JP2576731B2 - Railcar structure - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a structure of a railway vehicle structure.
Related.

[0002]

2. Description of the Related Art The prior art is disclosed in Japanese Patent Application No. 1-339253.
As described in the above publication, a structure is known in which a brazing honeycomb panel made of a light alloy is used for an outer plate of a side structure, a roof structure, a floor structure, or the like, and a bone member is arranged on the vehicle interior side of the panel.

[0003]

In recent years, there has been an increasing demand for higher speed railway vehicles. With the speeding up of railway vehicles, it is necessary to increase the noise and power costs during track destruction and traveling, and to reduce the weight according to the traveling speed of the railway vehicles.
Conventionally, in an iron structure and a light alloy structure, weight reduction has been achieved by reducing the thickness of an outer plate member and a bone member, but there is a limit to weight reduction in terms of strength and rigidity of the member.
In addition, there is a case that uses a honeycomb panel made of light alloy for the outer panel member and adopts a welded structure with a bone member.However, stress concentrates locally at the place where the curvature of the cross section of the vehicle body changes or at the joint of the panel. In addition, since a reinforcing member is required, it may hinder weight reduction.

[0004] It is known that when a railway vehicle travels in a tunnel at high speed, the pressure difference between the inside and outside of the vehicle rapidly changes. Especially when vehicles pass each other in a tunnel,
Large pressure fluctuations occur in a short time. A vehicle traveling at a high speed of 200 km / h or more has an airtight structure in order to prevent such pressure fluctuations from propagating inside the vehicle and causing discomfort to passengers.

Therefore, the structure of the vehicle is exposed to the loads of the passengers, various devices, the weight of the structure, and the above-mentioned load difference between the inside and outside of the vehicle. For this reason, it is necessary to improve the rigidity of the structure and the strength against the pressure load. However, improving the rigidity and strength of the structure and reducing the weight are in conflict with each other, and are difficult to achieve.

An object of the present invention is to provide a railway using laminated panels.
It is an object of the present invention to provide a structure that can reduce the size of the underframe and improve the strength of the underframe of the vehicle structure .

[0007]

[0008]

[0009]

[0010]

[0011]

[0012]

An object of the present invention is to provide two surface materials, a core material disposed between the two surface materials, and an edge of the surface material between the two surface materials. And a brazing panel, wherein the core member and the coupling member are brazed to the two surface materials to form a laminated panel, and the coupling members of the plurality of laminated panels are connected to each other. Was constructed by welding
In a railway vehicle structure , the plurality of laminated panels
To form a floor plate of an underframe, and
One of the laminated panels in a weld between the layer panels
The coupling member of the above and the coupling member of the other laminated panel
A cross beam is disposed between the cross beam and the upper end of the cross beam .
The flag above the joining member on the front material side above the layer panel
And the lower end of the cross beam is
Is located below the surface material below the
Melt the other flange of the joining member on the material side to the cross beam.
Can be achieved by touching .

[0013]

[0014]

[0015]

[0016]

[0017]

[0018]

[0019]

[0020]

The upper portion of the cross beam is connected to a connecting member on one side of the laminated panel and a connecting member on the other side of the laminated panel. side
As strength length from one end of the beam to the other against bending in the thickness direction of the laminated panel, when it is necessary predetermined distance in the length from one end of the cross beam to the other, cross beams are overlapped in the lamination panel Therefore, the amount of protrusion of the cross beam from the other surface material can be reduced, and the overall size can be reduced. Further, it is possible to prevent the bending of the coupling member.

[0021]

[0022]

[0023]

[0024]

[0025]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS First, an embodiment of the present invention will be described with reference to FIGS. In the figure, reference numeral 10 denotes a railway vehicle structure,
Side structure 20, underframe 30, roof structure 40, and wife structure 50
It is composed of

The side structure 20 includes a waist plate 21, a curtain plate 22,
It is composed of the blowers 23, and has a structure in which outer plate members 60 having a laminated structure described later are combined and joined, and has the above-mentioned names depending on the parts used in the vehicle body. The waistboard 21 and the curtain plate 22 are arranged above and below the window opening of the side structure 20. Further, the blower 23 is installed between the waistboard 21 and the curtain plate 22. The side structure 20 is integrally formed from the upper surface of the side beam 31 of the underframe 30 to an end of the roof structure 40 in the vehicle body circumferential direction described later. The length of each outer plate member 60 in the vehicle body longitudinal direction is a length obtained by dividing the side structure 20 into a plurality in the vehicle body longitudinal direction. The side structure 20 is assembled by arranging the individual outer plate members 60 in the longitudinal direction of the vehicle body and welding them to form respective blocks of the waist plate 21 and the curtain plate 22, and welding them through the blower 23.

