JP3844701B2 - Structure element and structure structure using the same - Google Patents

Description

このようにすれば、前記骨要素の骨部材と前記構造要素の縁材との間には、前記構造要素の外板のみが存在するが、その外板において骨部材と平行方向についての必要な座屈強度が確保される。
【００２３】
また、外板の圧縮応力の向きが骨部材と直交する場合、請求項９に記載のように、隣り合う互いに平行な前記骨要素の骨部材と前記構造要素の縁材との間隔ｂが、次の関係式（２）を満足することが望ましい。
【００２４】
【数４】

このようにすれば、前記骨要素の骨部材と前記構造要素の縁材との間に存在する外板において、骨部材と直交する方向についての必要な座屈強度が確保される。
【００２５】
【発明の実施の形態】
以下、この発明の実施の形態を図面に沿って説明する。
【００２６】
図１（ａ）（ｂ）は本発明に係る構造要素を示す説明図である。
【００２７】
本発明に係る構造要素は、例えば図１（ａ）に示すように、前後方向及び上下方向に延び鉄道車両の外面を構成する外板１の内面側に、矩形状の芯材２が接着により取り付けられている。その芯材２の周囲の部分は、外板１と内板４とを結合する縁材３によって保持されている。そして、芯材２を覆うように内板４が前記芯材２に接着により取り付けられている。ここで、Ｐは縁材ピッチである。
【００２８】
これにより、外板１は、芯材２にて弾性支承されるので、外板１の座屈強度が確保される。また、従来構造に必要な座屈止め補強を廃止することができるため、部材数の減少、溶接量、溶接ひずみの低減を実現できる。
【００２９】
前記芯材２としては、構造材としては柔らかい材料である断熱材などを使用することができる。芯材２の厚さは、必要とされる断熱性能を満足するように決定される。具体的には、芯材としては、例えばウレタンフォーム、塩化ビニル樹脂フォーム（商品名：クレゲセル）、ポリエチレンフォーム、フェノールフォームなどの発泡プラスチックを用いることができる。
【００３０】
特に、芯材２として発泡プラスチックを用いれば、外板１を構成するステンレス鋼板に比べて比重が１／２０〜１／８０以下である。このように、非常に軽量であるので、縁材３のピッチＰと、芯材２の板厚Ｌ１及び密度とを適切に選択することで、軽量化を図る上で有利な構造となる。
【００３１】
前記縁材３は、板材（ステンレス鋼）を折り曲げて構成され、それぞれ外板１の内面１ａ（車室側の面）に溶接により固着される取付部３ａと、この取付部３ａの内周縁部よりほぼ鉛直内方に延びる縦壁部３ｂと、この縦壁部３ｂの先端縁より前記取付部３ａと平行にかつ前記取付部３ａと反対方向に延び前記芯材２のみ、又は芯材２と内板４とを同時に前記外板１側に押さえ付ける保持部３ｃとを有する。
【００３２】
なお、前記縁材３の取付部３ａは、必ずしも溶接により外板１の内面１ａに固着する必要はなく、接着により取り付けることも可能である。
【００３３】
次に、芯材のヤング率が外板の座屈強度にいかに影響するかを見るために、前記図１（ａ）（ｂ）に示す構造は、外板１を梁１１と、縁材３（補強部材）を支点１２Ａ，１２Ｂと、芯材２を複数のばね１３とそれぞれみなすことで、図２に示すように、弾性支承系としてモデル化する。
【００３４】
ただし、このモデル化においては、内板は芯材に対して十分高い剛性があるものとして、バネ１３を剛に支持している。
【００３５】
図２に示すモデル化された弾性支承系における梁１１の支配方程式は、次に示す式（３）の通りである。
【００３６】
【数５】

図１に示す構造において、芯材２のヤング率をＥ１、芯材２の有効深さ（厚さ）をＬ１（図１参照）とすれば、芯材２の単位面積当たりのばね定数ｋは、次の式（４）に示すようになる。
【００３７】
【数６】

ここで、円筒体の対称変形の場合の基礎方程式は、次の式（５）に示す通りであり、式（１）と同じ形で表される。
【００３８】
【数７】

ここで、前記式（５）におけるＤ（板の曲げ剛性）は、次の式（６）にて求められる。
【００３９】
【数８】

ところで、式（３）と式（５）は等価とみなせるので、両式の右辺より、以下の関係が導ける。
【００４０】
【数９】

これにより、弾性支承系における梁１１を、前記円筒体とみなした場合のその等価半径ｒが、次の式（８）のように求まる。
【００４１】
【数１０】

円筒体の軸圧縮座屈応力σ_crは次の式（９）で求まることが知られている。
【００４２】
【数１１】

この式（９）の等価半径ｒとは、式（８）に示すように、弾性支承系のバネ定数ｋによって表すことができる。そして、式（８）を式（９）に代入することにより、次のように計算される。
【００４３】
【数１２】

よって、弾性支承系における座屈応力σ_crは、弾性支承系のバネ定数ｋの平方根に比例する。
【００４４】
ところで、通常、鉄道車両の側構体の必要な座屈強度は、最大で１５ｋｇｆ／ｍｍ² 程度であることを考えると、弾性支承系のばね定数ｋは、
【００４５】
【数１３】

に示す通り、０．０２ｋｇｆ／ｍｍとなる。
【００４６】
さらに、芯材のヤング率Ｅ１は、芯材の厚さＬ１を３０ｍｍとした場合、

となり、前記発泡プラスチックは、それのヤング率が約１ｋｇｆ／ｍｍ² であるかあるいはそれ以上であることから、断熱材などに用いられる発泡プラスチックが芯材として適用可能である。
【００４７】
この点を利用して、図１（ａ）（ｂ）に示すような基本構造を有する本発明に係る構体構造を、座屈強度が必要とされる部分に用いることで、簡単な構造でもって座屈強度を高めることができることがわかる。
【００４８】
続いて、内板や縁材の剛性を考察するために、表１の各構造要素について、鉄道車両の構体に作用する応力を解析する手法として知られている、有限要素法（ＦＥＭ）を用いて座屈強度解析を行った。これは、各部材を多数のメッシュに分割し、その各メッシュを、板要素（ＣＱＵＡＤ４，ＣＴＲ｜Ａ３）として、応力解析モデルを作成し、その応力解析モデルに所定の荷重を作用させ、その状態の応力を演算する解析手法である。
【００４９】
【表１】

