JP4731283B2 - Railway vehicle body structure - Google Patents

Railway vehicle body structure Download PDF

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JP4731283B2
JP4731283B2 JP2005320990A JP2005320990A JP4731283B2 JP 4731283 B2 JP4731283 B2 JP 4731283B2 JP 2005320990 A JP2005320990 A JP 2005320990A JP 2005320990 A JP2005320990 A JP 2005320990A JP 4731283 B2 JP4731283 B2 JP 4731283B2
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column
entrance
vehicle
reinforcing member
underframe
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利行 平嶋
敏宣 木村
秀喜 熊本
誠一郎 矢木
秀行 山口
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Kawasaki Motors Ltd
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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Description

この発明は鉄道車両の車両構体に関するものであり、横方向から側構体にかかる衝撃力に対する車両構体の剛性を高めて、上記衝撃力から客室を護り、客室内の乗客の安全性を向上させることができるものである。   The present invention relates to a vehicle structure of a railway vehicle, and enhances the rigidity of the vehicle structure against the impact force applied to the side structure from the lateral direction, protects the cabin from the impact force, and improves the safety of passengers in the cabin. It is something that can be done.

列車同士の衝突事故や追突事故は、自動車などとの衝突事故に比較してその発生頻度は少ないが、考慮しておくべき案件の一つであり、これらの事故時の衝撃を効果的に吸収緩和し、また、車両構体の変形を効果的に抑制するための工夫が種々になされている（特開平１１−１９２９４１号公報）。また、鉄道車両が斜め方向から衝突する場合を想定して、この場合の衝撃力を車両構体で効果的に吸収するための工夫をしたものもある（特開２００２−３１６６４０号公報、特開２００２−６７９５１号公報）。   Although the frequency of accidents and rear-end collisions between trains is less frequent compared to collisions with automobiles, etc., it is one of the projects that should be taken into account and effectively absorbs the impact of these accidents. Various measures for mitigating and effectively suppressing the deformation of the vehicle structure have been made (Japanese Patent Laid-Open No. 11-192941). In addition, assuming that the railway vehicle collides from an oblique direction, there is a device in which the impact force in this case is effectively absorbed by the vehicle structure (Japanese Patent Laid-Open Nos. 2002-316640 and 2002). -67951).

鉄道車両はレール上を走行するものであるから、その側構体に横方向から大きな衝撃力がかかることは想定しにくいことではあるが、しかし、踏切を走行中の鉄道車両に自動車が進入してくる場合、車両が脱線した場合等においては想定されないことではない。したがって、車両構体が横方向からの大きな衝撃力に対しても一定の強度を有し、仮に、横方向からの衝撃力がかかった場合でも破壊の程度を可及的に小さくすることが必要である。   Since railcars run on rails, it is difficult to assume that the side structure will receive a large impact force from the side. When it comes, it is not unexpected when the vehicle derails. Therefore, the vehicle structure has a certain strength against a large impact force from the lateral direction, and it is necessary to reduce the degree of destruction as much as possible even when the impact force from the lateral direction is applied. is there.

ところで、鉄道車両の車両構体は、台枠（床構造物）、側構体（側構造物）、屋根構体（屋根構造部物）、さらに、妻構体（妻構造物）からなり、これら構体の構造は、それぞれに対する諸要求に対応できるようにそれぞれ構造設計されている。
そしてその台枠は、断面形状コ型の部材による左右の側梁２０を横梁２１で繋ぎ、横梁２１，２１の中央部を中梁１８，１８で互いに連結し、これらの骨材に床波板２２を固着したものであり、また、側構体は、窓位置、出入口位置に応じて配置された側柱１２，この側柱１２，１２間の間柱４０、外板補強８、出入口の両側の出入口柱１３、幕帯１０、腰帯１１、腰板７、吹寄板６、幕板５等で構成されたものであり、さらに、屋根構体は、左右の長けた４，４を多数のタルキ３で繋ぎ、屋根波板１を固着して構成されたものである。 By the way, the vehicle structure of a railway vehicle includes a frame (floor structure), a side structure (side structure), a roof structure (roof structure part), and a wife structure (wife structure). Each is designed to meet the various requirements.
The underframe is formed by connecting the left and right side beams 20 made of a U-shaped member having a cross-sectional shape with a cross beam 21 and connecting the central portions of the cross beams 21 and 21 with the middle beams 18 and 18. 22 is fixed, and the side structure includes a side column 12 arranged according to a window position and an entrance / exit position, an inter-column 40 between the side columns 12 and 12, an outer plate reinforcement 8, and entrances on both sides of the entrance / exit It is composed of pillars 13, curtains 10, waistbands 11, waistboards 7, blowing boards 6, curtains 5, and the like, and the roof structure connects left and right long 4, 4 with a number of talc 3. The roof corrugated plate 1 is fixed.