Numerals 31 are side beams forming the underframe 30, and are disposed at both ends in the vehicle width direction of the underframe 30 so as to be penetrated in the longitudinal direction of the vehicle. 32 is the side beam 31 arranged in parallel
The cross beam is installed so as to pass through in the vehicle body width direction, and both ends thereof are joined to the side surface 31 a of the side beam 31.
The cross beams 32 are arranged between the side beams 31 in parallel with a predetermined pitch in the longitudinal direction of the vehicle body. 33 is a floor plate installed on the cross beam 32. The floor plate 33 is made of a laminated structural member described later. A plurality of the floor boards 33 are arranged in the longitudinal direction of the vehicle body and are joined via the cross beams 32 as shown in FIGS. 10 and 11, and each floor board 33 is joined to the inner side surface 31a of the side beam 31 in the vertical cross section in the vehicle width direction. Thereby, the underframe 30 is configured. In addition, the adjacent floor plates 33 are arranged such that the ends thereof abut against the cross beams 32, and the respective floor plates 33 and the respective floor plates 33 are joined to the cross beams 32.

The roof structure 40 has a structure in which outer plate members 60 having a laminated structure described later are combined and joined. Roof structure 4
Reference numeral 0 denotes an integrated block between the side structure 20 forming both side surfaces of the structure 10 and the upper part of the end structure 50 forming both end surfaces described later. The dimensions of the individual outer plate members 60 in the vehicle body longitudinal direction and the width direction are lengths and widths obtained by dividing the roof structure 40 into a plurality of parts in the vehicle body longitudinal direction and the width direction.
In the vehicle structure 10 shown in FIGS. 1 and 2, the roof structure 40 in which a plurality of outer plate members 60 are arranged and joined in the longitudinal direction of the vehicle body is configured. However, when the outer plate members 60 are small, The roof structure 40 may be configured by joining and juxtaposed in the vehicle body longitudinal direction and the vehicle body width direction. The roof structure 40 is assembled by arranging the individual outer panel members 60 in the longitudinal direction and the width direction of the vehicle body and welding them together to form a block of the roof structure 40, and welding the blocks to the side structure 20 and the end structure 50.

The wives structure 50 may have a structure in which an outer plate is welded to a bone member of a conventional vehicle. Here, a case in which an outer plate member 60 having a laminated structure described later is used will be described.
This is effective when the pressure resistance during traveling in the tunnel is particularly problematic. When the shape of the vehicle body is made closer to a sphere, the pressure resistance of the vehicle body is improved. However, the end structure 50 has a vertical cross section because it hits a connecting portion between the vehicle bodies. For this reason,
The amount of displacement at the center of the wife structure 50 is larger than at other parts. Therefore, characteristics of the outer plate member 60 described later can be exhibited. The wife structure 50 constitutes both end surfaces of the structure 10, and the side structure 20, the underframe 30, and the end of the roof structure 40 are integrally formed. The outer plate members 60 are arranged above the through-passage 51 of the wife structure 50 and on the left and right sides to form the wife structure 50.

A method of assembling the structure 10 in the above configuration will be described. The structure 10 includes a side structure 20, an underframe 3
0, the roof structure 40 and the wife structure 50 are individually manufactured, and these are joined together to complete. First, the side structures 20 are vertically arranged on the upper surface on both sides of the underframe 30 in the vehicle width direction, that is, on the upper portions of the side beams 31, and the end structures 50 are respectively arranged on the upper surfaces of both ends in the vehicle body longitudinal direction of the underframe 30. I do. The underframe 30, the side structure 20, and the underframe 30
And the wife structure 50 are joined. At the same time, the side structure 20
And the wife structure 50 are joined. The roof structure 40 is placed on the two side structures 20 and the two wife structures 50, and the roof structure 40, the two side structures 20 and the two wife structures 50 are placed.
To each other. Thus, the structure 10 is assembled.

Next, FIGS. 3 and 4 will be described. The outer plate member 60 is composed of surface materials 61 and 62, and the surface materials 61 and 6.
2, a core member 63, a strength member 64, a reinforcing member 65, and a coupling member 66 disposed at an outer peripheral end thereof. The strength member 64 is basically disposed so as to be drawn between the coupling members 66, and is disposed so as to connect the respective coupling members. However, the strength member 64
When they are arranged so as to intersect each other, the strength members 64 are joined at the intersection. Also, the reinforcing member 6
5 is between adjacent strength members 64 and strength members 64
And the connecting member 66. In addition,
When the strength member 64 is curved in the thickness direction of the outer plate member 60 itself, that is, when the outer plate member 60 itself is curved, and when the core material 63 is a honeycomb core formed by bending a plate material, The L direction 67a of the honeycomb core is a direction orthogonal to the strength member 64. In other words, the honeycomb core or the honeycomb core 63 is arranged in a direction orthogonal to the L direction 67a with respect to the direction in which the outer plate member 60 is curved. However, if the honeycomb core is formed into a curved shape by connecting its plate-shaped material at a trapezoidal connection portion, the honeycomb core can be arranged in parallel to the bending direction of the outer plate member 60.