まず、解析対象についてであるが、図６（ａ）（ｂ）に示すように、外板１（Ｌ１１＝１２９０ｍｍ，Ｌ１２＝７４８ｍｍ、ｔ１１＝１．５ｍｍ）に、４つの縁材３−１〜３−４（取付部（Ｌ１３＝２４ｍｍ）、縦壁部（Ｌ１４＝３０ｍｍ）、保持部（Ｌ１５＝２５ｍｍ）を有する）で、板状の発泡プラスチックからなる芯材２（厚さ３０ｍｍ）を接着により取り付け、ステンレス鋼板からなる内板４（ｔ１２＝０．５ｍｍ）をそれらに接着固定した構造である。これは、窓開口部の下側部分の区画に相当する。
【００５０】
ここで、ステンレス鋼は、ヤング率１９７００ｋｇｆ／ｍｍ²、ポアソン比０．３とし、ＧＦＲＰは、ヤング率１４１０ｋｇｆ／ｍｍ²、発泡プラスチックは、ヤング率３ｋｇｆ／ｍｍ²（密度５０ｋｇｆ／ｍ²の場合のおおよその値）とする。
【００５１】
次に、解析結果であるが、従来、パネルの座屈強度σ_crは、パネルの曲げ剛性に比例する（図７の破線参照）ものとして設計されていたが、図７に示すように、芯材の厚さを、断熱材として使用できる程度（厚さ３０ｍｍ）まで厚くすると、Ｆ２を除き前記比例関係が成立しないことが確認された。これは、外板が主に圧縮荷重を負担し、内板には芯材や縁材を介して間接的に荷重が負荷される構造であること、及び芯材のヤング率が構造材としてはかなり低いためであると考えられる。
【００５２】
なお、Ｆ２についても同様の現象が生じていると考えられるが、内板に用いているＧＦＲＰのヤング率が１４１０ｋｇｆ／ｍｍ² であり、Ｓ２（ステンレス）の１９７００ｋｇｆ／ｍｍ² やＡ２（アルミ）の７２００ｋｇｆ／ｍｍ² の約１／１０であるため、板（パネル）の曲げ剛性の計算値が小さい値となり、たまたま図７の破線の近くにきているものと考えられる。これは、次に示すように，Ｆ２の座屈強度が、芯材の面外撓みのバネ定数の平方根√ｋに比例することからも裏付けられる。
【００５３】
図８に示すように、芯材が厚い場合（Ａ２，Ｓ２，Ｆ２）、弾性支承された板として座屈変形するため、芯材の面外撓みのばね定数の平方根√ｋに座屈強度が比例する場合の式（１０）で表される直線（図８の破線参照）に、Ａ２，Ｓ２，Ｆ２の値が近づく。
【００５４】
芯材としては断熱材程度の柔らかい材料でよいため、芯材の密度が低くなる。このため、芯材の厚さを１０ｍｍから３０ｍｍに変化させた場合の重量増加は非常に少ないが、座屈強度σ_crは大きく向上することがわかる（図９参照）。
【００５５】
よって、芯材としては、柔らかく、密度が低いもの（内板はできるだけ薄いもの）を用いると有利である。
【００５６】
次いで、表２のタイプＳ２の前記座屈変形の様子について検討する。
【００５７】
図１０（ａ）（ｂ）に示すように、Ｘ，Ｙ方向にそれぞれ単位荷重Ｆｘ，Ｆｙを作用させた場合について、Ｘ，Ｙ方向の座屈を調べると共に、図１０（ｃ）に示すように、Ｘ方向に単位荷重Ｆを、Ｙ方向に（ａ／ｂ）×Ｆの荷重をそれぞれ作用させることによって、剪断座屈を調べたところ、次の解析結果が得られた。
【００５８】
なお、応力解析の結果については、各メッシュの応力値を複数の段階に分別し、その段階ごとに異なる色彩で表示するようにして、一見して、モデル全体の応力状態を認識することができるようにしている（図１１〜図１４、図１５〜図１８、図１９〜図２２参照）。
（Ａ）Ｘ方向座屈
座屈荷重Ｆ_cr＝２７８８６ｋｇｆ 外板の断面積Ａ＝１１２２ｍｍ²
平均座屈強度σ_cr＝Ｆ／Ａ＝２４．９ｋｇｆ／ｍｍ²
変形モードは図１１に示すようになり、外板、内板及び発泡プラスチックの応力分布は、それぞれ、図１２〜図１４に示すようになる。
（Ｂ）Ｙ方向座屈
座屈荷重Ｆ_cr＝４５３５８ｋｇｆ 外板の断面積Ａ＝１９３５ｍｍ²
平均座屈強度σ_cr＝Ｆ／Ａ＝２３．４ｋｇｆ／ｍｍ²
変形モードは図１５に示すようになり、外板、内板及び発泡プラスチックの応力分布は、それぞれ、図１６〜図１８に示すようになる。
（Ｃ）剪断座屈
座屈荷重Ｆ_cr＝４９３７７ｋｇｆ 外板の断面積Ａ＝１９３５ｍｍ²
平均剪断座屈強度σ_cr＝Ｆ／Ａ＝２５．５ｋｇｆ／ｍｍ²
変形モードは図１９に示すようになり、外板、内板及び発泡プラスチックの応力分布は、それぞれ、図２０〜図２２に示すようになる。
【００５９】
以上の解析結果から、解析対象のＸ方向の発生応力は、最大で１５ｋｇｆ／ｍｍ²程度であるので、前記解析結果から得られるＸ方向の平均座屈強度は２４．９ｋｇｆ／ｍｍ²で、十分に実用に耐える値であると考えられる。
【００６０】
図３（ａ）（ｂ）（ｃ）は前記構造要素と骨要素とからなる本発明に係る構体構造の他の例を示す説明図である。骨部材５，５Ａ，５Ｂ，５Ｃが外板１Ａ，１に結合され、骨部材５，５Ａ，５Ｂ，５Ｃ間に内板４ａ，４ｂ，４’と縁材３Ａ，３’からなる区画（弾性支承部）が構成される。そして、区画ごとに内板４ａ，４ｂ，４’は分断され互いに独立していることになるため、構体構造が受ける荷重のほとんどは外板１Ａ，１が伝達することになる。このため、前記内板４ａ，４ｂ，４’には、構体構造が受ける荷重がほとんど作用しない。よって、内板４ａ，４ｂ，４’としては、外板１Ａ，１より厚さが薄い（例えば外板の板厚の１／３以下の板厚を有する）ステンレス鋼板、又は繊維強化プラスチック（ＦＲＰ）若しくはアルミニウム合金などの軽量材料を用いることができるようになる。また、このような内板４ａ，４ｂ，４’が前記芯材２Ａ，２を覆うように接着によって取り付けられることにより、芯材２Ａ，２が空気に直接触れない構造となり、難燃性の構造とすることができる。
【００６１】
前記構造要素の縁材としては、断面ほぼＺ字形状の縁材３，３’に限定されず、断面ほぼコ字形状の縁材を用いたり、それらを組み合わせて用いることも可能である。芯材２の周縁部分を保持できる形状であれば、他の形状のものを用いてもよい。
【００６２】
例えば、断面ほぼＺ字形状の縁材に代えて、図３（ａ）に示すように、断面ほぼコ字形状の縁材３Ａを用いることができる。
【００６３】
前記縁材３Ａは、外板１Ａの内面１Ａａに接着される外側取付部３Ａａと、この外側取付部３Ａａの内周縁部よりほぼ鉛直内方に延びる縦壁部３Ａｂと、この縦壁部３Ａｂの先端縁より前記外側取付部３Ａａと平行にかつ同一側に延び内板４Ａの内面４Ａａに接着により固着される内側取付部３Ａｃとを有し、芯材２Ａが位置する側とは反対側に開口する断面ほぼコ字形状で、外向きに開口している。また、縁材３Ａの両取付部３Ａａ，３Ａｂの周縁部に内板２Ａの周縁部がほぼ一致し、内板２Ａが縁部材３Ａより外方に突出しないようにしているが、必ずしもそれらを一致させる必要はない。
【００６４】
前記骨部材５は、板材（ステンレス鋼）を折り曲げることで構成され、それぞれ外板１Ａの内面１Ａａ（車室側の面）に溶接により固着される外側取付部５ａと、この外側取付部５ａの一縁部よりほぼ鉛直内方に延びる縦壁部５ｂと、この縦壁部５ｂの先端縁より前記外側取付部５ａと平行に反対方向に延びる内側取付部５ｃとを有する。前記骨部材５と縁部材４Ａとの間で座屈変形が生じるのを回避するために、前記骨部材５と縁部材４Ａとはできるだけ接近するように配置することが望ましい。
【００６５】
また、図３（ｂ）に示すように、断面ほぼコ字形状の縁材３Ａと断面ほぼＺ字形状の縁材３’とを組み合わせて用いることもできる。この場合には、Ｚ字形状の縁材３’は、外板１Ａの内面１Ａａに接着される外側取付部３ａ’と、この外側取付部３ａ’の内周縁部よりほぼ鉛直内方に延びる縦壁部３ｂ’と、この縦壁部３ｂ’の先端縁より前記外側取付部３ａ’と平行にかつ反対側に延び内板４Ｂの内面４Ｂａに接着により固着される内側取付部３ｃ’とを有する。
【００６６】
また、断面ほぼコ字形状の骨部材５Ａを用いており、外板１Ａの内面１Ａａ（車室側の面）に接着により固着される外側取付部５Ａａと、この外側取付部５Ａａの一縁部よりほぼ鉛直内方に延びる縦壁部５Ａｂと、この縦壁部５Ａｂの先端縁より前記外側取付部５Ａａと平行に同一方向に延びる内側取付部５Ａｃとを有する。
【００６７】
さらに、図３（ｃ）に示すように、骨部材としては、外側取付部５Ｂａと縦壁部５Ｂｂとを有する断面ほぼＬ字形状の骨部材５Ｂや、断面ほぼコの字形状の骨本体部５Ｃａと、反対方向に延びる２つの外側取付部５Ｃｂ、５Ｃｃとを有する断面ほぼハット形状の骨部材５Ｃを用いることも可能である。
【００６８】
尚、本発明に係る構体構造においては、縁材と骨部材との間には外板のみが存在する平板構造となっており、この部分においても必要な座屈強度を確保する必要がある。
【００６９】
まず、骨部材と平行な方向の座屈強度を確保する場合について説明する。
【００７０】
図４に示す平板の座屈強度σｃｒは、一般に次の式（１２）で表される。
【００７１】
【数１４】

前記座屈係数Ｋは、平板周辺の拘束条件やａ／ｂの値によって変化するが、周辺支持条件で、板幅ｂに対して板長さが十分に大きい場合（ａ／ｂ≧１）には、図５の曲線Ｃ’に示すように、座屈係数Ｋ＝４とみなせる。
【００７２】
よって，Ｋ＝４とすれば、
【００７３】
【数１５】

となる。
【００７４】
前記骨要素の骨部材と前記構造要素の縁材との間には、前記構造要素の外板のみが存在するが、前記（１）式を満たす板幅ｂとすれば、その外板において骨部材と平行方向についての必要な座屈強度を確保することができる。
【００７５】
そこで、ステンレス鋼の板厚１．５ｍｍの外板で互いに隣り合う平行な骨部材と縁材との間の外板における骨部材と平行な方向の圧縮応力σｃ１が１５ｋｇｆ／ｍｍ²生じる場合には、
【００７６】
【数１６】

となり、板幅ｂは１０３ｍｍ以下とする必要がある。
【００７７】
次に、骨部材と直交する方向の座屈強度を確保する場合については、板幅ｂに対して板長さが十分に小さい（ａ／ｂ≦０．５）として、応力方向と直交する方向に単位幅を有する梁の座屈として平板の座屈強度を近似することができる。そして、両端支持条件の梁の座屈強度は、次の式（１３）で表される。
【００７８】
【数１７】

さらに、板厚ｔの平板の単位幅の断面２次モーメントＩ＝ｔ³／１２，Ａ＝ｔであるので、
【００７９】
【数１８】

よって、前記骨要素の骨部材と前記構造要素の縁材との間に存在する外板において、上記（２）式を満たす板幅ｂとすれば、骨部材と平行方向についての必要な座屈強度を確保することができる。
【００８０】
そこで、ステンレス鋼の板厚１．５ｍｍの外板で互いに隣り合う平行な骨部材と縁材との間の外板における骨部材と直交する方向の圧縮応力σｃ２が１５ｋｇｆ／ｍｍ²生じる場合には、
【００８１】
【数１９】