鉄道車両の車体構造には種々のものがあるが、最近では、ステンレス製のセミモノコック構造のもの、アルミ製のダブルスキン構造（モノコック構造）のものが主流に成っている。
ステンレス製のセミモノコック構造のものは、図４に示す様な構造で、比較的軽量で強度的にも優れている。
そして、台枠の左右の側梁（断面コ型の部材）２０に側構体の側柱１２の下端を載せて連結し、側構体の長けた４に屋根構体のタルキ３の両端を載せて連結して車両構体が組み立てられる。 There are various types of railway vehicle body structures, but recently, a semi-monocoque structure made of stainless steel and a double skin structure (monocoque structure) made of aluminum have become mainstream.
The stainless steel semi-monocoque structure has a structure as shown in FIG. 4 and is relatively lightweight and excellent in strength.
And the lower end of the side column 12 of the side structure is placed on the left and right side beams (cross-sectionally U-shaped members) 20 of the frame and connected, and both ends of the talc 3 of the roof structure are placed on the long side 4 of the side structure. The vehicle structure is assembled.

側構体の側柱１２は、窓の配置、出入口の配置などの都合に合わせつつ、かつ側構体の強度が確保されるようにその配置と構造が設計されており、台枠の横梁２１は、床下機器の配置、床下機器の支持機構などとの関係から、これらの都合に合わせつつ、かつ台枠の強度が確保されるようにその配置と構造が設計されている。又、屋根構体のタルキ３は屋根裏機器の配置等の都合に合わせつつ、かつ屋根構体の強度が確保されるようにその配置と構造が設計されている。   The side column 12 of the side structure is designed and arranged so that the strength of the side structure is ensured while adjusting the arrangement of the windows and the entrance and exit, etc. From the relationship with the arrangement of the underfloor equipment and the support mechanism for the underfloor equipment, the arrangement and structure are designed so that the strength of the underframe is ensured in accordance with these circumstances. Moreover, the arrangement and structure of the talc 3 of the roof structure are designed so as to ensure the strength of the roof structure while matching the convenience of the arrangement of the attic device.

以上のとおりであるから、側構体の側柱１２、台枠の横梁２１、屋根構体のタルキ３の車体前後方向の位置には相関関係はなく、従って、側構体の側柱１２は台枠の側梁２０に連結され、屋根構体のタルキ３は側梁の長けた４に連結されているにすぎない。
一般の鉄道車両の場合は、飛行機や船舶のように外側から強い圧力を受けることはないから、外圧に対する高強度構造にする必要はなく、従って、横からの強い力に対して特別な強度構造を備えているものではない。
すなわち、従来の鉄道車両の車両構体における側梁２０、長けた４は単体では横方向からの衝撃力に対して比較的剛性が低いので、これらを上下支持点としている側構体も横方向からの大きな衝撃力に対して変形しやすいと言える。 As described above, there is no correlation between the position of the side column 12 of the side structure, the lateral beam 21 of the frame, and the position of the talc 3 of the roof structure in the longitudinal direction of the vehicle body. Connected to the side beam 20, the talc 3 of the roof structure is only connected to the long side 4 of the side beam.
In the case of ordinary railway vehicles, there is no need to have a high strength structure against external pressure because it does not receive a strong pressure from the outside like airplanes and ships, and therefore a special strength structure against a strong force from the side. It is not something that has.
That is, the side beams 20 and the long 4 in the conventional vehicle structure of a railway vehicle are relatively low in rigidity with respect to the impact force from the lateral direction alone, so that the side structure having these as upper and lower support points also from the lateral direction. It can be said that it is easily deformed against a large impact force.