The outer plate member 60 is formed such that the surface materials 61 and 62 are made of the core material 6.
3, the core material 6 is separated by a certain thickness or more.
3 are tightly supported and have higher bending and shear stiffness than a simple flat plate. The outer plate member 60 includes, for example, light alloy front members 61 and 62, a hexagonal lattice-shaped honeycomb core as a core member 63, a strength member 64, and a reinforcing member 65.
Is used. The honeycomb core has a configuration having a plurality of cells communicating between two surface materials. Instead of the light alloy core 63, a light alloy or resin thin plate or foam material formed in a lattice or other continuous shape may be used for bonding by bonding. The joining of these panels is
It is necessary to use a thermosetting resin and an adhesive in consideration of a rise in temperature during welding. It is also effective to extend the joining flange portion of the joining member, and it is possible to prevent the influence of heat due to welding. In addition, you may combine different metal materials, such as the combination which uses stainless steel as a surface material and the material made from a light alloy as a core material.

The strength member 64 itself is formed in a flat plate shape, and is disposed so that its width direction is orthogonal to the surface material. Further, the longitudinal direction of the strength member 64 is arranged in the panel so as to correspond to the circumferential direction of the vehicle body. Therefore, in the case where the outer plate member 60 is not flat but has a curved surface conforming to the shape of the vehicle body, the strength member 64 can be easily and accurately manufactured by cutting the flat plate into a fan shape. In terms of strength, since the core member 63 holds the plate-shaped strength member 64 densely, the strength member 64 does not fall down, and sufficient bending rigidity can be secured. As the shape of the strength member, a U-shaped or square-shaped member other than the plate-shaped member may be used. In the case of these molds, the whole cannot be bent extremely, but it is possible to bend without damaging the cross-sectional shape, and these molds may be used. In these mold members, a reduction in dimensional accuracy due to bending can be avoided by machining. Thereby, it is also possible to use the above-mentioned mold material as a member for strength. When the pressure difference inside and outside the vehicle of the structure 10 configured as described above fluctuates, the outer plate member 60 becomes an airtight wall that keeps the pressure inside the vehicle constant.

FIG. 5 shows the arrangement of the core material 63. Core material 63
Are superimposed on the corrugated plate so as to form hexagonal cells 68 in the L direction 67a.
It is structured to be joined by. In the case of a laminated panel using the core material 63, the shear strength of the core material 63 in the L direction 67a, that is, the direction in which the plate material is continuous is about 60% as compared with the W direction 67b, that is, the direction perpendicular to the L direction. Is high. This is due to the difference in the arrangement of the core members 63.

Further, the reinforcing member 65 includes the strength member 6.
4 and 60 with respect to the coupling member 66, the core 63 of the outer plate member 60 can be cut at the peaks 63a or valleys 63b of the individual cores 63. The form of the material 63 can be standardized to two types. Further, the reinforcing member 65 is 3
When it is installed at an angle of 0 ° and 60 ° with respect to the coupling member 66, the core 63 of the outer plate member 60 can be cut in the middle of the ridges 63a of the individual cores 63. Can be standardized into types.

In FIG. 6, the outer plate member 60 has a structure in which a connecting member 66 is provided on the outer peripheral end thereof, and is connected to another outer plate member 60 via this. For this reason, compared with the case where the front members 61 and 62 are directly joined to each other, it is possible to prevent a decrease in the strength of the joint portion.

As the strength member 64, a material equivalent to a conventional side pillar, rafter, or the like is used as a part of the laminated structure to form the front material 61,
It is installed between 62. The strength member 64
It is necessary to dispose the vehicle structure 10 in the circumferential direction of the vertical section of the vehicle structure 10 in consideration of a load due to a pressure difference between the inside and outside of the vehicle body.

That is, in the waist plate 21, the curtain plate 22, and the blower 23, the strength member 64 is disposed so as to extend in the vertical direction of the side structure 20. The strength member 64
Are arranged so as to be orthogonal to the surface material as described above. The radius of curvature of the edge in the width direction of the strength member 64 of the curtain plate 22 is smaller than the radius of curvature of the edge of the strength member 64 of the waist plate 21 and the blower 23. Also, the curtain 22
The radius of curvature of the edge of the strength member 64 in the width direction changes in a direction in which the radius of curvature becomes shorter as approaching the roof structure 40. As described above, in the outer panel member 60, the laminated panel can be formed by arbitrarily forming the curved surface of the edge in the width direction of the strength member 64 installed therein, such as an arc-shaped curved surface or a curved surface having a different curvature.

In the roof structure 40, the strength member 64
Are arranged to pass through in the width direction of the roof structure 40. That is, the strength member 64 is arranged so as to correspond to a conventional rafter. And when it comes to the structure 10, as shown in FIG. 7, the strength members 64 of the respective outer plate members 60 are arranged so as to be on the same sectional line. FIG. 7 is drawn ignoring the surface material of the surface in order to make it easy to understand the relationship between the arrangement of the outer plate members 60 and the respective internal structures. That is, the outer plate members 60 are arranged so that the roof structure 40 and the strength members 64 of the waist plate 21, the curtain plate 22, and the blower 23 are connected in the circumferential direction of the vehicle body. Therefore, the load can be shared by the strength members 64. That is, since each strength member 64 is a ring-shaped strength member arranged between the side beams on both sides in the vehicle body width direction, sufficient strength can be exerted against pressure fluctuations acting on the structure 10.

