JP2966712B2 - Laminated panel - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a laminated panel, and more particularly, to a laminated panel in which a light alloy frame material and a core material are arranged between face plates and joined to each other, and is used as a strength member. The present invention relates to a laminated panel suitable for an object.

[0002]

2. Description of the Related Art A conventional railway vehicle structure has a structure in which a bone member is formed of an iron-based material, and an outer plate is joined to the outside thereof. Further, the stainless steel structure is configured using a three-dimensional solid joint in order to improve the strength of the joint between the bone members and the outer plate. (The structure is described in Japanese Patent Publication No. 62-35937.) The structure made of a light alloy made of an aluminum alloy is constituted by using an extruded material in which an outer plate and a bone member are integrally formed. Related to the vehicle structure is, for example, Light Metal Vehicle Committee Report No. 3 (Showa 4).
9-1982 Published by Japan Railway Rolling Stock Manufacturers Association) 70-72 pages, or 60-179
No. 569 and the like.

[0003]

When a laminated panel is used as various structural members, it is necessary to join panels having a certain length and width. When a welding method is adopted as these joining methods, a structure is formed by joining frame members. When a load acting on a structure is applied to a vehicle, a vertical load (load of equipment and passengers) and a hermetic load (a pressure load caused by a pressure fluctuation caused by an external pressure fluctuation in a high-speed vehicle environment, that is, a vehicle running in a tunnel) are usually considered. , A load proportional to the second to third power of speed) and a vehicle end compression load. In particular, when vehicles rub against each other in a tunnel, an airtight load, that is, a load due to a pressure fluctuation outside the vehicle increases. As described above, a pressure load acts on the body of a vehicle running at a high speed, and at the same time, the number of passengers and various devices increases. Therefore, it is necessary to improve strength and rigidity. In particular, it is necessary to smoothly transmit the force transmitted to the frame member without causing an extreme stress change to the surface of each panel. In addition, a structure for smoothly transmitting the opposite is required.

It is an object of the present invention to provide a laminated panel capable of smoothly transmitting a load from a frame material to a panel component .

[0005]

Means for Solving the Problems] The object is elongated core member
A supplementary material is arranged between the end portion in the direction and the joining frame material.
Is a plurality of U-shapes on the core material side , and the U-shape is adjacent
The connecting frame member is disposed in contact with
The side is configured as a plane, the longitudinal direction of the core material
The ends are inserted between the U-shaped parts by
Can be achieved .

[0006]

The longitudinal end of the core is inserted between the U-shapes.
And it is securely held by the auxiliary material.
It can be attached securely. As a result, the load can be
Can be communicated to

[0007]

[0008]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS One embodiment of the present invention will be described below with reference to FIGS. This embodiment is an example of a brazed aluminum honeycomb panel. FIG. 1 shows an embodiment of a laminated panel obtained according to the present invention. FIGS. 2, 3 and 4 show the detailed structure of the auxiliary material in the panel of FIG. 5 and 6
Indicates a railway vehicle structure using the panel. 5 and 6, reference numeral 1 denotes a vehicle body of a railway vehicle, which includes a side structure 2, a roof structure 3, an underframe 4, and a wife structure 5. The underframe 4 is provided on both sides of the vehicle body width direction.
A side beam 4a extending in the longitudinal direction of the vehicle and a cross beam 4b for mounting equipment and a floor penetrated in the width direction of the vehicle body. Is joined to the side surface of the side beam 4a. Normally, the vehicle body 1 has a structure in which substantially both ends are supported by a bogie 6 and travels on a track.

The side structure 2, the roof structure 3 and the like are constructed by joining panels 10 having a certain size, but in the future, they will be formed as a large one with a reduced number of panels 10. Is also good. At this time, in consideration of the load acting on the panel 10 itself and the weight reduction, the direction in which a large load acts is set as the direction of the main frame member 11, and the direction perpendicular to this direction is set as the sub-frame member. Used as 12.

The details of the panel 10 will be described with reference to FIG.
An angle of 60 degrees (θ = 6) is set at a right angle between the main frame member 11 and the sub-frame member 12 in order to alleviate stress concentration and smoothen the flow of load.
(0 degree) is provided. Inside the frame members 11 and 12, the frame members 11 and 12 having a large cross-sectional area suddenly change to the core member 14 having a small cross-sectional area. There is a concern that the core material 14 cannot receive the load from the frame material. Even if the core member 14 is securely brazed to the frame members 11 and 12, if the cross-sectional areas of the frame members 11 and 12 and the core member 14 are too different, this problem cannot be avoided. Further, there is a problem in the reliability of brazing the core member 14 and the frame members 11 and 12. Therefore, in order to avoid a sudden change in the cross-sectional area of the panel component, the auxiliary material 15 is inserted.
An inverted U-shaped spherical auxiliary member 15 is provided between the main frame member 11 and the core member 14, and the auxiliary member 15 itself has a spherical shape on the core member 14 side. Is configured to work. Therefore, the tip 14a of the core 14
Is inserted into the spherical part of the auxiliary material 15,
It will be reliably held by the auxiliary material 15, and brazing of both can be performed completely. The opposite side of the auxiliary member 15, that is, the main frame member 11 side has a flat shape, and has a structure in which the number of flat portions is increased so that the brazing property with the frame member 11 can be improved. Although the spherical part of the auxiliary material 15 is also shown in FIG.
3 / 4D). On the other hand, the width of the opposite flat part is
l ₁ and l ₁ = １ ／ D (or √√D). The height of the stiffener 15, and _{h = D / 2 + d 1} /2.
In addition, the auxiliary material 15a shown in FIG.
Are formed in a shape more similar to a sphere than that shown in FIG.