他方、横方向の衝撃力に対する強度を高めるように車両構体の構造を工夫する必要があるが、その場合は、重量増加が最小限にとどめられるように、工夫する必要がある。
特開平１１−１９２９４１号公報 特開２００２−３１６６４０号公報 特開２００２−６７９５１号公報 On the other hand, it is necessary to devise the structure of the vehicle structure so as to increase the strength against the impact force in the lateral direction. In this case, it is necessary to devise so that the increase in weight is minimized.
JP-A-11-192941 JP 2002-316640 A JP 2002-67951 A

この発明は、ステンレス製セミモノコック構造の鉄道車両の車両構体について、格別の重量増加を伴うことなしに、また、補強構造によって客室空間が狭められることなしに、横方向からの衝撃力に対する強度が高められるようにすることを目的とするものであり、横方向からの衝撃力に対して、側構体と台枠及び屋根構体が一体となった高強度構造が構成されるように、側構体、台枠、屋根構体のそれぞれの構造、及び、側柱、横梁、タルキの連結構造を工夫したものである。   The present invention provides a stainless steel semi-monocoque rail vehicle structure that has a strong strength against a lateral impact force without a significant increase in weight and without a reduction in cabin space due to the reinforcing structure. The side structure is intended to be enhanced so that a high-strength structure in which the side structure, the underframe and the roof structure are integrated against the impact force from the lateral direction, Each structure of the underframe and the roof structure, and the connecting structure of side columns, cross beams and talc are devised.

この発明は、台枠の側梁、横梁が断面コ型の部材（断面ハット型部材）であるセミモノコック車体構造体について、
側構体の側柱１２及び出入口柱１３の下端に台枠の横梁の位置を一致させてこれらを互いに連結し、
側柱１２及び出入口柱１３の上端に屋根構体のタルキ３の位置を一致させてこれらを互いに連結し、当該連結部をガセットで補強して一体化し、
側柱の下端位置において上記側梁の断面内部に補強部材を嵌めて補剛し、側柱の下端を側梁の上面に溶接して上記補強部材を介して側柱の下端と横梁の端部とを一体的に固着したこと。 The present invention relates to a semi-monocoque vehicle body structure in which the side beam of the underframe and the cross beam are U-shaped members (cross-sectional hat-shaped members),
The positions of the side beams of the underframe coincide with the lower ends of the side column 12 and the entrance column 13 of the side structure, and these are connected to each other.
Match the positions of the talc 3 of the roof structure to the upper ends of the side pillars 12 and the entrance / exit pillars 13 and connect them to each other.
At the lower end of the side column, a reinforcing member is fitted inside the cross section of the side beam to stiffen, and the lower end of the side column is welded to the upper surface of the side beam, and the lower end of the side column and the end of the side beam are passed through the reinforcing member. And are fixed together.

上記の車体構造は、左右の側柱の下端と横梁とが一体的に連結され、また、側柱の上端がタルキと一体的に連結されているので、側柱と横梁とタルキとによって、リング状構造体が構成され、その結果、側構体と台枠と屋根構体とによる一体の車両構体が構成される。上記リング構造体は外側から内側への力に対する剛性が高いので、横方向からの衝撃力に対する車両構体の強度が著しく高められる。
そしてまた、側柱の下端位置において上記側梁に補強部材を嵌めて固着し、当該補強部材を介して側柱の下端と横梁の端部とを固着したことによって、側柱と横梁とを一体的に連結させることができるとともに、横梁の座屈（バックリング）強度が高められるので、台枠の横方向力に対する剛性が高められる。その結果、側構体にかかる横方向からの衝撃力は車両構体全体で受け止められる（殊に、台枠によってしっかりと受け止められる）ので、この衝撃力による側構体の変形、破壊が抑制され、その結果、客室の安全が確保される。 In the above vehicle body structure, since the lower ends of the left and right side columns and the horizontal beam are integrally connected, and the upper ends of the side columns are integrally connected to the talc, the ring is formed by the side columns, the horizontal beam and the talc. As a result, an integrated vehicle structure is formed by the side structure, the underframe and the roof structure. Since the ring structure has high rigidity with respect to the force from the outside to the inside, the strength of the vehicle structure against the impact force from the lateral direction is remarkably increased.
In addition, a reinforcing member is fitted and fixed to the side beam at the lower end position of the side column, and the side column and the horizontal beam are integrated by fixing the lower end of the side column and the end portion of the horizontal beam via the reinforcing member. And the buckling strength of the cross beam can be increased, so that the rigidity of the underframe against the lateral force can be increased. As a result, the impact force from the lateral direction applied to the side structure is received by the entire vehicle structure (in particular, it is firmly received by the frame), so that deformation and destruction of the side structure due to this impact force are suppressed. The safety of the rooms is ensured.