となり、板幅ｂは４９ｍｍ以下とする必要がある。
【００８２】
続いて、上記構体構造を用いた鉄道車両の一例について、図面に沿って具体的に説明する。
（実施例１）
本発明に係る構体構造を鉄道車両の側構体に実施した例を、図２３〜図２９に示す。すなわち、鉄道車両の側構体２１は、上部に窓開口部２２が形成され、その窓開口部２２の前後両側にドア開口部２３，２４がそれぞれ形成されている。前記窓開口部２２とドア開口部２３，２４とを除く部分が複数の区画（弾性支承部）に区分されている。つまり、前記窓開口部２２とドア開口部２３，２４との間に上下方向に延びる第１及び第２の区画Ｓ１１，Ｓ１２が形成され、前記窓開口部２２の下方に窓開口部２２の幅にほぼ等しい幅の第３の区画Ｓ１３が形成されている。
【００８３】
なお、補強部材１０５Ａ，１０５Ｂ、骨部材１０６Ｃ，１０６Ｄ，１０６Ｆ，１０６Ｇが設けられている点は、従来の構造と同様である。
【００８４】
そして、前記区画Ｓ１１〜Ｓ１３は、いずれも、車両前後方向及び上下方向の辺を有する側面視矩形状とされ、前記各辺が異なる縁材、すなわち前後方向に延びる上下１対の縁材３Ａ１〜３Ｃ１，３Ａ２〜３Ｃ２と、上下方向に延びる前後１対の縁材３Ａ３〜３Ｃ３，３Ａ４〜３Ｃ４とによって構成されている。そして、その縁材３Ａ１〜３Ｃ１，３Ａ２〜３Ｃ２，３Ａ３〜３Ｃ３，３Ａ４〜３Ｃ４に内板４Ａ〜４Ｃが接着により固定され、外板１の内側に芯材２Ａ〜２Ｃを保持するようになっている。なお、隣り合う内板４Ａ〜４Ｃ同士は結合していない。
【００８５】
この構造によれば、外板１が内面側を芯材４Ａ〜４Ｃにて弾性支承されているので、そのように支承されてない従来構造に比べて、座屈強度が高められることとなり、従来のように多数の補強部材による補強を必要としないので、補強部材の数を減少させることで、溶接量を減少させ、溶接ひずみやスポット溶接の圧痕を大幅に減少させることができる。すなわち、従来と同様の補強部材は、ドア開口部２３，２４についてのみ用いられている。
【００８６】
また、弾性支承構造とする際に外板を継ぐ際の板割りの制限がないので、外板の継ぎ目をなくし、前記溶接量及び溶接ひずみを減少させることができることと相俟って、外観を向上させる上で有利となる。芯材２は、断熱材（発泡プラスチック）を使用することができるので、構造の簡略化及び軽量化が図れる。
【００８７】
内板４Ａ〜４Ｃには荷重が作用しないため、外板１より薄い板厚としたり、繊維強化プラスチックあるいはアルミニウム合金などの軽量材料を用いることができるため、軽量構造を図る上で有利である。
（実施例２）
前述したような弾性支承構造とされる区画は、図２３に示すものに限定されるものではなく、図３０〜図３４に示すように構成することもできる。すなわち、鉄道車両の側構体２１'は、前記窓開口部２２とドア開口部２３，２４との間に、前記窓開口部２２の下辺部付近を境として上下に２分割して、第１〜第４の区画Ｓ２１〜Ｓ２４が形成され、前記窓開口部２２の下方に、前後方向に３分割して第５〜第７の区画Ｓ２５〜Ｓ２６が形成されるようにしてもよい。
【００８８】
そして、前記区画Ｓ２１〜Ｓ２７は、いずれも、前述した実施例１の場合と同様に、車両前後方向及び上下方向の辺を有する側面視矩形状とされ、前記各辺が異なる縁材、すなわち前後方向に延びる上下１対の縁材３Ｄ１〜３Ｊ１，３Ｄ２〜３Ｊ２と、上下方向に延びる前後１対の縁材３Ｄ３〜３Ｊ３，３Ｄ４〜３Ｊ４とによって構成されている。そして、その縁材３Ｄ１〜３Ｊ１，３Ｄ２〜３Ｊ２，３Ｄ３〜３Ｊ３，３Ｄ４〜３Ｊ４に内板４Ｄ〜４Ｊが接着により固定され、外板１の内側に芯材２Ｄ〜２Ｊを保持するようになっている。
（実施例３）
また、弾性支承構造とされる区画は、図３５〜図４１に示すように構成することも可能である。すなわち、前記窓開口部２２とドア開口部２３との間において第１及び第２の区画Ｓ３１，Ｓ３２が、前記窓開口部２２とドア開口部２４との間において第３及び第４の区画Ｓ３３，Ｓ３４がそれぞれ上下に形成されている。つまり、外板１’が、上下方向の中間部分（下方寄り）において凸状に外方に突出するように断面ほぼくの字形状に折れ曲がるように形成され、その突出部分（折れ曲がり部分）を境として上下に、側面視ほぼ矩形状の第１及び第２の区画Ｓ３１，Ｓ３２並びに第３及び第４の区画Ｓ３３，Ｓ３４（弾性支承部）がそれぞれ配置されている。また、前記突出部分（折れ曲がり部分）は、芯材にて弾性支承されていないが、曲面板となっているので、必要な座屈強度は確保されている。
【００８９】
そして、前記窓開口部２２の下方に窓開口部２２の幅にほぼ等しい幅の第５の区画Ｓ３５が形成されている。そして、前記各区画Ｓ３１〜Ｓ３５が、区画ごとに前述した構造要素（図４２〜図４５参照）とされている。なお、側構体２１’の窓開口部２２の両側に戸袋部１０７，１０８及びドア開口部２３，２４がそれぞれ形成され、それぞれの境界に外板に溶接で取り付けられた側柱１０６Ｃ，１０６Ｄや入口柱１０６Ｆ，１０６Ｇが設けられ、骨要素（図４６〜図４９参照）が構成される。この骨要素３２は、縦方向の骨部材１０６Ｆ，１０６Ｃ，１０６Ｄ，１０６Ｇ（図３５参照）と、それらの上端部を連結する横方向の骨部材１０６Ｈ，１０６Ｉと、骨部材１０６Ｃ，１０６Ｄを連結する横方向の骨部材１０６Ｊにより主要部が構成されている。なお、１０５Ｈは補強部材である。
【００９０】
そして、骨要素３２は、開口部分（骨部材１０６Ｆなどが存在していない部分）として、ドア開口部２３，２４となる開口部分Ｗ１，Ｗ２、窓開口部２２が位置する開口部分Ｗ３、第１及び第２の区画が位置する第３の開口部分Ｗ３、第３及び第４の区画が位置する第４の開口部分Ｗ４及び第５の区画が位置する第５の開口部分Ｗ５が形成されている。
【００９１】
そして、前記区画Ｓ３１〜Ｓ３５は、いずれも、車両前後方向及び車両上下方向に延びる辺を有するものであり、側面視矩形状とされる。そして、前記区画Ｓ３１〜Ｓ３５の各辺は、異なる縁材、すなわち車両前後方向に延びる上下１対の縁材３Ｊ１〜３Ｎ１，３Ｊ２〜３Ｎ２，３Ｊ３〜３Ｎ３，３Ｊ４〜３Ｎ４とによって構成されている。
【００９２】
前記芯材２Ｊ〜２Ｎの周縁部分に、縁材３Ｊ１〜３Ｎ１，３Ｊ２〜３Ｎ２，３Ｊ３〜３Ｎ３，３Ｊ４〜３Ｎ４が接着により固定され、外板１’の内側に芯材２Ｊ〜２Ｎを保持するようになっている。前記芯材２Ｊ〜２Ｎ及び縁材３Ｊ１〜３Ｎ１，３Ｊ２〜３Ｎ２，３Ｊ３〜３Ｎ３，３Ｊ４〜３Ｎ４の内側に内板４Ｊ〜４Ｎが接着されている。なお、隣り合う内板４Ｊ〜４Ｎ同士は結合していない。
【００９３】
この構造によれば、車両の外面を構成する外板１は、内面側を芯材２Ｊ〜２Ｎにて弾性支承されているので、そのように弾性支承されてない従来構造に比べて、座屈強度が高められることとなる。
【００９４】
よって、従来構造のように多数の補強部材による補強を必要としないので、補強部材の数を減少させることで、溶接量を低減し、溶接ひずみやスポット溶接の圧痕を大幅に減少させることができる。
【００９５】
また、このような芯材２Ｊ〜２Ｎを利用した弾性支承構造とする際に、その区画分けは外板の継ぎ位置とは無関係に決められるので、外板の素材寸法が許す限り外板を継ぐ必要がなくなる。よって、外板の継ぎ目をなくすることができ、前記溶接量及び溶接ひずみを減少させることができることと相俟って、外観を向上させる上で有利となる。
【００９６】
そして、前記芯材２（２Ｊ〜２Ｎ）は、構造材である外板１’に比べて軽い材料である断熱材（発泡プラスチック）を使用することができるので、構造の簡略化及び軽量化が図れる。
【００９７】
とくに、前記内板４Ｊ〜４Ｎには荷重が作用しないため、外板１’より薄い板厚としたり、繊維強化プラスチックあるいはアルミニウム合金などの軽量材料を用いることができる。そのため、軽量の構体構造とする上で有利である。
【００９８】
続いて、補強重量について、前述した本発明に係る構造（実施例１，２）と従来構造とを比較する。
【００９９】
重量軽減のため、内板は、板厚が外板（ステンレス鋼板）の板厚の１／３の板厚である０．５ｍｍのステンレス鋼板とし、芯材（発泡プラスチック、具体的には発泡ウレタン）の厚さを３０mm（一定）とした。
【０１００】
【表２】

この表２より、使用する芯材の密度が、補強重量に及ぼす影響が大きいことがわかる。従来構造と同程度の重量とするには、芯材の厚さ３０mmの場合には、発泡プラスチックの密度を１００kg/m³以下とする必要があり、発泡プラスチックの密度は、発泡プラスチックの機械的性質に関係してくるため、最適値を求める必要がある。
【０１０１】
区画は、総数が少ない方が、重量効率がよく、部材数の低減も図れる。よって、実施例１の方が、実施例２よりもよいと考えられる。
【０１０２】
また、本発明に係る構造（実施例３）と従来構造（従来例）とを、補強重量について比較する。
【０１０３】
実施例３について、内板は、板厚が外板（ステンレス鋼板）の板厚の１／３の板厚である０．５ｍｍのステンレス鋼板とし、芯材（発泡プラスチック、具体的には発泡ウレタン）の厚さを３０ｍｍ（一定）とし、実施例１，２にある補強部材１０５Ａ，１０５Ｂも無くしている。
【０１０４】
【表３】

