed in the joining member because the directional components cancel each other at the center of the projection 20.

  The distance D between the top 22 and the bottom 28 does not need to be constant in each part. However, when the interval D is not constant, the contact area between the inclined portion 32 of the convex portion 20 and the inclined portion 32 of the concave portion 26 varies, and the transmission of force is not uniform. Even if the part is not uniform, the effect on durability is small with only a slight reduction in force dispersion, but the effect on durability can be lessened if the force transmission is uniform, Preferably, the gap D between the gaps 36 is constant.

  FIG. 7 is a sectional view showing another embodiment of the joint structure according to the present invention, similarly to FIG. At the position of the symmetry axis AS of the concave portion 26 joined to the convex portion 20, a convex portion insertion hole 24 for inserting a bolt 38 from the top 22 of the convex portion 20 to the back surface of the joining member is provided. A state in which a concave portion insertion hole 30 for similarly inserting a bolt 38 from the position to the back surface of the joining member is provided, and a gap 36 is formed between the top portion 22 and the bottom portion 28 when the convex portion 20 and the concave portion 26 are joined. Then, in the joining member, a bolt 38 is inserted from the back surface of the bottom portion 28 of the concave portion 26 to the back surface of the first joining member 6 through the bottom portion 28 and the top portion 22 in this order. On the back surface of the first joining member 6, the convex portion 20 and the concave portion 26 are fixed by tightening with a bolt 38 using a nut 39.

  FIG. 8 is a diagram showing a case where the joining structure according to the present invention is used for a railway vehicle-side structure entrance module 110. As shown in FIG. 14, the railway vehicle-side structure 100 is cut in the vertical direction, divided into several blocks, and modularized. Specifically, a module formed in the driver's cab module 140, the vehicle end window module, the intermediate window module, the side wall module, and a plurality of sets of the entrance modules 110 located between the window modules is selected and longitudinally selected. Combined and configured. FIG. 8 is an example of the entrance module 110. The entrance module 110 is configured by joining a door pocket 114, an entrance top plate 116, and an entrance bottom plate 118.

  FIG. 9 shows each component of the inlet module 110. FIG. 9A is a diagram illustrating a door pocket 114 that is a component of the entrance module 110. The door pocket 114 is disposed on both sides of the door 112. Therefore, the entrance module 110 requires a pair of symmetrical door pockets 114. At the end joined to another part or another module, a first joining member opposed to the first joining member or the second joining member provided at the end joined to the other part or another module Alternatively, one of the second joining members is provided. It is preferable that the joining member to be joined to the left and right other modules has a length up to the height of the entrance top plate 116. When the joining member is divided into the door pocket portion 114 and the entrance top plate portion 116, the joining strength with an adjacent module is reduced, so that the structure is integrated. FIG. 9B is a diagram showing the entrance top plate 116 which is a component of the entrance module 110. At the end joined to the door pocket 114, one of the first joining member and the second joining member facing the first joining member or the second joining member disposed at the end of the door pocket 114 is arranged. You. Further, at the upper end, one of the first joining member and the second joining member is arranged for joining with the roof structure. FIG. 9C is a diagram showing an inlet bottom plate 118 which is a component of the inlet module 110. At the end joined to the door pocket 114, a joining member facing the joining member arranged at the door pocket 114, like the entrance top plate 116, is provided.

  FIG. 10 is a front view showing a case where the joining structure according to the present invention is used for the window 124 of the railcar-side structure window module a132. At the end joined to another part or another module, a first joining member opposed to the first joining member or the second joining member provided at the end joined to the other part or another module Alternatively, one of the second joining members is provided. As shown in FIG. 13, the window top plate 126 is joined to the upper end of the window 124. The window bottom plate 128 is joined to the lower end of the window 124. It is preferable that the joining member to be joined to the other left and right modules has a length up to the height of the window top plate 126. When the joining member is divided into the window portion 124 and the window top plate portion 126, the joining strength with the adjacent module is reduced, so that the structure is integrated. Unlike the entrance module 110, the window 124 does not have an open door portion, so that the window 124 is joined to the window top 126 over the entire upper end range of the window 124.

  FIG. 11 is a front view showing a case where the joining structure according to the present invention is used for the window portion 124 of another railway vehicle-side structure window module b134. In addition, various window variations can be set.

  FIG. 12 is a front view in which another module is joined and fixed to the entrance module 110 having the joining structure according to the present invention. In the figure, the window module 120 is joined as an example. Joints between adjacent modules use bolts. The intervals at which the bolts are arranged can be determined according to the situation where the load is applied to each part. In the figure, the number of bolts at the central portion where the influence of the load is small is reduced for the vertical joint. On the other hand, bolts are arranged on either one of the protrusions 20 and the recesses 26 of one joint member because the joint in the horizontal direction is greatly affected by gravity and the weight of the passenger. Since the tightening of the bolt does not require a skilled technique by using a tool capable of controlling an appropriate tightening force, quality control can be easily performed.

  Since the railway vehicle-side structure 100 is long, when welding a plurality of modules by welding, distortion due to welding is likely to occur at distant locations. However, according to the railway vehicle-side structure module according to the present invention, the joining surfaces are aligned. Since the modules of each part can be connected only by tightening with a bolt or the like, the accuracy set in the design stage can be directly reflected on the accuracy after assembly of the railway vehicle structure. Further, a joining member using carbon fiber or glass fiber cannot be joined by welding.

  FIG. 13 is a front view in which the entrance module 110 and the window module having the joining structure according to the present invention are joined and fixed. In the figure, the window module a132 having three windows is arranged on both sides of the entrance module 110. However, it is easy to replace one of the window modules with the window module b134 having two windows.