そして、この車両構体の構成は、特別な補強部材によるものではなく、既存の側柱と横梁とタルキとを利用してリング状構造物を構成し、横梁への側柱の連結構造を強化し、横梁にリップを固着してこれを強化したものであるから、補強に伴う重量増加は最小限度に抑制される。
また、補強部材を断面コ型（断面ハット型）の側梁の中に嵌めて溶接して固着し、この補強部材を介して側柱と横梁とを強固に固着するものであるから、この結合部の補強構造は側梁内に収められ、台枠の床板（横梁よりも２０ミリメートル上に張られているもの）から上方に突出することはなく、従って、この補強構造のために客室空間が狭められることはない。 The structure of the vehicle structure is not a special reinforcing member, but a ring-shaped structure is formed using existing side columns, cross beams and talc, and the connection structure of the side columns to the cross beams is strengthened. Since the lip is fixed to the cross beam and reinforced, the increase in weight due to reinforcement is suppressed to the minimum.
In addition, the reinforcing member is fitted into a side beam having a U-shaped cross section (hat shape) and welded and fixed, and the side column and the horizontal beam are firmly fixed via the reinforcing member. The reinforcement structure of the part is housed in the side beam and does not protrude upward from the floor plate of the underframe (those extending 20 millimeters above the cross beam). There is no narrowing.

次いで、図面を参照しながら、実施例を説明する。
この実施例は、図４に示す従来のステンレス製セミモノコック車両構体を基本とするものであり、側構体の窓の両側に側柱１２，１２があり、出入口の両側に出入口柱１３，１３があり、これらの側柱１２，１２、出入口柱１３、１３の断面形状及びその配置は、図４の従来例と違いは無い。
なお、解決手段の説明における「側柱」は、側構体の下端から上端まで伸びた柱構造物を意味し、上記の側柱１２と出入口柱１３，１３はこれに当たる。 Next, examples will be described with reference to the drawings.
This embodiment is based on the conventional stainless steel semi-monocoque vehicle structure shown in FIG. 4, with side columns 12 and 12 on both sides of the side structure window, and entrance columns 13 and 13 on both sides of the entrance / exit. There is no difference in the cross-sectional shape and arrangement of these side columns 12 and 12 and the entrance and exit columns 13 and 13 from the conventional example of FIG.
The “side column” in the description of the solution means a column structure extending from the lower end to the upper end of the side structure, and the side column 12 and the entrance / exit columns 13 and 13 correspond to this.

上記の側柱１２，１２、出入口柱１３，１３の各柱の位置に一部の横梁２１Ａの位置が一致しており、その左右両端が側柱１２、出入口柱１３の下端にそれぞれ固着されている。
また、同様に、側柱１２，１２、出入口柱１３，１３の位置に一部のタルキ３Ａの位置が一致しており、その左右両端が側柱１２，出入口柱１３の上端にそれぞれ固着されている。これにより、側柱１２、横梁２１Ａ、タルキ３Ａによるリング構造材が構成されている。このリング構造材における側柱１２（及び出入口柱１３．以下同じ）は、側構体の支柱であるとともに、横方向からの衝撃力を受け止め、これを横梁２１Ａ、タルキ３Ａに伝える構造部材でもあるから、この実施例では、図４の従来例の車両構造体における側柱（例えば、幅が５０ｍｍ、高さが４０ｍｍの断面ハット型材）よりも、高さが２倍の太材（断面形状の幅が５０ｍｍ、高さが８０ｍｍの断面ハット型材）を用いている。同様に、タルキ３Ａについても、側柱に連結されているものはその板厚が従来のものよりも３倍程度厚い太材を用いている。 The positions of some of the side beams 21A coincide with the positions of the side pillars 12 and 12 and the entrance and exit pillars 13 and 13, respectively, and the left and right ends thereof are fixed to the lower ends of the side pillar 12 and the entrance and exit pillar 13, respectively. Yes.
Similarly, the positions of a part of the talc 3A coincide with the positions of the side pillars 12 and 12 and the entrance and exit pillars 13 and 13, and the left and right ends thereof are respectively fixed to the upper ends of the side pillar 12 and the entrance and exit pillar 13 respectively. Yes. Thereby, the ring structure material by the side pillar 12, the cross beam 21A, and talc 3A is comprised. The side column 12 (and the entrance column 13 in the ring structure material) in this ring structure material is a column of the side structure, and is also a structural member that receives impact force from the lateral direction and transmits this to the cross beam 21A and the talc 3A. In this embodiment, a thick material (width of cross-sectional shape) having a height twice that of the side pillar (for example, a cross-sectional hat type material having a width of 50 mm and a height of 40 mm) in the vehicle structure of the conventional example of FIG. Is a cross-sectional hat type material having a height of 50 mm and a height of 80 mm. Similarly, as for the talc 3A, the one connected to the side pillar is a thick material whose thickness is about three times that of the conventional one.