この表３からも、構体構造に使用する芯材の密度が、補強重量に及ぼす影響が大きいことがわかる。
【０１０５】
発泡プラスチックとしては、高密度の２００ｋｇ／ｍ³を用いた場合でも、従来構造と比較して、軽量構造となる。
【０１０６】
前記実施の形態は、鉄道車両の構体構造と同様と考えられる応力外皮構造に適用したものであるが、本発明はこれに制限されるものではなく、例えば航空機の胴体構造などにも適用可能である。
【０１０７】
【発明の効果】
この発明は、以上に説明したように実施され、以下に述べるような効果を奏する。
【０１０８】
請求項１の発明は、外板と前記外板より狭い面積の内板を結合する縁材を前記内板の周縁に沿って設け、前記外板、内板及び縁材によって囲まれる閉鎖空間を芯材（弾性芯材）で満たすことで、前記外板を弾性支承するようにしているので、外板に溶接されている補強部材を無くしても、座屈強度を確保することができる。そして、主に補強部材の部材数を減少させ、外板と補強部材との溶接量を減少させ、溶接ひずみを減少させる上で有利となる。
内板には荷重が作用しないため、外板に対して薄い板厚としたり、ＦＲＰあるいはアルミニウム合金などの軽量材料を用いることができ、軽量構造を図る上で有利であり、構造の軽量化を図ることができる。
【０１０９】
請求項２に記載のような芯材とすることで、一般に、構造材としては軽い材料を用いることになり、縁材のピッチと芯材の板厚及び密度とを適切に選択することによって、軽量化を図ることができる。また、前記芯材は、断熱材として機能する発泡プラスチックであるので、外板と内板の間に形成される空間部を有効に利用して、断熱効果を得ることができ、構造の簡略化が図れる。
【０１１１】
また、請求項３に記載のように、前記縁材が、繊維強化プラスチック、アルミニウム合金又は前記外板より薄いステンレス鋼からなるようにすれば、構造の軽量化をさらに図ることができる。
【０１１２】
請求項４に記載のように、前記鉄道車両用側構体を構成する請求項１記載の構造要素と、前記鉄道車両用側構体を構成する骨部材を縦横に配置し一体化した骨要素とからなり、前記構造要素のうち内板のある部分を、前記骨要素の開口している部分に位置させる構成とし、（前記骨部材と縁材との間隔を極力狭くすると共に、前記骨要素の厚さを前記縁材の厚さより大きくすれば、）外板の座屈強度を確保したい部分に前記構造要素のうち芯材、縁材及び内板からなる部分を内側から接着し、芯材の弾性を利用した弾性支承構造とすることにより、構造材である外板の必要とする部位に必要な座屈強度を確保することができる。また、前記構造要素のうち芯材、縁材及び内板からなる部分（前述した区画に対応）の間で外板を継ぐ必要がないので、溶接量、溶接ひずみを減らすことができ、外観の向上を図ることができる。
【０１１３】
その場合には、請求項５に記載のように、前記骨要素の開口部分の一部を、前記構造要素で覆わずに窓用開口部としたり、請求項６に記載のように、前記骨要素の開口部分の一部を、前記構造要素で覆わずに出入り口用開口部としたりする構成を、簡単にとらせることができる。
【０１１４】
請求項７に記載のように、前記外板の側に、凸状に外方に突出するように折れ曲がった部位を有する場合に、その部位を境として、前記芯材を分割した構成とすれば、平板状の芯材及び直線的な縁材を用いることができるため、製作が容易となる。
【０１１５】
請求項８や請求項９に記載のように、骨要素の骨部材と構造要素の縁材との間隔ｂを定めれば、前記骨要素の骨部材と前記構造要素の縁材との間における外板において骨部材と平行な方向や直交する方向についての必要な座屈強度を確保することができる。
【図面の簡単な説明】
【図１】（ａ）（ｂ）は本発明に係る構造要素を示す図である。
【図２】図１（ａ）に示す構造要素（弾性支承系）をモデル化した説明図である。
【図３】（ａ）（ｂ）（ｃ）は本発明に係る構体構造の他の例を示す図である。
【図４】構造要素の縁材と骨要素の骨部材との間の外板の座屈強度の計算の説明図である。
【図５】座屈係数の説明図である。
【図６】座屈強度解析に用いた構造要素を示すもので、（ａ）は正面図、（ｂ）は（ａ）のＡ−Ａ線における断面図である。
【図７】単位幅当たりのパネルの曲げ剛性ＥＩと座屈強度との関係を示す図である。
【図８】単位面積当たりのばね定数の平方根と座屈強度との関係を示す図である。
【図９】パネルの単位面積当たりの重量と座屈強度との関係を示す図である。
【図１０】座屈強度解析の拘束条件を示す図で、（ａ）（ｂ）（ｃ）はそれぞれＸ方向の座屈、Ｙ方向の座屈及び剪断座屈の場合を示す。
【図１１】Ｘ方向の座屈の場合の変形モードを示す図である。
【図１２】Ｘ方向の座屈の場合の外板の応力状態の説明図である。
【図１３】Ｘ方向の座屈の場合の内板の応力状態の説明図である。
【図１４】Ｘ方向の座屈の場合の芯材の応力状態の説明図である。
【図１５】Ｙ方向の座屈の場合の変形モードを示す図である。
【図１６】Ｙ方向の座屈の場合の外板の応力状態の説明図である。
【図１７】Ｙ方向の座屈の場合の内板の応力状態の説明図である。
【図１８】Ｙ方向の座屈の場合の芯材の応力状態の説明図である。
【図１９】剪断座屈の場合の変形モードを示す図である。
【図２０】剪断座屈の場合の外板の応力状態の説明図である。
【図２１】剪断座屈の場合の内板の応力状態の説明図である。
【図２２】剪断座屈の場合の芯材の応力状態の説明図である。
【図２３】本発明に係る側構体の内側から見た図である。
【図２４】図２３のＡ−Ａ線における断面図である。
【図２５】図２３のＢ−Ｂ線における断面図である。
【図２６】図２３のＣ−Ｃ線における断面図である。
【図２７】図２３のＤ−Ｄ線における断面図である。
【図２８】図２４のＥ部の拡大図である。
【図２９】図２６のＦ部の拡大図である。
【図３０】本発明に係る他の側構体の内側から見た図である。
【図３１】図３０のＡ−Ａ線における断面図である。
【図３２】図３０のＣ−Ｃ線における断面図である。
【図３３】図３１のＥ部の拡大図である。
【図３４】図３２のＦ部の拡大図である。
【図３５】本発明に係る他の実施の形態についての図２３と同様の図である。
【図３６】図３５のＡ−Ａ線における断面図である。
【図３７】図３５のＢ−Ｂ線における断面図である。
【図３８】図３５のＣ−Ｃ線における断面図である。
【図３９】図３５のＤ−Ｄ線における断面図である。
【図４０】図３６のＥ部の拡大図である。
【図４１】図３６のＦ部の拡大図である。
【図４２】本発明に係る構造要素の正面図である。
【図４３】図４２のＡ−Ａ線における断面図である。
【図４４】図４２のＢ−Ｂ線における断面図である。
【図４５】図４２のＣ−Ｃ線における断面図である。
【図４６】本発明に係る骨要素の正面図である。
【図４７】図４６のＡ−Ａ線における断面図である。
【図４８】図４６のＢ−Ｂ線における断面図である。
【図４９】図４６のＣ−Ｃ線における断面図である。
【図５０】従来例についての図２３と同様の図である。
【図５１】図５０のＡ−Ａ線における断面図である。
【図５２】図５０のＣ−Ｃ線における断面図である。
【符号の説明】
１，１’，１Ａ 外板
２ 芯材
２Ａ〜２Ｏ 芯材
３ 縁材
３−１〜３−４ 縁材
３ａ 取付部
３ｂ 縦壁部
３ｃ 取付部
３Ａ１〜３Ｏ１ 縁材
３Ａ２〜３Ｏ２ 縁材
３Ａ３〜３Ｏ３ 縁材
３Ａ４〜３Ｏ４ 縁材
４ 内板
４Ａ〜４Ｏ 内板
５ 骨部材
２１，２１’、２１” 側構体
２２ 窓開口部
２３，２４ ドア開口部
３１ 構造要素
３２ 骨要素
Ｓ１１〜Ｓ１３ 区画
Ｓ２１〜Ｓ２６ 区画
Ｓ３１〜Ｓ３５ 区画
Ｗ１〜Ｗ５ 開口部分[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a structural element and a structure using the structural element.
[0002]
[Prior art]
The outer plate of the side structure of a conventional railway vehicle is configured as shown in FIGS. That is, a window opening 102 is formed in the outer plate 101 (side structure), and door pockets 107 and 108 and door openings 103 and 104 are provided at regular intervals on both sides thereof. Reinforcing members 105A and 105B having protrusions 105a and 105a having a substantially U-shaped cross section extending in the vertical direction are fixed to the door pocket portions 107 and 108 by welding. Further, the cross section is substantially U-shaped and extends in the vertical direction between the first reinforcing members 105A and 105B and the window opening 102 and also on the upper part (upper part substantially corresponding to the height of the window opening 102). Second reinforcing members 105C and 105D having protruding portions 105b and 105b having shapes are provided.
[0003]
Further, between the first reinforcing members 105A and 105B and below the window opening portion 102, three reinforcing members 105E to 105G having a substantially hat-shaped cross section extending in the front-rear direction are provided in parallel. ing. Below the window opening 102, two fourth reinforcing members 106A and 106B having substantially Z-shaped cross sections extending in the vertical direction are provided so as to be orthogonal to the third reinforcing members 105E to 105G. . Side columns 106C and 106D, which are bone members having a substantially Z-shaped cross section and extending in the vertical direction and having a height higher than that of the fourth reinforcing members 106A and 106B, are also provided on both sides of the window opening 102. A fifth reinforcing member 106E having a substantially Z-shaped cross section is provided on the upper side of the third reinforcing members 105E to 105G and below the window opening 102 so as to extend in the longitudinal direction of the vehicle body. In addition, on both sides of the door openings 103 and 104, inlet columns 106F and 106G which are bone members having a substantially Z-shaped cross section extending in the vertical direction are provided.
[0004]
Therefore, side columns 106C and 106D and inlet columns 106F and 106G attached to the outer plate 101 by welding are formed at the boundaries between the door pockets 107 and 108 and the door openings 103 and 104 formed on both sides of the window opening 102, respectively. Will be.
[0005]
This is a structure in which the shape of the entire side structure is held by bone members such as these side columns and entrance columns, and the shape of the outer plate between the bone members is held by a number of reinforcing members.
[0006]
The reason why the large number of reinforcing members 105A to 105G, 106A, 106B, and 106E are welded to the outer plate 101 is to secure the buckling strength of the outer plate in the vehicle structure, Various structures have been proposed.
(1) For example, in Japanese Patent Application Laid-Open No. 61-220962, as a structure of a side structure of a passenger train, a reinforcing plate in which uneven portions are formed is welded to the inside of the side outer plate, A structure in which a space between the cores is filled is proposed.
(2) For example, Japanese Patent No. 30105020 proposes a structure of a side structure using a double skin panel made of stainless steel, in which both an outer plate and an inner plate handle loads. In this structure, the outer plate and the inner plate have substantially the same thickness and are made of the same material, and a stainless steel bent plate is used as the core material.
[0007]
[Problems to be solved by the invention]
In the structure described in Japanese Patent Application Laid-Open No. 61-220962, various reinforcing plates are manufactured according to the size of each region where the side outer plate needs to be reinforced. Since it forms, processing is troublesome. Further, since the welding amount between the side outer plate and the reinforcing plate is not different from the conventional bone skin structure, there is no effect of reducing welding distortion. Furthermore, when filling a filler (core material), in order to withstand the foaming pressure during the construction of the filler, a certain thickness of the reinforcing plate is necessary, and the weight of the reinforcing plate and the core material is conventionally It becomes heavier than the weight of the buckling reinforcement structure.
[0008]
Further, in the technology described in Japanese Patent No. 30105020, since the load is input not only to the outer plate but also to the inner plate, the inner plate has substantially the same thickness as the outer plate and the same material ( High-strength members) are used, and a stainless steel bent plate is used as the core material, which increases the weight. In particular, the connection between the panels when constructing the structure structure requires not only the outer plates but also the inner plates to be connected to input a load to the inner plates, which complicates the connection structure. Further, the volume between the outer plate and the inner plate cannot be effectively used for heat insulation, wiring, piping, or the like.
[0009]
It is an object of the present invention to provide a structural element capable of achieving a reduction in weight due to a reduction in the number of reinforcing members, a reduction in welding man-hours and a welding distortion due to a reduction in welding amount, and a structure using the structural element. To do.
[0010]
[Means for Solving the Problems]
  The invention according to claim 1 is an outer plate which is a structural material, a plurality of inner plates having an area smaller than the outer plate, and the outer plate and the inner plates which are positioned between the outer plate and the inner plates. A plurality of edge members integrated with each other, the outer plate, and a plurality of core members satisfying a plurality of closed spaces constituted by the plurality of inner plates and the edge member, wherein each of the core members is the outer plate. And a structural element for forming a side structure for a railway vehicle by being integrated with at least both of them by adhesion or fusion, and integrated with other structural materials, wherein the outer plate is made of stainless steel On the other hand, each of the inner plates is made of fiber reinforced plastic, aluminum alloy, or stainless steel having a thickness of 1/3 or less of the thickness of the outer plate.Independent of each otherIt is characterized by that. As described above, lightweight inner materials (fiber reinforced plastic, aluminum alloy, or stainless steel having a thickness of 1/3 or less of the thickness of the outer plate) can be used as adjacent inner plates. Because it is not structurally connected, most of the load received by the railcar side structure is transmitted by the outer plate.
This is because the load does not act on the.
[0011]
  According to the invention of claim 1, the outer plate andeachJoin inner plateseachThe edge material is the aboveeachIt is provided along the periphery of the inner plate, and is surrounded by the outer plate, the inner plate and the edge material.eachThe outer plate is elastically supported by filling the closed space with a core material (elastic core material). By elastically supporting in this way, the buckling strength of the outer plate is ensured, and the number of members, the amount of welding, and the welding distortion are reduced.
  Further, since the inner plate is made of a lightweight material (fiber reinforced plastic, aluminum alloy, or stainless steel having a thickness of 1/3 or less of the thickness of the outer plate), the overall structure can be reduced in weight. It is advantageous.
[0012]
As described in claim 2, the core material may be foamed plastic or wood that functions as a heat insulating material.
[0013]
Since foamed plastic and wood have a low density, simplification and weight reduction of the structure can be easily achieved by appropriately selecting the pitch of the edge material and the thickness and density of the core material. In particular, if foamed plastic that functions as a heat insulating material is used for the core material, a heat insulating effect can be obtained by effectively utilizing the closed space formed inside the outer plate without using a complicated structure.
[0016]
  Furthermore, in order to further simplify the structure and reduce the weight,Claim 3The edge material is made of fiber reinforced plastic, aluminum alloy or stainless steel thinner than the outer plate as described inTo dobe able to.
[0017]
  Furthermore, using the structural elementThe side structure for railway vehiclesConstituteIn case, claim 4As described inSaid railcar side structureA structural element according to claim 1 comprising:Constituting the railcar side structureIt may be configured to include a bone element in which bone members are arranged vertically and horizontally, and a portion having an inner plate among the structural elements may be positioned at a portion where the bone element is opened.
[0018]
  In that case,Claim 5As described in the above, a part of the opening portion of the bone element (portion where no bone member is provided) is used as a window opening without being covered with the structural element,Claim 6As described above, a part of the opening portion of the bone element can be used as an entrance / exit opening without being covered with the structural element.
[0019]
  Also,Claim 7As described in the above, when a portion bent so as to protrude outwardly is formed on the outer plate of the structural element, with the bent portion as a boundary, the core material, the edge material, and Consisting of inner plateSaid structural elementIt is also possible to adopt a configuration in which (corresponding to the sections described later) are provided independently.
[0020]
In this way, by dividing the core material with the bent portion of the outer plate as a boundary, the flat core material and inner plate can be obtained without using such a bent core material, edge material or inner plate. In addition, it can be configured using a straight edge material, and the structure is not complicated.
[0021]
  Claim 8As described above, it is desirable that the distance b between the adjacent bone members of the bone elements and the edge members of the structural elements that are parallel to each other satisfies the following relational expression (1).
[0022]
[Equation 3]