Further, the reinforcing member 65 is replaced with the strength member 64.
By disposing the connecting members 66 or the strength members 64 so as to connect with each other, the load of the welding line 27 which is a connecting portion between the respective outer plate members 60 can be dispersed, and the stress concentration can be reduced. . That is, the strength member 64
Is installed inside each outer plate member 60, in the outer plate member 60, the coupling member 66 and the strength member 64 transmit various forces. Therefore, there is a high possibility that stress is concentrated at the joint between the strength member 64 and the coupling member 66. Therefore, by providing the reinforcing member 65 as described above, the force can be dispersed and transmitted, and stress concentration can be prevented. This leads to weight reduction by reducing the thickness of the coupling member 66 or improvement in the strength of the entire structure 10.

The manufacturing condition of the curved outer plate member 60 will be described. A surface material 61 is placed on a lower mold having a support surface formed on a necessary curved surface, and a plurality of core materials 63, a strength member 64, and a reinforcing member 65 folded upward are placed on the surface material 61. These members are positioned with respect to each other. Since the edges of the strength member 64 and the reinforcing member 65 are formed as curved surfaces, the positioning with respect to the mold is performed accurately. The surface material 62 is placed on these, and the upper mold is placed.
In such a state, if the members are joined by, for example, brazing, the members are joined by pressurizing the upper and lower molds while heating in a vacuum furnace. The brazing filler metal is clad on the inner surfaces of the panels 61 and 62, the core 63, the strength member 64 and the reinforcing member 65, respectively. If the surface materials 61 and 62 are previously bent into a curved surface, workability is improved.

Further, by using the outer plate member 60 of the present invention, the inner side 10a of the vehicle structure 10 can be smoothed, and the mounting member of the interior material has been conventionally restricted in the mounting position by side pillars, rafters and the like. The degree of freedom of arrangement can be expanded, and the interior material mounting bracket or interior material and interior structure can be standardized.

Hereinafter, the case where the outer plate member 60 is used for each structure will be described in detail. In FIG. 6, the side structure 20 is subjected to the weight of the structure 10 itself, vertical loads transmitted from the frame 30 to various devices installed on the lower surface of the frame 30, passengers and the like, and a load due to pressure fluctuation inside and outside the vehicle. . For these loads, the side structure 20 has a sufficient out-of-plane bending stiffness and a sufficient shear stiffness because the side structure 20 is mainly composed of the outer plate member 60 described above. In other words, the outer plate member 60 has a high out-of-plane bending rigidity because the outer members are joined to each other by the core material so as not to be displaced from each other, so that sufficient rigidity as the structure 10 can be secured. Further, since each of the outer plate members 60 has the strength member 64 built therein, the outer plate member 60 has a higher out-of-plane strength than a normal laminated panel in which a surface material and a core material are combined, and the strength is a normal strength. It is equal to or greater than that of a bone panel installed on the surface of the laminated panel. More specifically, since the strength member 64 of the outer plate member 60 is supported on both sides by the core material, even if it is relatively thin, it is difficult to buckle, and the thickness of the plate installed on the surface of the laminated panel is large. It can exhibit the same strength as the mold material. Therefore, the rigidity can be improved as compared with the case where a mold having the same cross-sectional area as the strength member 64 is joined to the laminated panel. Further, the strength member 64 can improve rigidity as described above even if the outer plate member 60 is formed in a curved surface shape.
Therefore, the side structure 20 is less likely to be deformed and can sufficiently withstand the load.

Further, since the strength member 64 and the reinforcing member 65 are arranged in the vicinity of the window which is required for strength, the vehicle structure 10 with less local stress concentration can be obtained. Further, the waistboard 21, the curtain plate 22, the blower 23 and the outer plate members forming the roof structure 40 among the outer plate members forming the structure 10 are respectively replaced with the strength member 64 and the reinforcing member 65 in the longitudinal direction of the vehicle body. If the structure 10 is designed by standardizing the arrangement so as to be the same, the outer plate member 6
0 cost reduction can be achieved. The waist plate 21 and the curtain plate 22 may have the same dimensional relationship and may be the same outer plate member.