側柱１２の下端を断面ハット型の側梁２０（例えば、幅６０ｍｍ、高さ１５０ｍｍの断面ハット型材）の上に載せて溶接して固着し、その下方位置において、側柱と同じ断面構造の補強部材３０を側梁２０にはめ込み、これを側梁２０に溶接して固着している。したがって、側柱１２は補強部材３０を介して強固に側梁２０に固着されている。この補強部材３０と横梁２１Ａの端部との結合構造は、図３−１の図（ａ）に示すとおりであり、プラグ溶接で結合させている。また、図（ｂ）に示すようにフレア溶接で結合させてもよい。
他方、横梁についても、側柱１２に連結されている横梁２１Ａは、図４に示す従来の車両構造と同様に断面ハット型の部材（幅７５ｍｍ、高さ１５０ｍｍ）であるが、その上下フランジ２１ｆ、２１ｆの先端に厚さ３ｍｍ、幅２５ｍｍの細い板状のリップ３１を溶接してあり、これによって横梁２１Ａの曲げ荷重に対する強度を大幅に向上させている。 The lower end of the side column 12 is placed on the side beam 20 having a cross-sectional hat shape (for example, a cross-sectional hat type material having a width of 60 mm and a height of 150 mm) and fixed by welding. The reinforcing member 30 is fitted into the side beam 20 and is fixed to the side beam 20 by welding. Therefore, the side column 12 is firmly fixed to the side beam 20 via the reinforcing member 30. The connection structure between the reinforcing member 30 and the end portion of the cross beam 21A is as shown in FIG. 3A and is connected by plug welding. Moreover, you may couple | bond by flare welding as shown in FIG.
On the other hand, as for the horizontal beam, the horizontal beam 21A connected to the side column 12 is a hat-shaped member (width 75 mm, height 150 mm) as in the conventional vehicle structure shown in FIG. A thin plate-like lip 31 having a thickness of 3 mm and a width of 25 mm is welded to the ends of 21f and 21f, thereby greatly improving the strength of the transverse beam 21A against bending load.

以上の構造を有する横梁２１Ａの上下フランジを上記補強部材３０につき合わせるかあるいは側梁フランジに重ねて溶接している。横梁２１Ａのウエブは補強部材３０のウエブに対応する位置につき合わせるか重ねて溶接されて補強部材３０を介して側柱１２に連結され、強固に結合されている。   The upper and lower flanges of the lateral beam 21A having the above structure are aligned with the reinforcing member 30 or overlapped and welded to the side beam flange. The webs of the horizontal beams 21A are aligned or overlapped at positions corresponding to the webs of the reinforcing members 30, and are connected to the side pillars 12 via the reinforcing members 30 and are firmly bonded.