By doing so, the auxiliary material 15 becomes denser than the core material 14. Therefore, the load of the main frame member 11 is first transmitted to the auxiliary member 15, and is transmitted from the triangular spherical portion of the auxiliary member 15 to the core member 14a inserted in the spherical portion. Thus, the load is transmitted from the main frame member 11 to the core member 14 via the auxiliary member 15. When the core material 14 enters, it is transmitted to the face plate 16, and the entire honeycomb panel 10 takes charge. The load can be smoothly transferred by changing the cross-sectional area of the constituent members stepwise. Further, on the contrary, the load transmitted to the core member 14 is transmitted to the auxiliary member 15 and the main frame member 11. Further, since a flat portion is formed on the main frame member 11 side of the auxiliary member 15 and a triangular portion is formed between the auxiliary member 15 and the spherical portion, the load is applied from the frame member 11 to the core member 14. It is conveyed smoothly. In addition, since the flat plane portions on the side of the frame members 11 and 12 have many surfaces shorter than the cell size D of the core member 14, the reliability of brazing can be remarkably improved. Further, the auxiliary member 17 in contact with the triangular frame member 13 has the same shape as the auxiliary member 15 arranged on the main frame member 11 side. This is necessary for standardizing the length of the core material 14. That is, by setting the installation angle θ of the triangular frame member 13 to 60 degrees (and 30 degrees), the cutting length of the core member 14 can be standardized, and the end of the core member 14 is made the same as the frame member 11 side. This is because the distal end can be formed in a protruding shape that can be inserted into the auxiliary material 17. By doing so, the core material 14, the auxiliary material 1
5, the length of the auxiliary material 17 and the auxiliary material 18 can be standardized, and the manufacturing cost can be reduced by mechanization.

Meanwhile, the auxiliary member 18 of従枠member 12 side is formed in a trapezoidal shape, as shown in detail in FIG. 4, the long side dimension d ₂ = √
3 · D / 4 and the short side dimension l ₂ = √3 · D / 8.
When formed in this manner, the portion formed by each trapezoidal portion becomes a triangle, and a spring action is exerted by changing the angle of the inclined side portion of the triangle.
Both the two sides and the core material 14 side are flat. Therefore, since the auxiliary member 17 has a plurality of short planes having good followability, the brazing property with the sub-frame member 12 is improved. On the other hand, since the auxiliary material 18 itself also forms a triangular portion by alternately arranging trapezoids on the flat surface on the side of the core material 14, the force from the core material 14 is received by the flat surface of the auxiliary material 18, and The load can be smoothly transmitted by being transmitted to the sub-frame member 12 through the portion. Opposite to frame material 12
Similarly, the transmission of force to the core material 14 from the auxiliary material 18 can be smoothly performed. Wherein one point, it is necessary to always contact the one side to the long side portion, that dimension d ₂ portion of Hozai 18 constituting the side surface or cell of the core 14.

The shapes of the auxiliary members 15, 17, and 18 are configured as shown in FIGS. 2, 3, and 4, but air for bleeding air when brazing to any surface. Hole 19
Is provided.

When the panel 10 is formed into a curved surface and manufactured, it is necessary to very strictly control the dimensions between the frame members and the core material to be inserted therein. By adding the material 17 and the auxiliary material 18, since each of these auxiliary materials has followability, it is not necessary to strictly control the dimensions, and the workability at the time of manufacturing can be improved.

As described above, the core material 14, the auxiliary material 15, and the auxiliary material 1
7. Since the auxiliary material 18 can be standardized, mechanization is possible, the manufacturing cost of the panel 10 is reduced, the reliability of brazing is greatly improved, and the flow of load is smoothed.

[0016]

According to the present invention, it is possible to provide a laminated panel which can smoothly flow a load, and is lightweight and excellent in strength.

[Brief description of the drawings]

FIG. 1 is a plan view showing a state in which one face plate of a laminated panel according to an embodiment of the present invention is removed.

FIG. 2 is a plan view showing a detailed structure of an auxiliary member corresponding to the main frame member of FIG.

FIG. 3 is a plan view showing another embodiment of the auxiliary material shown in FIG. 2;

FIG. 4 is a plan view showing a detailed structure of an auxiliary member corresponding to the sub-frame member of FIG. 1;

FIG. 5 is a perspective view showing a railway vehicle body using the laminated panel according to one embodiment of the present invention.

6 is a perspective view of a cross section taken along line AA of the vehicle body of the railway vehicle in FIG. 5;

[Explanation of symbols]

10 panel, 11 main frame material, 12 subordinate frame material, 13 triangular frame material, 14 core material, 15, 17, 18 ... auxiliary material, 16 ...
Face plate.

──────────────────────────────────────────────────続 き Continued on the front page (72) Inventor Yasuo Ishimaru 794, Higashi-Toyoi, Katsumatsu-shi, Yamaguchi Pref. Kasado Plant, Hitachi, Ltd. (56) References JP-A-7-144380 (JP, A) (58) Surveyed field (Int.Cl. ⁶ , DB name) B32B 1/00-35/00 E04C 2/00-2/54 B21D 47/00

Claims (1)

(57) [Claims] (1)Two sheetsIt consists of a surface material, a core material, and a binding frame material.
The core material has a surface material on both sides thereof, and the core materialAround
And the twoPlace the binding frame material between the surface materialsCage,
These are joined by brazingBecomeLaminated panel smell
hand,Said Core materialA supplementary material is placed between the tip of
The auxiliary material has a plurality of core materials on the side of the core material.U-shapeIn
The U-shape is located in contact with the adjacent
And the joining frame material sideAs a planeIs composed of The tip of the core is inserted between the U-shaped members.
That  A laminated panel characterized by the above.