FIG. 7 shows the arrangement of the roof structure 40, the waist plate 21, the curtain plate 22, the blower 23 and the side beams 31 of the underframe. Roof structure 40, curtain plate 22, blower 23, waist plate 2
1 are arranged alternately with respect to the longitudinal direction of the vehicle body to avoid concentration of the welding line 27 in the vehicle body width direction or the vehicle body vertical direction. This is because the mechanical properties of the welded part are inferior to the mechanical properties of the base material in the joining member 66. By preventing the concentration of the welding line 27 of each outer plate member 60, the strength of the structure 10 is reduced. Reliability can be improved.
The joining member 66 joined by the welding line 27 is connected to the strength member 6.
By arranging them at the position 4 and sharing the same, it is possible to promote weight reduction. By the way, the blowing 2
3 connecting members 66 arranged in the vertical direction on both sides in the width direction
Is configured such that its end protrudes toward the curtain plate 20 or the waist plate 21 side from the coupling member 66 arranged in the orthogonal horizontal direction. By the projection of the joining member 66 of the blower 23, the welding line length at the joint portion between the waist plate 21 and the curtain plate 22 can be lengthened, and the strength can be improved.

In the configuration shown in FIG. 7, the welding line 27 joining the waistboards 21 and the curtain plates 22 is located at the center of the side window 24. However, if the welding lines 27, that is, the joints between the waistboards 21 and the curtain plates 22 are aligned with the strength members on both sides in the width direction of the blower 23 and are shifted from each other, the strength members 64 can be reduced. And lightening can be achieved. That is, the joint welding line 27 between the waistboards 21 is arranged so as to coincide with one of the strength members in the width direction of the blower 23, for example, the strength member on the right side of the blower 23. The other member for strength in the width direction, for example, the member for strength on the left side is arranged so as to match. By doing so, the side structure 20
In this case, the welding line 27 joining the waist plates 21 and the curtain plates 22 is shifted by the width of the blower 23. According to such a configuration, first, the same effect as the structure shown in FIG. 7 can be achieved. In addition to this effect, the joining member 66 at the joint between the waistboard 21 and the curtain plate 22 can also be used as the strength member 64 arranged corresponding to the blower 23 shown in FIG. Therefore, the number of strength members 64 of the outer plate member 60 can be reduced as compared with the structure shown in FIG. This will reduce the weight of each outer panel member.

Since the outer plate member 60 has high bending and shearing rigidity, when it is used for the side structure 20 as described above, distortion is less likely to occur on the vehicle body surface due to vertical load and residual stress caused by welding, and the appearance is good. Can be improved. Also, by incorporating a strength member and a reinforcing member according to the vehicle body shape into the inside of the outer plate member 60, a vehicle structure with less distortion of the vehicle body surface as compared with a plate-shaped outer plate member bent is obtained. can get. As a result, it is possible to omit the work of removing the distortion of the body surface. Further, it is possible to simplify a smoothing operation using a coating putty on the surface of the side structure 20 which has been conventionally performed after the completion of the structure.

The floor plate 33 of the underframe 30 shown in FIG. 8 is obtained by changing the outer plate member 60 or the outer plate member 60 from which the strength member 65 and the reinforcing member 66 are omitted depending on the operating conditions and load conditions of the vehicle. Use differently. In the underframe 30, the side beams 31 and the cross beams 32 are responsible for the load applied to the floor plate 33 due to the pressure difference between the inside and outside of the vehicle body. However, the higher the speed of the vehicle, the greater the hermetic load when traveling in the tunnel. It is necessary to use one having high out-of-plane bending rigidity. In addition, if weight reduction is required, the outer plate member 60
It is effective to use. As shown in FIG.
, The load caused by car end compression is
The outer plate member 60 is disposed on the floor plate 33 placed on the middle beam 35 and the cross beam 32 between the end beam 34 and the bolster 36. In particular, between the bolsters 36, the side beams 3
In order to smoothly transfer the load from the bolster 36 to the side beams 32, a strength member 64 is provided at right angles to the coupling member 66 inside the floor plate 33 before and after the bolster 36, since the load 1 is applied to the side beams 32.
Those arranged so as to form 30 ° or 60 ° are used. In addition, a member in which the strength member 64 and the reinforcing member 65 are omitted from the outer plate member 60 is disposed on the floor plate 33. When the core member 63 inside the outer plate member 60 is arranged in the longitudinal direction of the vehicle body, a vehicle structure having high end compression strength at the vehicle end can be obtained. As shown in FIGS. 10 and 11, a plurality of floor boards 33 are arranged in the longitudinal direction of the vehicle body, and the U-shaped coupling members 66 of the respective outer panel members 60 are joined on the upper surface of the cross beam 32. That is, the lower flange of the connecting member 66 of the adjacent outer plate member 60 is
2 and is joined by continuous or intermittent welding. The upper flanges of the joining members 66 of the adjacent outer plate members 60 are arranged with a root gap at the vertical end face of the cross beam 32 and are welded together. The T-shaped vertical portion of the cross beam 32 penetrates from one of the connection surfaces of the adjacent outer plate members 60, and the T-shaped vertical beam 32 is disposed so that the tip of the T-shaped cross beam 32 contacts the inside of the other connection surface. A positioning projection may be provided on the side surface of the part. As for the connection of the outer plate member 60 in the vehicle width direction, the inner side surface 31 a of the side beam 31 in the vertical cross section in the vehicle width direction is welded to the connection member 66.