側柱１２の上端は、屋根構体の長けた４を介してタルキ３Ａに連結されているが、側柱１２の上端とタルキ３Ａの下端とをガセット３２で連結して、側柱１２とタルキ３Ａとの結合を強化している。
なお、ガセットを用いた構造材連結構造は従来周知であるから詳細な説明は省略するが、必要なら、一例として実公昭６３−８５３３号公報に記載されている側柱と側梁とのガセットによる接合構造を参照されたい。 The upper end of the side column 12 is connected to the talc 3A through the long 4 of the roof structure, but the upper end of the side column 12 and the lower end of the talc 3A are connected by a gusset 32 to connect the side column 12 and the talc 3A. Strengthen the bond.
The structural material connecting structure using gussets is well known in the art, and will not be described in detail. However, if necessary, the gusset includes side columns and side beams described in Japanese Utility Model Publication No. 63-8533 as an example. See junction structure.

また、側柱１２に連結され横梁２１Ａに隣接する他の横梁２１についてもリップ３１を固着してこれを補強すれば、このことにより、横方向からの衝撃負荷に対する台枠の強度を向上させ、上記のリング構造による車両構造体の補強効果をさらに向上させることができる。   Further, if the lip 31 is fixed to the other side beam 21 connected to the side column 12 and adjacent to the side beam 21A to reinforce this, the strength of the frame with respect to the impact load from the lateral direction is thereby improved. The reinforcing effect of the vehicle structure by the ring structure can be further improved.

側構体の側柱１２(または出入口柱１３)は、窓の配置、出入口の配置によって決まり、台枠の横梁２１のうちの、側柱１２(又は出入口柱１３)に連結された横梁２１Ａの配置は側柱１２(または出入口柱１３)の位置によって決まり、同様に、側柱１２(または出入口柱１３)に連結されたタルキ３Ａの配置も側柱１２(または出入口柱１３)の位置によって決まる。したがって、これらの横梁２１Ａ、タルキ３Ａに取り付けられる床下機器、屋根裏機器の取り付け機構はそれぞれの横梁２１の位置、タルキ３Ａの位置に合わせて設計することが必要である。   The side column 12 (or entrance / exit column 13) of the side structure is determined by the arrangement of the windows and the entrance / exit, and the arrangement of the horizontal beam 21A connected to the side column 12 (or the entrance / exit column 13) among the horizontal beams 21 of the underframe. The position of the talc 3A connected to the side column 12 (or the entrance column 13) is also determined by the position of the side column 12 (or the entrance column 13). Therefore, it is necessary to design the attachment mechanism of the underfloor equipment and the attic equipment attached to the cross beam 21A and the talc 3A in accordance with the position of the cross beam 21 and the position of the talc 3A.

なお、上記実施例では、側柱１２と横梁２１Ａの端部とは補強部材３０を介して強固に連結されているので、側柱１２が根元から客室側に倒れ込んで、客室が大きくつぶされることが防止される。すなわち、従来のものでは、側柱１２に大きな横負荷がかかったときに、側柱１２の下端と側梁２０の上フランジとの接続が破断され、あるいは、側柱１２のモーメントによって側梁２０の上フランジ２０ｆが下方に変形して側柱１２が根元から客室側に大きく倒れ込み、このために客室の下方空間（乗客の占有空間）が大きくつぶされることになる。しかし、この実施例においてガセットによる補強構造を付加すれば、側梁２０の上フランジ２０ｆが補強部材３０によって強固に支えられるので、側梁の上フランジ２０ｆが下方に変形することはなく、従って、側柱が根元から客室側に倒れ込む可能性は低減される。
また、側柱１２の下端と横梁２１の端部とをガセットを用いて強固に連結すれば、さらに側柱１２と横梁２１との連結強度が高くなる。他方、横梁２１と床板との間の隙間は２０数ｍｍにすぎないので、側柱１２と横梁２１との連結補強用にガセットを用いると、そのガセットが床板から相当上方に突き出るので、客室空間に露出するという不都合がある。この場合は、乗客用シートで上記ガセットを覆うように、シートの配置を工夫できれば、問題は幾分軽減されるので、ガセットによる補強手段を採用することもできないことではない。 In addition, in the said Example, since the side pillar 12 and the edge part of 21 A of cross beams are firmly connected via the reinforcement member 30, the side pillar 12 falls from the root to the cabin side, and a cabin is greatly crushed. Is prevented. That is, in the conventional apparatus, when a large lateral load is applied to the side column 12, the connection between the lower end of the side column 12 and the upper flange of the side beam 20 is broken, or the side beam 20 is caused by the moment of the side column 12. The upper flange 20f is deformed downward, and the side column 12 is greatly collapsed from the base toward the passenger compartment, and the lower space of the passenger cabin (occupied space for passengers) is greatly crushed. However, if a reinforcing structure using gussets is added in this embodiment, the upper flange 20f of the side beam 20 is firmly supported by the reinforcing member 30, so that the upper flange 20f of the side beam is not deformed downward. The possibility that the side pillar will fall from the base to the cabin is reduced.
Further, if the lower end of the side column 12 and the end of the horizontal beam 21 are firmly connected using gussets, the connection strength between the side column 12 and the horizontal beam 21 is further increased. On the other hand, since the gap between the horizontal beam 21 and the floor plate is only a few tens of millimeters, if the gusset is used for reinforcing the connection between the side column 12 and the horizontal beam 21, the gusset protrudes considerably upward from the floor plate. There is an inconvenience of exposure. In this case, if the arrangement of the seats can be devised so as to cover the gussets with the passenger seats, the problem is somewhat reduced, so it is not impossible to employ gusset reinforcing means.