  Since the joining is performed using a fastening member such as a bolt, adjustment for eliminating a step at the joining portion is easy. In addition, the accuracy of recent processing machines has been improved to the order of 1/100 mm or less, and computer numerical control for downloading numerical values designed by CAD or the like to the processing machine as it is is possible. , It is possible to perform precision processing to the extent that each inclined portion 32 is brought into close contact. However, it has been found that although it is theoretically possible to make the top and bottom portions and the inclined portion 32 all in close contact evenly, it is actually difficult.

  Further, it is easy to carry out the remodeling work of the vehicle after the railway vehicle has been running for a certain period. In a railway vehicle, the entrance module 110 having a large opening portion is most damaged by vibrations and loads during traveling. Therefore, if the entrance module 110 can be easily replaced, it is not necessary to replace one vehicle itself, and the vehicle maintenance cost can be reduced. However, when the joining method is welding, elements of on-site construction are greatly added, and even if the welding is cut off, the shape of the cut portion is not stable. Even if a new entrance module 110 of the same shape with the same design cannot be fitted, or even if it can be installed, the door 112 will not open, etc. May be different. When the joining structure according to the present invention is employed in the modularized railway vehicle-side structure 100, assembly can be performed as designed as long as the fastening member is used and assembled in accordance with predetermined conditions.

  According to the joint structure of the present invention, the inlet module 110 that has been aged due to use can be easily removed by loosening bolts, and the trace of the removal is a new inlet having the same shape as that of the previous assembly. The module 110 can be easily fitted. Therefore, the maintenance cost of the vehicle can be kept low.

  In addition, when the vehicle end is overloaded, the load can be dispersed as described with reference to FIGS. 4 and 6, and the breaking strength is excellent.

  As a joining method instead of welding, it can be used for joining large machinery, buildings and the like.

REFERENCE SIGNS LIST 1 joining member 6 first joining member 8 second joining member 10 joining portion 20 convex portion 22 top portion 24 convex portion insertion hole 26 concave portion 28 bottom portion 30 concave portion insertion hole 32 inclined portion 36 gap 38 bolt 39 nut 56 first flat plate joining member 58 second flat plate joining member 100 side structure 110 entrance module 112 door 114 door pocket 116 entrance top plate 118 entrance bottom plate 120 window module 124 window 126 window top plate 128 window bottom plate 132 window module a
134 window module b
136 Window module c
140 cab module 152 floor

AS Symmetry axis D Distance L1 of gap L1 Width length of bottom L2 Width length of top corresponding to L1 JL Joining line α Angle between the symmetric axis of convex or concave portion and inclined portion

In order to solve the above-mentioned problem, the joining structure of the present invention is a joining structure in which each of carbon fibers, glass fibers, or metals is combined with a different type or the same type using a fastening member with a convex portion and a concave portion facing each other. Has an inclined portion that decreases toward the top, the top is formed in a flat shape, and the recess has an inclined portion that decreases toward the bottom so as to be in close contact with the protrusion , and the bottom is It is formed into a flat shape that creates a gap between the top and the top when it is joined to the projection, and the position where the joined top and bottom of the joined projection and recess penetrate the top and bottom is arbitrarily selected. Fixing using a fastening member, the distance of the gap is a fixed distance in each part without contacting the top and the bottom even when fixed with an optimal tightening force predetermined by the fastening member. There is a feature.

Further, the joint structure of the present invention is characterized in that the convex portion and the concave portion are axially symmetric.

Further, the joint structure according to the present invention is characterized in that the convex portion and the concave portion are provided in a direction in which a load assumed in advance is applied to the inclined portion.

The railway vehicle-side structure module of the present invention includes the joining portion according to the present invention , and when joining in the vertical direction in the railway vehicle-side structure, the inclined portion is directed toward the front-rear direction of the railway vehicle, or When joining in the front-back direction in the vehicle-side structure, the top portion and the bottom portion are oriented in the front-back direction of the railway vehicle, the convex portion and the concave portion are provided, Structure module.

Claims (7)

In a joining structure in which each of the carbon fiber, glass fiber, or metal is combined with a different kind or the same kind by using a fastening member with the convex part and the concave part facing each other,
The protrusion is
It is formed in a shape that shrinks toward the top,
The recess is
The convex portion is reduced in the bottom direction so that it can be in close contact with the convex portion, and the shape near the bottom is formed into a shape that creates a gap between the convex portion and the vicinity near the top when joined to the convex portion,
Arbitrarily selecting a position penetrating the top and bottom of the joined convex and concave portions and fixing it using a fastening member,
The joining structure characterized by the above. The protrusion is
A flat top is formed on the top with a slope that decreases toward the top,
The recess is
A flat bottom is formed at the bottom having an inclined portion that decreases toward the bottom so as to be along the inclined portion of the convex portion,
The shape of the top is
Being formed in a shape similar to the shape of the bottom part,
The joint structure according to claim 1, wherein: A first joining member arranged so that the convex portion and the concave portion appear alternately next to each other,
A second joining member arranged so that the concave portion and the convex portion appear alternately next to each other,
When joining
The convex portion of the first joining member the concave portion of the second joining member,
The convex portion of the second joining member in the concave portion of the first joining member,
Joining together,
The joining structure according to claim 1 or 2, wherein: The distance of the gap between the top and the bottom when the protrusion and the recess are joined,
It is a distance that the top and the bottom do not come into contact even when the top and the bottom are fixed with a predetermined optimal tightening force by a fastening member,
The joining structure according to any one of claims 1 to 3, wherein: The convex portion and the concave portion are axially symmetric,
The joining structure according to any one of claims 1 to 4, characterized in that: Having the joining structure according to any one of claims 1 to 5,
A railway vehicle-side structural module characterized by the above-mentioned. That the railcar side structure module is arbitrarily combined and joined,
A railway vehicle-side structure.

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