In this case, only the outer plate of the structural element exists between the bone member of the bone element and the edge member of the structural element, but the outer plate needs to be parallel to the bone member. Buckling strength is ensured.
[0023]
  In addition, when the direction of the compressive stress of the outer plate is orthogonal to the bone member,Claim 9As described above, it is desirable that the interval b between the adjacent bone members of the bone elements and the edge members of the structural elements that are parallel to each other satisfies the following relational expression (2).
[0024]
[Expression 4]

If it does in this way, the required buckling strength about the direction which intersects perpendicularly with a bone member will be secured in the outer board which exists between the bone member of the bone element, and the edge material of the structural element.
[0025]
DETAILED DESCRIPTION OF THE INVENTION
Embodiments of the present invention will be described below with reference to the drawings.
[0026]
FIGS. 1A and 1B are explanatory views showing structural elements according to the present invention.
[0027]
As shown in FIG. 1 (a), for example, the structural element according to the present invention has a rectangular core material 2 bonded to the inner surface side of an outer plate 1 that extends in the front-rear direction and the vertical direction and constitutes the outer surface of a railway vehicle. It is attached. The peripheral portion of the core material 2 is held by an edge member 3 that joins the outer plate 1 and the inner plate 4. An inner plate 4 is attached to the core material 2 by adhesion so as to cover the core material 2. Here, P is an edge material pitch.
[0028]
Thereby, since the outer plate 1 is elastically supported by the core material 2, the buckling strength of the outer plate 1 is ensured. Moreover, since the buckling prevention reinforcement required for the conventional structure can be eliminated, it is possible to reduce the number of members, the welding amount, and the welding distortion.
[0029]
As the core material 2, a heat insulating material which is a soft material can be used as a structural material. The thickness of the core material 2 is determined so as to satisfy the required heat insulation performance. Specifically, as the core material, for example, foamed plastics such as urethane foam, vinyl chloride resin foam (trade name: Cregecel), polyethylene foam, and phenol foam can be used.
[0030]
In particular, when foamed plastic is used as the core material 2, the specific gravity is 1/20 to 1/80 or less as compared with the stainless steel plate constituting the outer plate 1. Thus, since it is very lightweight, it becomes an advantageous structure in achieving weight reduction by appropriately selecting the pitch P of the edge member 3 and the plate thickness L1 and density of the core member 2.
[0031]
  The edge member 3 is a plate material (stainless steel).BendA mounting portion 3a configured to be fixed to the inner surface 1a of the outer plate 1 by welding (a surface on the passenger compartment side), a vertical wall portion 3b extending substantially vertically inward from the inner peripheral edge of the mounting portion 3a, and It extends in parallel to the mounting portion 3a from the front edge of the vertical wall portion 3b and in the opposite direction to the mounting portion 3a, and only the core material 2 or the core material 2 and the inner plate 4 are pressed against the outer plate 1 side simultaneously. Holding part 3c.
[0032]
The attachment portion 3a of the edge member 3 is not necessarily fixed to the inner surface 1a of the outer plate 1 by welding, and can be attached by adhesion.
[0033]
Next, in order to see how the Young's modulus of the core material affects the buckling strength of the outer plate, the structure shown in FIGS. 1 (a) and 1 (b) has the outer plate 1 as the beam 11 and the edge member 3. By considering the (reinforcing member) as fulcrums 12A and 12B and the core material 2 as a plurality of springs 13, respectively, as shown in FIG.
[0034]
However, in this modeling, the inner plate has a sufficiently high rigidity with respect to the core material and supports the spring 13 rigidly.
[0035]
The governing equation of the beam 11 in the modeled elastic bearing system shown in FIG. 2 is as the following equation (3).
[0036]
[Equation 5]

In the structure shown in FIG. 1, if the Young's modulus of the core material 2 is E1, and the effective depth (thickness) of the core material 2 is L1 (see FIG. 1), the spring constant k per unit area of the core material 2 is As shown in the following equation (4).
[0037]
[Formula 6]

Here, the basic equation in the case of symmetrical deformation of the cylindrical body is as shown in the following formula (5), and is expressed in the same form as the formula (1).
[0038]
[Expression 7]

Here, D (the bending rigidity of the plate) in the equation (5) is obtained by the following equation (6).
[0039]
[Equation 8]

By the way, since the expressions (3) and (5) can be regarded as equivalent, the following relationship can be derived from the right side of both expressions.
[0040]
[Equation 9]

Thereby, the equivalent radius r when the beam 11 in the elastic bearing system is regarded as the cylindrical body is obtained as in the following equation (8).
[0041]
[Expression 10]

Axial compressive buckling stress σ of cylindrical body_crIs known by the following equation (9).
[0042]
## EQU11 ##

The equivalent radius r in the equation (9) can be expressed by the spring constant k of the elastic bearing system as shown in the equation (8). Then, by substituting equation (8) into equation (9), calculation is performed as follows.
[0043]
[Expression 12]

Therefore, buckling stress σ in the elastic bearing system_crIs proportional to the square root of the spring constant k of the elastic bearing system.
[0044]
By the way, the required buckling strength of the side structure of a railway vehicle is usually 15 kgf / mm at the maximum.² Considering that the spring constant k of the elastic bearing system is
[0045]
[Formula 13]

As shown in the figure, it becomes 0.02 kgf / mm.
[0046]
Furthermore, the Young's modulus E1 of the core material is as follows when the thickness L1 of the core material is 30 mm:

The foamed plastic has a Young's modulus of about 1 kgf / mm.² Therefore, it is possible to apply foamed plastic used as a heat insulating material as a core material.
[0047]
By utilizing this point, the structure structure according to the present invention having the basic structure as shown in FIGS. 1A and 1B is used in a portion where buckling strength is required. It can be seen that the buckling strength can be increased.
[0048]
Subsequently, in order to consider the rigidity of the inner plate and the edge material, a finite element method (FEM), which is known as a technique for analyzing the stress acting on the structure of the railway vehicle, is used for each structural element in Table 1. The buckling strength analysis was performed. This is because each member is divided into a large number of meshes, each mesh is used as a plate element (CQUAD4, CTR | A3), a stress analysis model is created, and a predetermined load is applied to the stress analysis model. This is an analysis method for calculating the stress of the material.
[0049]
[Table 1]