According to such a structure, since the cross beam 32 has its vertical end continuously joined to the outer plate member 60, the cross beam which has conventionally been I-shaped or U-shaped forms an upper flat plate portion. The same section modulus can be achieved without any problem. This reduces the weight of the cross beam 32 itself,
This leads to a reduction in the weight of the structure 10 . In addition, the prescribed section modulus
Let L be the height from the upper end to the lower end of the cross beam 32 to obtain
When the upper end of the cross beam 32 overlaps the floor plate 33
Then, raise the lower end position of the cross beam 32 by the height of the overlap.
Can be Therefore, the space below the cross beam 32 is large.
That can be easily installed in this space
It is. Alternatively, if the lower end position of the cross beam 32 is fixed,
The upper surface of the plate 33 can be located below,
Can also enlarge the space above. In addition, cross beam 3
2 is welded to the flange above the floor plate 33
The flange acts from above to below.
(Since it is the floor plate 33, for example, a seat
It is. In addition, the flange can be prevented from bending downward.
Things. Also, as described above, the positioning projection
If provided, the positioning of welding between the cross beam 32 and the floor plate 33 is easy.
It can be easily done. Incidentally, the cross beam of the outer plate member 32
Can be adopted also in other parts of the structure 10. That is, it is conceivable to use the protruding portion of the cross beam 32 from the outer plate member 60 for mounting equipment. Further, this structure can be applied to a case where the outer plate member is used as a wall material of a general structure such as a building.

Next, as shown in FIG. 12, in order to secure the field of view by making the side window 24 into a rectangular shape, the corners of the blower 23 of the side structure 20, the curtain plate 22 and the waist plate 21 must be
A notch 25 for local stress relaxation is provided around the side window, and a reinforcing member 65 and a strength member 64 are provided inside the blower 23, the curtain plate 22, and the waist plate 21 facing the connecting line. There is a need. In this case, stress concentrates on a portion 26 farthest from the side window 24 of the notch 25. In other words, the portion having a high stress is taken over by the base material portion of the coupling member 66. If further strength is required, reinforcement or thickening is added to the coupling member 66 in this portion.

Next, the structure of the side window 24 will be described with reference to FIGS. The structure of the side window 24 is changed by changing the thickness of the blower 23 and the shape of the connecting member 66 of the blower 23, the curtain plate 22 and the waist plate 21, so that the side window glass 24 ′ is extended to the blower 23 or a normal window. Applicable to single windows. First, the side window glass 24 '
About the structure of the continuous window extended to
4 ′ is held by a fastening plate member 66a and a fastening member 66b with respect to a flange portion formed integrally with the joining member 66 and holding the glass. Examples of the fastening member 66b include a bolt and a rivet. At this time,
Unnecessary portion 66 of coupling member 66 in side window 24 portion
By removing c, the weight can be reduced. FIG. 12 shows a state where the side window glass is not provided.
Reference numeral 14 denotes a state in which a side window glass is provided.

The structure of an ordinary single window will be described with reference to FIGS. FIG. 15 shows a state where the side window glass is not provided, and FIG. 17 shows a state where the side window glass is provided. Each coupling member 66 that forms the periphery of the side window 24 is integrally formed with a flange portion that holds the side window glass 24 ′.
The side window glass 24 'is fastened by the fastening member 66b via 6a. In this case, the connecting member 66 provided on the side surface of the blower 23 is also integrally formed with a flange portion for holding the glass, and the side window glass 24 'is pressed and fastened by the fastening plate member and the fastening member. If the interior side 66c of each coupling member 66 is removed, the degree of freedom in the shape of the interior material installed in the opening of the side window 24 can be increased. Since the thickness of the curtain plate 22 and the waist plate 21 and the thickness of the blower 23 are the same in this structure, it can be said that the strength is superior to the vehicle structure 10 having the above-described continuous window structure.

Next, referring to FIGS. 18, 19, 20, and 21, the structure of the blower 23 of the side structure 20 will be described in detail. Since the strength members 66 installed at the edges of the outer plate member 60 used for the blower 23 in the front-rear direction of the vehicle body, that is, the both sides in the left-right width direction of the blower 23 shown in the drawing have relatively strong strength, they are basically resistant to torsion. It has a strong structure. Further, here, the core material 63 of the outer plate member 60 is arranged in the vertical, horizontal, and oblique section directions when the outline of the blower 23 is a straight line,
By adapting to the main load direction, the strength member 64,
The reinforcing member 65 can be omitted. However, in the case where the outer shape is a curved shape, it is preferable to dispose it in the longitudinal direction of the vehicle body (the left and right direction in FIG. 18) in terms of manufacturing. This is because the shape of the thin plate, which is the material of the core member 63, is rectangular, and processing is easy and accuracy is easily obtained. Leaving the car in the circumferential direction
18 (in the vertical direction in FIG. 18), the shape of the thin plate, which is the material of the core material 63, becomes a sector shape, and complicated processing is performed to ensure surface accuracy after processing.