また、鉄道車両の出入口柱１３については、側梁とガセットを利用して直接連結すると、当該カセットが室内に突出してこれが出入口の邪魔になる。従って、上記ガセットが室内で実用上邪魔に成らないように、連結部のガセットによる補強構造を工夫する必要がある。   Further, when the entrance / exit pillar 13 of the railway vehicle is directly connected using a side beam and a gusset, the cassette protrudes into the room and becomes an obstacle to the entrance / exit. Therefore, it is necessary to devise a reinforcing structure by the gusset of the connecting portion so that the gusset does not become a practical impediment in the room.

また、側梁２０に側柱１２と同じ断面構造の補強部材３０をはめ込んで溶接し、これを介して側柱１２と横梁２１の端部とを一体的に結合させているが、側梁２０の上フランジ２０fの一部を切り欠き、この切り欠き部に側柱１２の下端部１２ｅを挿入し、側柱１２の下端部１２ｅを側梁２０に溶接して固着し、さらに当該下端部１２ｅに横梁２１Ａの端部を溶接して一体化することもできる（図３参照）。そして、この連結構造の方が上記実施例よりも強度的には幾分優れている。
しかし、鉄道車両の構体は、側構体、台枠、屋根構体がそれぞれ別個に組み立てられ、側構体が台枠に組み付けられるのが一般的であり、これ以外にはない。この連結構造によるときは、極めて長い側梁２０の上フランジ２０ｆに、正確な位置に上記切り欠きを設けることが容易でなく、設備的に、また工数的にコストが高くなることが避けられない。また、上記のような側構体と台枠との組立て方法を前提とすれば、側梁２０の多数の切り欠きに多数の側柱１２の下端を正確に位置あわせして、一斉に落とし込むことは容易でなく、この組み付けが極めて困難である。したがって、一般論としては、この連結構造を採用することも可能であるが、実際にこれを採用するのは、車両構体の組み立て作業面からして実際的ではない。 Further, the side beam 20 is fitted with a reinforcing member 30 having the same cross-sectional structure as the side column 12 and welded, and the side column 12 and the end of the lateral beam 21 are integrally coupled through this. A part of the upper flange 20f is cut out, and the lower end portion 12e of the side column 12 is inserted into the notched portion, the lower end portion 12e of the side column 12 is welded and fixed to the side beam 20, and the lower end portion 12e. It is also possible to weld and integrate the end of the cross beam 21A (see FIG. 3). This connection structure is somewhat superior in strength to the above embodiment.
However, as for the structure of a railway vehicle, the side structure, the underframe, and the roof structure are each assembled separately, and the side structure is generally assembled to the underframe. When this connection structure is used, it is not easy to provide the notch at an accurate position on the upper flange 20f of the extremely long side beam 20, and it is inevitable that the cost is increased in terms of equipment and man-hours. . Furthermore, if the assumption how Te assembling the side structure and the underframe as described above, are aligned exactly many of the side post 12 lower end to a number of notches of the side beams 20, dropped it simultaneously Is not easy, and this assembly is extremely difficult. Therefore, as a general theory, it is possible to adopt this connection structure, but it is not practical from the viewpoint of the assembly work of the vehicle structure to actually adopt this connection structure.