First, regarding the analysis object, as shown in FIGS. 6A and 6B, the outer plate 1 (L11 = 1290 mm, L12 = 748 mm, t11 = 1.5 mm) is provided with four edge members 3-1 to 3-1. 3-4 (with attachment part (L13 = 24 mm), vertical wall part (L14 = 30 mm), holding part (L15 = 25 mm)), core material 2 (thickness 30 mm) made of plate-like foamed plastic is bonded The inner plate 4 (t12 = 0.5 mm) made of a stainless steel plate is attached and fixed thereto. This corresponds to the section of the lower part of the window opening.
[0050]
Here, the stainless steel has a Young's modulus of 19700 kgf / mm.²The Poisson's ratio is 0.3, and GFRP has a Young's modulus of 1410 kgf / mm.²The foamed plastic has a Young's modulus of 3 kgf / mm²(Density 50kgf / m²Approximate value).
[0051]
Next, the analysis results show that the conventional panel buckling strength σ_crWas designed to be proportional to the bending rigidity of the panel (see the broken line in FIG. 7), but as shown in FIG. 7, the thickness of the core material can be used as a heat insulating material (thickness 30 mm). It was confirmed that when the thickness is increased, the proportional relationship is not satisfied except for F2. This is because the outer plate mainly bears the compressive load, and the inner plate has a structure in which the load is indirectly applied via the core material and the edge material, and the Young's modulus of the core material is a structural material. This is probably because it is quite low.
[0052]
The same phenomenon is considered to occur with F2, but the Young's modulus of GFRP used for the inner plate is 1410 kgf / mm.² S2 (stainless steel) 19700kgf / mm² And A2 (aluminum) 7200kgf / mm² Therefore, it is considered that the calculated value of the bending rigidity of the plate (panel) is small and happens to be near the broken line in FIG. This is supported by the fact that the buckling strength of F2 is proportional to the square root √k of the spring constant of the out-of-plane deflection of the core material, as shown below.
[0053]
As shown in FIG. 8, when the core material is thick (A2, S2, F2), it buckles and deforms as an elastically supported plate. Therefore, the buckling strength is at the square root √k of the spring constant of the out-of-plane deflection of the core material. The values of A2, S2, and F2 approach the straight line represented by the equation (10) in the case of proportionality (see the broken line in FIG. 8).
[0054]
Since the core material may be a soft material such as a heat insulating material, the density of the core material is lowered. For this reason, when the thickness of the core material is changed from 10 mm to 30 mm, the weight increase is very small, but the buckling strength σ_crIt can be seen that is greatly improved (see FIG. 9).
[0055]
Therefore, it is advantageous to use a soft core material having a low density (the inner plate is as thin as possible).
[0056]
Next, the state of the buckling deformation of type S2 in Table 2 will be examined.
[0057]
As shown in FIGS. 10A and 10B, when unit loads Fx and Fy are applied in the X and Y directions, the buckling in the X and Y directions is examined, and as shown in FIG. 10C. Next, when the unit load F was applied in the X direction and the load of (a / b) × F was applied in the Y direction, the shear buckling was examined, and the following analysis results were obtained.
[0058]
Regarding the results of stress analysis, the stress values of each mesh can be classified into a plurality of stages and displayed in different colors at each stage, so that the stress state of the entire model can be recognized at a glance. (See FIGS. 11 to 14, FIGS. 15 to 18, and FIGS. 19 to 22).
(A) Buckling in X direction
Buckling load F_cr= 27886 kgf Outer plate cross-sectional area A = 1122 mm²
Average buckling strength σ_cr= F / A = 24.9 kgf / mm²
The deformation mode is as shown in FIG. 11, and the stress distributions of the outer plate, the inner plate and the foamed plastic are as shown in FIGS.
(B) Y-direction buckling
Buckling load F_cr= 45358kgf Outer plate cross section A = 1935mm²
Average buckling strength σ_cr= F / A = 23.4kgf / mm²
The deformation mode is as shown in FIG. 15, and the stress distributions of the outer plate, the inner plate, and the foamed plastic are as shown in FIGS.
(C) Shear buckling
Buckling load F_cr= 49377kgf Outer plate cross section A = 1935mm²
Average shear buckling strength σ_cr= F / A = 25.5kgf / mm²
The deformation mode is as shown in FIG. 19, and the stress distributions of the outer plate, the inner plate, and the foamed plastic are as shown in FIGS.
[0059]
From the above analysis results, the generated stress in the X direction to be analyzed is a maximum of 15 kgf / mm.²Therefore, the average buckling strength in the X direction obtained from the analysis result is 24.9 kgf / mm.²Therefore, it is considered that the value is sufficient for practical use.
[0060]
FIGS. 3A, 3B, and 3C are explanatory views showing another example of a structure structure according to the present invention that includes the structural element and the bone element. The bone members 5, 5A, 5B, 5C are joined to the outer plates 1A, 1 and a partition (elasticity) is formed by the inner plates 4a, 4b, 4 'and the edge members 3A, 3' between the bone members 5, 5A, 5B, 5C. The bearing section) is configured. Since the inner plates 4a, 4b, 4 'are divided and independent from each other for each section, the outer plates 1A, 1 transmit most of the load received by the structure. For this reason, the load which a structure structure receives hardly acts on the said inner plates 4a, 4b, 4 '. Therefore, as the inner plates 4a, 4b, 4 ′, a stainless steel plate having a thickness smaller than the outer plates 1A, 1 (for example, having a thickness of 1/3 or less of the thickness of the outer plate) or fiber reinforced plastic (FRP) ) Or a lightweight material such as an aluminum alloy. Further, such inner plates 4a, 4b, 4 'are attached by adhesion so as to cover the core materials 2A, 2 so that the core materials 2A, 2 do not come into direct contact with air, and a flame-retardant structure. It can be.
[0061]
The edge material of the structural element is not limited to the edge materials 3 and 3 ′ having a substantially Z-shaped cross section, and an edge material having a substantially U-shaped cross section may be used or a combination thereof may be used. Other shapes may be used as long as the shape can hold the peripheral portion of the core material 2.
[0062]
For example, instead of the edge member having a substantially Z-shaped cross section, an edge member 3A having a substantially U-shaped cross section can be used as shown in FIG.
[0063]
The edge member 3A includes an outer mounting portion 3Aa bonded to the inner surface 1Aa of the outer plate 1A, a vertical wall portion 3Ab extending substantially vertically inward from the inner peripheral edge portion of the outer mounting portion 3Aa, and the vertical wall portion 3Ab. It has an inner attachment portion 3Ac that extends in parallel to the outer attachment portion 3Aa from the front end edge and is fixed to the inner surface 4Aa of the inner plate 4A by adhesion, and opens on the opposite side to the side on which the core material 2A is located. The cross-section is generally U-shaped and opens outward. Further, the peripheral portion of the inner plate 2A substantially coincides with the peripheral portions of the mounting portions 3Aa and 3Ab of the edge member 3A so that the inner plate 2A does not protrude outward from the edge member 3A. There is no need to let them.
[0064]
The bone member 5 is formed by bending a plate material (stainless steel), and is attached to the inner surface 1Aa (surface on the passenger compartment side) of the outer plate 1A by welding, and the outer mounting portion 5a. It has a vertical wall portion 5b extending substantially vertically inward from one edge portion, and an inner attachment portion 5c extending in the opposite direction in parallel to the outer attachment portion 5a from the tip edge of the vertical wall portion 5b. In order to avoid buckling deformation between the bone member 5 and the edge member 4A, it is desirable to arrange the bone member 5 and the edge member 4A as close as possible.
[0065]
Further, as shown in FIG. 3B, an edge material 3A having a substantially U-shaped cross section and an edge material 3 'having a substantially Z-shaped cross section can be used in combination. In this case, the Z-shaped rim material 3 ′ includes an outer attachment portion 3a ′ bonded to the inner surface 1Aa of the outer plate 1A, and a vertical extension extending substantially vertically inward from the inner peripheral edge portion of the outer attachment portion 3a ′. The wall portion 3b ′ has an inner attachment portion 3c ′ that extends in parallel to the outer attachment portion 3a ′ from the front end edge of the vertical wall portion 3b ′ and is fixed to the inner surface 4Ba of the inner plate 4B by adhesion. .
[0066]
Further, a bone member 5A having a substantially U-shaped cross section is used, and an outer mounting portion 5Aa fixed by adhesion to the inner surface 1Aa (vehicle compartment side surface) of the outer plate 1A, and one edge portion of the outer mounting portion 5Aa A vertical wall portion 5Ab extending substantially vertically inward, and an inner mounting portion 5Ac extending in the same direction in parallel with the outer mounting portion 5Aa from the leading edge of the vertical wall portion 5Ab.
[0067]
Further, as shown in FIG. 3 (c), as the bone member, a bone member 5B having an outer mounting portion 5Ba and a vertical wall portion 5Bb and having a substantially L-shaped cross section or a bone body portion having a substantially U-shaped cross section. It is also possible to use a bone member 5C having a substantially hat-shaped cross section having 5Ca and two outer mounting portions 5Cb and 5Cc extending in opposite directions.
[0068]
Note that the structure according to the present invention has a flat plate structure in which only the outer plate exists between the edge member and the bone member, and it is necessary to ensure the necessary buckling strength also in this portion.
[0069]
First, the case where the buckling strength in the direction parallel to the bone member is ensured will be described.
[0070]
The buckling strength σcr of the flat plate shown in FIG. 4 is generally represented by the following formula (12).
[0071]
[Expression 14]

The buckling coefficient K varies depending on the restraint conditions around the flat plate and the value of a / b, but when the plate length is sufficiently larger than the plate width b under the peripheral support conditions (a / b ≧ 1). Can be regarded as a buckling coefficient K = 4 as shown by a curve C ′ in FIG.
[0072]
Therefore, if K = 4,
[0073]
[Expression 15]

It becomes.
[0074]
Only the outer plate of the structural element exists between the bone member of the bone element and the rim material of the structural element. However, if the plate width b satisfies the equation (1), the bone on the outer plate Necessary buckling strength in the direction parallel to the member can be ensured.
[0075]
Therefore, the compressive stress σc1 in the direction parallel to the bone member in the outer plate between the parallel bone member and the edge member adjacent to each other in the stainless steel plate having a thickness of 1.5 mm is 15 kgf / mm.²If it happens,
[0076]
[Expression 16]