The blower 23 a shown in FIG. 18 has a structure in which a reinforcing member 65 is installed in a diamond shape inside an outer plate member 60. The reinforcing member 65 serves to improve the shear rigidity of the blower 23a and to transmit a load particularly near the center of the horizontal connecting member 66, thereby averaging the stress generated at the welding line at the connecting portion.

Next, the structure of the blower 23b shown in FIG. 19 will be described. This is because the strength member 64b is connected to the outer plate member 60.
And a plurality of them are installed at right angles to the coupling member 66 arranged in the outer circumferential direction of the vehicle body cross section, that is, in the vertical direction. This structure is simplest and is suitable when the load applied to the vehicle structure is low.

The structure of the blower 23c in FIG. 20 is a structure combining the blowers 23b and 23c described above, and the connecting portion between the strength member 64b and the vertical connecting member 66 in the structure shown in FIG. In order to alleviate the stress concentration at the welding line, the reinforcing member 65 is arranged between the members. This is suitable when the load applied to the vehicle body is relatively high.

The structure of the blower 23d in FIG. 21 will be described. Vertical coupling member 66 and separate strength member 64
c, the blow-up portion is subdivided, and reinforcing members 65 are arranged obliquely with respect to the coupling members 66 in the divided portions so as to brace. This structure increases the out-of-plane bending stiffness of the main blower itself when a high-rigidity connecting member 66 installed in the left and right vertical directions cannot be installed due to stress concentration. This structure is effective for making the stress distribution even.

According to FIG. 22 and FIG.
The structure of will be described. The blower 23e has a structure in which the reinforcing member 65 is installed in a brace so as to connect the joining positions of the connecting members 66 in the horizontal direction and the vertical direction. According to the structure of the blower 23e, the shear rigidity can be improved with a relatively simple structure. The blower 23f has a structure in which a strength member 64b is added to the structure of the blower 23e. According to the structure of the blower 23f, the shear rigidity can be further improved as compared with the blower 23e. By the way, in these blow-off structures, the reinforcing members are provided so as to intersect with the braces, but the reinforcing members may be provided only on one side. That is, in consideration of the joining position in the structure of the blower, the reinforcing member may be arranged so as to be inclined such that the upper end thereof is inclined toward the vehicle end side with respect to the center portion in the longitudinal direction of the vehicle body.

Incidentally, FIG. 18, FIG. 19, FIG. 20, FIG.
1, FIG. 22 and FIG. 23 are drawn ignoring the surface material for the sake of clarity.

Next, the roof structure 40 will be described with reference to FIGS. As described above, the roof structure 40 is constituted by the outer plate member 60, and the strength member 64 is disposed in the circumferential direction of the width direction vertical cross section of the vehicle structure 10 in consideration of the load due to the pressure difference between the inside and outside of the vehicle body. I have. Further, at a portion where the strength member 64 is joined to the coupling member 66, a reinforcing member 65 is arranged to prevent stress concentration. Further, the outer plate members 60 of the roof structure 40 and the curtain plate 22 are alternately arranged in the longitudinal direction of the vehicle body. As a result, most of the welding line 27 extending in the vehicle body circumferential direction is displaced with respect to the vehicle body longitudinal direction. This can improve the strength reliability by reducing the portion where the welding line 27 concentrates as described above. Further, the roof structure 40 needs a mount for installing a pantograph insulator. The receiving table 41 for that purpose is arranged inside the outer plate member 60. A strength member 64 is arranged on each of four sides of the receiving base 41 and is joined to the coupling member 66. The load applied from the pantograph fluctuates in the vehicle body vertical direction and the vehicle body width direction and is applied. According to this structure, the strength members 6
Since 4 is arranged, it has sufficient strength for the above-mentioned load condition.

FIG. 26 shows a case where the outer plate member 60 is used for the wife structure 50. The opening of the through-passage 51 is formed in the wife structure 50. As described above, the wife structure 50 has a vertical cross section because it hits a connecting portion between the vehicle bodies, and the higher the speed of the vehicle, the more the pressure resistance during traveling in the tunnel becomes a problem. Therefore, the strength members 64 of the outer plate members 60 are arranged so as to be on a straight line, and the pressure resistance is secured. In addition, the wife structure 50 requires a cradle 52 for installing a device for preventing the body from swinging.
The receiving table 52 for that purpose is arranged inside the outer plate member 60. The strength members 64 are arranged on the four sides of each pedestal 52 and are joined to the coupling members 66. The load applied from the device for preventing rocking varies in the longitudinal direction of the vehicle body, the vertical direction of the vehicle body, and the width direction of the vehicle body, and is applied. According to this structure,
Since the strength members 64 are arranged on the four sides of the cradle 52, the strength is sufficient for the above-described load conditions.