は、この発明の鉄道車両構体における側柱、横梁、タルキによるリング構造を示す斜視図である。These are the perspective views which show the ring structure by the side pillar in the railway vehicle structure of this invention, a horizontal beam, and a talc. （ａ）は、実施例の斜視図であり、（ｂ）は側柱と横梁との結合部を示す一部拡大図である。(A) is a perspective view of an Example, (b) is a partially expanded view which shows the connection part of a side column and a cross beam. は、側柱と横梁との他の連結構造の一部拡大図である。These are the elements on larger scale of the other connection structure of a side pillar and a cross beam. （ａ）は、図３における要部結合構造を示す拡大斜視図、（ｂ）は同結後部の他の結合構造の例を示す断面図である。(A) is an expanded perspective view which shows the principal part joint structure in FIG. 3, (b) is sectional drawing which shows the example of the other joint structure of the rear part of the same connection. は、従来のステンレス製セミモノコック車両構体の斜視図である。FIG. 2 is a perspective view of a conventional stainless semi-monocoque vehicle structure.

符号の説明Explanation of symbols

３，３Ａ：タルキ
４：長けた
５：幕板
６：吹寄板
７：腰板
８：外板補強
１０：幕帯
１１：腰帯
１２：側柱
１３：出入口柱
２０：側梁
２０ｆ：上フランジ
２１ｆ：フランジ
２１，２１Ａ：横梁
２２：床波板
３０：補強部材
３１：リップ 3, 3A: talc 4: long 5: curtain plate 6: blowing plate 7: waist plate 8: outer plate reinforcement 10: curtain zone 11: waist zone 12: side column 13: entrance column 20: side beam 20f: upper flange 21f : Flange 21, 21A: Cross beam 22: Floor corrugated plate 30: Reinforcement member 31: Lip

Claims (1)

台枠、側構体、屋根構体、妻構体とによる鉄道車両の車両構体であり、
側構体の側柱（１２）及び出入口柱（１３）の下端に台枠の横梁（２１Ａ）の位置を一致させてこれらを互いに連結して構成されるセミモノコック構造の車両構体であって、
側柱の下端位置において台枠の側梁に補強部材（３０）を嵌めて補強し、側柱（１２）又は出入口柱（１３）の下端を側梁の上面に接合し、上記横梁（２１Ａ）の端部を上記補強部材（３０）及び上記側梁（２０）に接合することによって上記補強部材（３０）を介して側柱（１２）又は出入口柱（１３）の下端と横梁（２１Ａ）の端部とが一体的に固着されており、
側構体の側柱（１２）及び出入口柱（１３）の上端に屋根構体のタルキ（３Ａ）の位置を一致させてこれらが互いに一体的に固着されており、
上記補強部材が上記側柱又は出入口柱のウエブとフランジの一部又は全部が一致する断面を有し、
側柱（１２）及び出入口柱（１３）の上端と屋根構体のタルキ（３Ａ）との連結部がガセット（３２）で補強されていることを特徴とする鉄道車両の車両構体。 It is a vehicle structure of a railway vehicle with underframe, side structure, roof structure, wife structure,
A vehicle structure of a semi-monocoque structure configured by matching the positions of the side beams (21A) of the underframe to the lower ends of the side column (12) and the entrance / exit column (13) of the side structure, and connecting them together.
A reinforcing member (30) is fitted to the side beam of the underframe at the lower end position of the side column to reinforce, and the lower end of the side column (12) or the entrance / exit column (13) is joined to the upper surface of the side beam, and the horizontal beam (21A) Are joined to the reinforcing member (30) and the side beam (20) to connect the lower end of the side column (12) or the entrance column (13) and the lateral beam (21A) via the reinforcing member (30). and the end portion is integrally fixed to,
Doorjamb of the side structure (12) and the upper end of the doorway pillar (13) by matching the position of the roof structure rafters (3A) and they are integrally fixed to each other,
The reinforcing member has a cross section in which part or all of the web and the flange of the side column or the entrance / exit column coincide with each other,
The vehicle structure of a railway vehicle, characterized in that the connecting portions between the upper ends of the side columns (12) and the entrance column (13) and the talc (3A) of the roof structure are reinforced with gussets (32).
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