Therefore, the plate width b needs to be 103 mm or less.
[0077]
Next, in the case of ensuring the buckling strength in the direction orthogonal to the bone member, the plate length is sufficiently small with respect to the plate width b (a / b ≦ 0.5) and the direction orthogonal to the stress direction The buckling strength of a flat plate can be approximated as the buckling of a beam having a unit width. And the buckling strength of the beam of both-ends support conditions is represented by following Formula (13).
[0078]
[Expression 17]

Furthermore, the sectional second moment I = t of the unit width of the flat plate having the thickness t^Three/ 12, A = t, so
[0079]
[Formula 18]

Therefore, in the outer plate existing between the bone member of the bone element and the edge member of the structural element, if the plate width b satisfies the above formula (2), the necessary buckling in the direction parallel to the bone member is required. Strength can be secured.
[0080]
Therefore, the compressive stress σc2 in the direction orthogonal to the bone member in the outer plate between the parallel bone member and the edge member adjacent to each other in the stainless steel plate having a thickness of 1.5 mm is 15 kgf / mm.²If it happens,
[0081]
[Equation 19]

Therefore, the plate width b needs to be 49 mm or less.
[0082]
Next, an example of a railway vehicle using the structure structure will be specifically described with reference to the drawings.
(Example 1)
The example which implemented the structure structure which concerns on this invention in the side structure of a rail vehicle is shown in FIGS. That is, the side structure 21 of the railway vehicle has a window opening 22 formed in the upper part, and door openings 23 and 24 are formed on both front and rear sides of the window opening 22, respectively. A portion excluding the window opening 22 and the door openings 23 and 24 is divided into a plurality of sections (elastic bearings). That is, first and second sections S11 and S12 extending in the vertical direction are formed between the window opening 22 and the door openings 23 and 24, and the width of the window opening 22 is below the window opening 22. A third section S13 having a width substantially equal to is formed.
[0083]
Note that the reinforcing members 105A and 105B and the bone members 106C, 106D, 106F, and 106G are provided in the same manner as the conventional structure.
[0084]
Each of the sections S11 to S13 has a rectangular shape in side view having sides in the vehicle front-rear direction and the vertical direction, and each side has different edge members, that is, a pair of upper and lower edge members 3A1 to 3A1 extending in the front-rear direction. 3C1 and 3A2 to 3C2 and a pair of front and rear edge members 3A3 to 3C3 and 3A4 to 3C4 extending in the vertical direction. The inner plates 4A to 4C are fixed to the edge members 3A1 to 3C1, 3A2 to 3C2, 3A3 to 3C3, 3A4 to 3C4 by adhesion, and the core members 2A to 2C are held inside the outer plate 1. Yes. Adjacent inner plates 4A to 4C are not joined to each other.
[0085]
According to this structure, since the outer plate 1 is elastically supported on the inner surface side by the core members 4A to 4C, the buckling strength is increased as compared with the conventional structure in which the outer plate 1 is not supported as such. Since the reinforcement by many reinforcement members is not required like this, by reducing the number of reinforcement members, the amount of welding can be reduced and welding distortion and the impression of spot welding can be reduced significantly. That is, the same reinforcing member as the conventional one is used only for the door openings 23 and 24.
[0086]
In addition, since there is no restriction on the plate split when joining the outer plate when making the elastic support structure, the appearance of the outer plate is coupled with the fact that the seam of the outer plate can be eliminated and the welding amount and welding distortion can be reduced. This is advantageous for improvement. Since the core material 2 can use a heat insulating material (foamed plastic), the structure can be simplified and the weight can be reduced.
[0087]
Since no load acts on the inner plates 4A to 4C, the plate thickness can be made thinner than that of the outer plate 1 or a lightweight material such as fiber reinforced plastic or aluminum alloy can be used, which is advantageous in achieving a lightweight structure.
(Example 2)
The section having the elastic support structure as described above is not limited to that shown in FIG. 23, and may be configured as shown in FIGS. That is, the side structure 21 ′ of the railway vehicle is divided into two parts vertically between the window opening 22 and the door openings 23 and 24, with the vicinity of the lower side of the window opening 22 as a boundary. Fourth sections S21 to S24 may be formed, and the fifth to seventh sections S25 to S26 may be formed below the window opening 22 by dividing the section into three in the front-rear direction.
[0088]
Each of the sections S21 to S27 has a rectangular shape in a side view having sides in the vehicle front-rear direction and the up-down direction, as in the case of the above-described first embodiment. A pair of upper and lower edge members 3D1 to 3J1, 3D2 to 3J2 extending in the direction, and a pair of front and rear edge members 3D3 to 3J3 and 3D4 to 3J4 extending in the upper and lower direction. The inner plates 4D to 4J are fixed to the edge members 3D1 to 3J1, 3D2 to 3J2, 3D3 to 3J3, 3D4 to 3J4 by adhesion, and the core members 2D to 2J are held inside the outer plate 1. Yes.
(Example 3)
Moreover, the section made into the elastic support structure can also be comprised as shown in FIGS. 35-41. That is, the first and second sections S31 and S32 are between the window opening 22 and the door opening 23, and the third and fourth sections S33 are between the window opening 22 and the door opening 24. , S34 are formed vertically. That is, the outer plate 1 ′ is formed so as to be bent in a substantially U-shaped cross section so as to protrude outwardly in the middle part (downward) in the vertical direction, and the protruding part (bending part) is the boundary. The first and second sections S31 and S32 and the third and fourth sections S33 and S34 (elastic support portions) having a substantially rectangular shape in a side view are arranged above and below, respectively. Moreover, although the said protrusion part (bending part) is not elastically supported by the core material, since it is a curved-surface board, the required buckling strength is ensured.
[0089]
A fifth section S35 having a width substantially equal to the width of the window opening 22 is formed below the window opening 22. And each said division S31-S35 is made into the structural element (refer FIGS. 42-45) mentioned above for every division. In addition, door pockets 107 and 108 and door openings 23 and 24 are formed on both sides of the window opening 22 of the side structure 21 ', respectively, and side columns 106C and 106D or entrances attached to the outer plates at respective boundaries by welding. Columns 106F and 106G are provided to constitute a bone element (see FIGS. 46 to 49). The bone element 32 connects the bone members 106F, 106C, 106D, and 106G (see FIG. 35) in the vertical direction, the bone members 106H and 106I in the horizontal direction that connect the upper ends thereof, and the bone members 106C and 106D. The main part is comprised by the bone member 106J of the horizontal direction. Reference numeral 105H denotes a reinforcing member.
[0090]
The bone element 32 includes, as opening portions (portions where the bone member 106F or the like does not exist), opening portions W1 and W2 that become the door opening portions 23 and 24, an opening portion W3 where the window opening portion 22 is located, And a third opening W3 where the second section is located, a fourth opening W4 where the third and fourth sections are located, and a fifth opening W5 where the fifth section is located. .
[0091]
Each of the sections S31 to S35 has sides extending in the vehicle front-rear direction and the vehicle vertical direction, and is rectangular in side view. Each side of the sections S31 to S35 includes different edge members, that is, a pair of upper and lower edge members 3J1 to 3N1, 3J2 to 3N2, 3J3 to 3N3, and 3J4 to 3N4 extending in the vehicle front-rear direction.
[0092]
Edge materials 3J1 to 3N1, 3J2 to 3N2, 3J3 to 3N3, 3J4 to 3N4 are fixed to the peripheral portions of the core materials 2J to 2N by adhesion, and the core materials 2J to 2N are held inside the outer plate 1 ′. It has become. Inner plates 4J to 4N are bonded to the inner sides of the core materials 2J to 2N and the edge materials 3J1 to 3N1, 3J2 to 3N2, 3J3 to 3N3, 3J4 to 3N4. Adjacent inner plates 4J to 4N are not joined to each other.
[0093]
According to this structure, the outer plate 1 constituting the outer surface of the vehicle is elastically supported by the core members 2J to 2N on the inner surface side, so that it is buckled as compared with the conventional structure which is not elastically supported as such. Strength will be increased.
[0094]
Therefore, since the reinforcement by many reinforcement members is not required unlike the conventional structure, the amount of welding can be reduced by reducing the number of reinforcement members, and welding distortion and the impression of spot welding can be reduced significantly. .
[0095]
Further, when such an elastic support structure using the core materials 2J to 2N is used, the partitioning is determined regardless of the joint position of the outer plate, so that the outer plate is joined as long as the material dimensions of the outer plate allow. There is no need. Therefore, the joint of the outer plate can be eliminated, and in combination with the reduction of the welding amount and welding distortion, it is advantageous in improving the appearance.
[0096]
And since the said core material 2 (2J-2N) can use the heat insulating material (foaming plastics) which is a light material compared with outer plate | board 1 'which is a structural material, the simplification and weight reduction of a structure are possible. I can plan.
[0097]
In particular, since no load acts on the inner plates 4J to 4N, the plate thickness can be made thinner than that of the outer plate 1 ', or a lightweight material such as fiber reinforced plastic or aluminum alloy can be used. For this reason, it is advantageous to obtain a lightweight structure.
[0098]
Next, the structure according to the present invention (Examples 1 and 2) and the conventional structure are compared with respect to the reinforcing weight.
[0099]
To reduce weight, the inner plate is a 0.5 mm stainless steel plate whose thickness is 1/3 the thickness of the outer plate (stainless steel plate), and the core material (foamed plastic, specifically, urethane foam). ) Was 30 mm (constant).
[0100]
[Table 2]

From Table 2, it can be seen that the density of the core material used has a great influence on the reinforcing weight. To achieve the same weight as the conventional structure, if the core is 30 mm thick, the density of the foamed plastic is 100 kg / m.^ThreeSince the density of the foamed plastic is related to the mechanical properties of the foamed plastic, it is necessary to obtain an optimum value.
[0101]
The smaller the total number of partitions, the better the weight efficiency and the reduction of the number of members. Therefore, Example 1 is considered better than Example 2.
[0102]
Further, the structure according to the present invention (Example 3) and the conventional structure (conventional example) are compared in terms of reinforcement weight.
[0103]
For Example 3, the inner plate is a 0.5 mm stainless steel plate whose thickness is 1/3 the thickness of the outer plate (stainless steel plate), and the core material (foamed plastic, specifically, urethane foam). ) Is 30 mm (constant), and the reinforcing members 105A and 105B in the first and second embodiments are also eliminated.
[0104]
[Table 3]