It should be noted that FIGS. 25 and 26 are drawn ignoring the surface material for the sake of clarity.

[0063]

According to the present invention, the upper part of the cross beam is a laminated panel.
Since it overlaps in the thickness direction of the
Projection amount can be reduced and overall size can be reduced.
You. Further, it is possible to prevent the bending of the coupling member.

[Brief description of the drawings]

FIG. 1 is a sectional perspective view showing an embodiment of a railway vehicle structure according to the present invention.

FIG. 2 is a perspective view showing the overall appearance of the railway vehicle structure shown in FIG.

FIG. 3 is a front view showing a configuration of an outer panel member used in the railway vehicle structure of FIG. 1;

FIG. 4 is a sectional view taken along the line CC in FIG. 3;

FIG. 5 is an enlarged front view of a portion D in FIG. 3;

FIG. 6 is a perspective view including a cross section taken along the line AA of FIG. 2;

FIG. 7 is an enlarged front view of a portion B in FIG. 2;

FIG. 8 is a plan view showing an underframe of the railway vehicle structure of FIG. 2;

FIG. 9 is an enlarged plan view of a portion E in FIG. 8;

FIG. 10 is a sectional view of the FF section in FIG. 9;

FIG. 11 is a sectional view taken along the line GG of FIG. 9;

FIG. 12 is an enlarged front view showing one embodiment of a side window portion in the side structure.

13 is a sectional view taken along the line HH in FIG.

14 is a sectional view taken along the line II in FIG.

FIG. 15 is an enlarged front view of another embodiment of the side window portion in the side structure.

FIG. 16 is a sectional view taken along the line JJ of FIG. 15;

17 is a sectional view taken along the line KK of FIG.

FIG. 18 is a front view showing a detailed structure of a blower provided with a reinforcing member at each corner.

FIG. 19 is a front view showing a detailed structure of a blower provided with a horizontal strength member.

FIG. 20 is a front view showing a detailed structure of a blower provided with a horizontal strength member and a reinforcing member.

FIG. 21 is a front view showing a detailed structure of a blower provided with strength members in the horizontal and vertical directions and a reinforcing member.

FIG. 22 is a front view showing a detailed structure of a blower provided with crossed brace-shaped reinforcing members.

FIG. 23 is a front view showing a detailed structure of a blower provided with crossed brace-shaped reinforcing members and horizontal strength members.

FIG. 24 is a plan view showing a roof structure of the railway vehicle structure of FIG. 2;

FIG. 25 is an enlarged plan view showing an L part of FIG. 24;

FIG. 26 is a front view showing a wife structure of the railway vehicle structure of FIG. 2;

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 10 ... structure, 20 ... side structure, 21 ... waist plate, 22 ... curtain plate, 23 ... blowing, 24 ... side window, 30 ... underframe, 31 ...
..Side beams, 32 beams, 33 beams, floor plates, 40 roof structures, 50 wife structures, 60 outer plate members, 61, 62,.
Surface material, 63: core material, 64: strength member, 65: reinforcing member, 66: coupling member.

 ──────────────────────────────────────────────────続 き Continuing from the front page (72) Inventor Masato Okazaki 794, Higashi-Toyoi, Katsumatsu-shi, Yamaguchi Prefecture Inside the Kasado Plant of Hitachi, Ltd. Inside the Machinery Research Laboratory (72) Inventor Tsubun Takeichi 502 Kandachimachii, Tsuchiura City, Ibaraki Prefecture Inside the Machinery Research Laboratory Hitachi, Ltd. (56) References JP-A-3-90468 (JP, A)

Claims (5)

(57) [Claims] A first member, a core member disposed between the two front members, and a coupling member disposed at an edge of the front member between the two front members; A railcar comprising: a brazing panel; and a brazing panel formed by brazing the core material and the connecting member to the two surface materials; and welding the bonding members of the plurality of laminated panels to each other. In the structure, a floor frame of an underframe is constituted by the plurality of laminated panels, and at a welding portion between the laminated panels of the underframe floor panel,
A cross beam is disposed between the coupling member of one of the laminated panels and the coupling member of the other laminated panel, and an upper end of the horizontal beam is provided on the upper surface side of each of the laminated panels for the coupling. The lower end of the cross beam is located below the lower surface material of each of the laminated panels, and the other flange of the coupling member on the lower surface material side is welded to the upper flange of the member. A railway vehicle structure, which is welded to the cross beam. 2. The railway vehicle structure according to claim 1, wherein a positioning projection is provided on a vertical side surface of said cross beam. 3. The railway vehicle structure according to claim 1, wherein said other flange is provided on a surface of said cross beam extending in a thickness direction of said laminated panel. A railcar structure. 4. The railway vehicle structure according to claim 1, wherein the cross beam has a width lower at the lower end than at the upper end.
A railway vehicle structure characterized by the above-mentioned. 5. The railway vehicle structure according to claim 4, wherein said cross beam is T-shaped.