Table 3 also shows that the density of the core material used for the structure structure has a great influence on the reinforcing weight.
[0105]
As foam plastic, high density 200kg / m^ThreeEven if is used, the light weight structure is obtained as compared with the conventional structure.
[0106]
The above embodiment is applied to a stress skin structure that is considered to be the same as the structure of a railway vehicle. However, the present invention is not limited to this, and can be applied to, for example, an aircraft fuselage structure. is there.
[0107]
【The invention's effect】
The present invention is implemented as described above, and has the following effects.
[0108]
  The invention of claim 1An edge member for connecting an outer plate and an inner plate having a smaller area than the outer plate is provided along a peripheral edge of the inner plate, and a closed space surrounded by the outer plate, the inner plate, and the edge member is a core member (elastic core member) By satisfying withSince the outer plate is elastically supported, the buckling strength can be ensured without the reinforcing member welded to the outer plate. And mainly the number of reinforcing membersDecrease,The welding amount between the outer plate and the reinforcing memberDecrease,This is advantageous in reducing welding distortion.
  Since no load acts on the inner plate, it can be made thinner than the outer plate, or a lightweight material such as FRP or aluminum alloy can be used, which is advantageous in achieving a lightweight structure and reducing the weight of the structure. Can be planned.
[0109]
By using the core material according to claim 2, generally, a light material is used as the structural material, and by appropriately selecting the pitch of the edge material and the plate thickness and density of the core material, Weight reduction can be achieved. Moreover, since the said core material is foamed plastics which function as a heat insulating material, the space part formed between an outer plate and an inner plate can be used effectively, a heat insulating effect can be obtained, and the structure can be simplified. .
[0111]
  Also,Claim 3As described above, the rim material is made of fiber reinforced plastic, aluminum alloy, or stainless steel thinner than the outer plate.This will further reduce the weight of the structurebe able to.
[0112]
  Claim 4As described inThe structural element according to claim 1 constituting the railcar side structure and a bone element in which the bone members constituting the railcar side structure are vertically and horizontally integrated, and the inner plate of the structural elements A portion of the bone element is positioned at the open portion of the bone element (the interval between the bone member and the edge member is made as narrow as possible, and the thickness of the bone element is made larger than the thickness of the edge member) if,)For parts where the buckling strength of the outer plate is to be securedOf the structural elements, a part composed of a core material, an edge material and an inner plateBy adhering from the inside and making an elastic support structure using the elasticity of the core material,Of the outer skin, which is a structural materialThe required buckling strength can be ensured at the required site. Also,Part of the structural element consisting of a core material, an edge material and an inner plate (corresponding to the section described above)Since there is no need to join the outer plate between the two, the welding amount and welding distortion can be reduced, and the appearance can be improved.
[0113]
  In that case,Claim 5As described in the above, a part of the opening portion of the bone element is not covered with the structural element as a window opening,Claim 6As described in (1), it is possible to easily adopt a configuration in which a part of the opening portion of the bone element is used as an opening for entrance and exit without being covered with the structural element.
[0114]
  Claim 7In the case of having a portion bent so as to protrude outward in a convex shape on the side of the outer plate as described in Since the core material and the straight edge material can be used, the manufacture becomes easy.
[0115]
  Claims 8 and 9If the interval b between the bone member of the bone element and the edge member of the structural element is defined as described in the above, the outer plate between the bone member of the bone element and the edge member of the structural element is parallel to the bone member. Necessary buckling strength can be ensured in any direction or in the orthogonal direction.
[Brief description of the drawings]
FIGS. 1A and 1B are diagrams showing structural elements according to the present invention.
FIG. 2 is an explanatory diagram modeling the structural element (elastic bearing system) shown in FIG.
FIGS. 3A, 3B, and 3C are diagrams showing another example of a structure structure according to the present invention.
FIG. 4 is an explanatory view of calculation of buckling strength of an outer plate between a frame member of a structural element and a bone member of a bone element.
FIG. 5 is an explanatory diagram of a buckling coefficient.
6A and 6B show structural elements used for buckling strength analysis. FIG. 6A is a front view, and FIG. 6B is a cross-sectional view taken along line AA in FIG.
FIG. 7 is a diagram showing the relationship between the bending rigidity EI of a panel per unit width and the buckling strength.
FIG. 8 is a diagram showing the relationship between the square root of the spring constant per unit area and the buckling strength.
FIG. 9 is a diagram showing the relationship between the weight per unit area of the panel and the buckling strength.
FIGS. 10A and 10B are diagrams showing constraint conditions for buckling strength analysis, and FIGS. 10A, 10B, and 9C show a case of buckling in the X direction, buckling in the Y direction, and shear buckling, respectively.
FIG. 11 is a diagram showing a deformation mode in the case of buckling in the X direction.
FIG. 12 is an explanatory diagram of the stress state of the outer plate in the case of buckling in the X direction.
FIG. 13 is an explanatory diagram of the stress state of the inner plate in the case of buckling in the X direction.
FIG. 14 is an explanatory diagram of a stress state of the core material in the case of buckling in the X direction.
FIG. 15 is a diagram showing a deformation mode in the case of buckling in the Y direction.
FIG. 16 is an explanatory diagram of the stress state of the outer plate in the case of buckling in the Y direction.
FIG. 17 is an explanatory diagram of the stress state of the inner plate in the case of buckling in the Y direction.
FIG. 18 is an explanatory diagram of the stress state of the core material in the case of buckling in the Y direction.
FIG. 19 is a diagram showing a deformation mode in the case of shear buckling.
FIG. 20 is an explanatory diagram of the stress state of the outer plate in the case of shear buckling.
FIG. 21 is an explanatory diagram of the stress state of the inner plate in the case of shear buckling.
FIG. 22 is an explanatory diagram of the stress state of the core material in the case of shear buckling.
FIG. 23 is a view seen from the inside of a side structure according to the present invention.
24 is a cross-sectional view taken along line AA in FIG.
25 is a sectional view taken along line BB in FIG. 23. FIG.
26 is a cross-sectional view taken along line CC in FIG. 23. FIG.
FIG. 27 is a cross-sectional view taken along the line DD of FIG.
28 is an enlarged view of a portion E in FIG. 24. FIG.
FIG. 29 is an enlarged view of a portion F in FIG.
FIG. 30 is a view as seen from the inside of another side structure according to the present invention.
31 is a cross-sectional view taken along line AA in FIG.
32 is a cross-sectional view taken along the line CC in FIG. 30. FIG.
33 is an enlarged view of a portion E in FIG. 31. FIG.
34 is an enlarged view of a portion F in FIG. 32. FIG.
FIG. 35 is a view similar to FIG. 23 for another embodiment according to the present invention.
36 is a cross-sectional view taken along the line AA in FIG. 35. FIG.
37 is a sectional view taken along line BB in FIG. 35. FIG.
38 is a cross-sectional view taken along the line CC in FIG. 35. FIG.
FIG. 39 is a cross-sectional view taken along the line DD of FIG.
40 is an enlarged view of a portion E in FIG. 36. FIG.
41 is an enlarged view of a portion F in FIG. 36. FIG.
FIG. 42 is a front view of a structural element according to the present invention.
43 is a cross-sectional view taken along line AA in FIG. 42. FIG.
44 is a cross-sectional view taken along line BB in FIG. 42. FIG.
45 is a cross-sectional view taken along line CC in FIG. 42. FIG.
FIG. 46 is a front view of a bone element according to the present invention.
47 is a cross-sectional view taken along line AA in FIG. 46. FIG.
48 is a cross-sectional view taken along line BB in FIG. 46. FIG.
49 is a cross-sectional view taken along line CC in FIG. 46. FIG.
FIG. 50 is a view similar to FIG. 23 for a conventional example.
51 is a cross-sectional view taken along line AA in FIG. 50. FIG.
52 is a cross-sectional view taken along the line CC in FIG. 50. FIG.
[Explanation of symbols]
1,1 ', 1A outer plate
2 Core material
2A ~ 2O core material
3 Edge material
3-1-3-4 Edge material
3a Mounting part
3b Vertical wall
3c Mounting part
3A1-3O1 Edge material
3A2-3O2 rim material
3A3-3O3 rim material
3A4-3O4 rim material
4 inner plate
4A-4O inner plate
5 Bone members
21, 21 ', 21 "side structure
22 Window opening
23, 24 Door opening
31 Structural elements
32 Bone elements
S11-S13 section
S21-S26 section
S31-S35 section
W1-W5 opening

Claims (9)

An outer plate that is a structural material, a plurality of inner plates that have a smaller area than the outer plate, and a plurality of edges that are integrated between the outer plate and the inner plates that are located between the outer plate and the inner plates A plurality of core members that satisfy a plurality of closed spaces constituted by a material, the outer plate, and a plurality of inner plates and edge members, and each of the core members is located between the outer plate and each of the inner plates. A structural element for forming a side structure for a railway vehicle by being combined with at least both of them by adhesion or fusion and integrated with other structural materials,
The outer plate, while a stainless steel, each inner plate, fiber reinforced plastic, Ri Do of stainless steel having a plate thickness of 1/3 or less of the thickness of the aluminum alloy or the outer plate, independently of each other structural elements, characterized in that there.   The structural element according to claim 1, wherein the core material is made of foamed plastic or wood that functions as a heat insulating material.   The structural element according to claim 1, wherein the edge member is made of fiber reinforced plastic, aluminum alloy, or stainless steel thinner than the outer plate. The structural element according to claim 1, constituting a side structure for a railway vehicle,
The bone members constituting the railcar side structure are arranged vertically and horizontally and integrated with bone elements,
A structure structure characterized in that a portion of the structural element having an inner plate is positioned at a portion where the bone element is open.   The structural structure according to claim 4, wherein a part of the opening portion of the bone element is not covered with the structural element but is used as a window opening.   The structural structure according to claim 4, wherein a part of the opening portion of the bone element is not covered with the structural element but is used as an entrance / exit opening.   When the outer plate of the structural element is formed with a bent portion that protrudes outward in a convex shape, the core material, the edge material, and the inner member of the structural element are separated from the bent portion as a boundary. The structure according to claim 4, wherein the plate portions are provided independently. 5. The structure according to claim 4, wherein an interval b between adjacent bone members of the bone elements and the edge members of the structural elements that are parallel to each other satisfies the following relational expression (1).

The structure according to claim 4, wherein an interval b between adjacent bone members of the bone elements that are parallel to each other and an edge member of the structural element satisfies the following relational expression (2).

Images