JP4912614B2 - Rail vehicle - Google Patents

Description

  The present invention relates to a vehicle body of a vehicle traveling along a rail, and is suitable for a railway vehicle body constituted by a light alloy hollow shape member.

  In a railway vehicle, it is required to reduce the impact force applied to passengers in the event of a collision. As in Patent Document 1, the energy generated by the impact at the time of collision is absorbed by the deformation of the head portion of the head vehicle body.

  The railway vehicle is constructed by welding a plurality of members. The same applies to the shock absorbing portion.

  Friction stir welding has been proposed as a means for joining members, and is also applied to railway vehicles. This is shown in Patent Document 2.

  According to Patent Document 3, it is reported that when the friction stir processing is performed on the member, the metal structure of the portion of the friction stir processing becomes fine and the energy absorption value increases.

This is used for a steering shaft of an automobile by subjecting an aluminum alloy hollow extruded material to a frictional stirring treatment in a ring shape or a spiral shape. Friction stirring is performed in a direction perpendicular to the direction of impact energy, and this portion absorbs impact energy. In addition, a short cylinder is arranged in series along the direction of impact energy, and the members are configured by friction stir welding.
JP-A-7-186951 (USP 5715757) Japanese Patent No. 3014654 (EP0797043A2) Japanese Patent Laid-Open No. 11-51103

  Since the impact energy absorbing portion is provided in the vehicle body, the length of the collision energy absorbing portion is preferably short from the viewpoint of securing passenger space. For this reason, it is desirable that a part originally present in the vehicle body is an impact energy absorbing part.

  The impact energy absorbing portion is formed by joining a plurality of members. For this reason, impact energy is also applied to the joint portion. The impact energy can be absorbed by the member being deformed into a bellows shape. However, the welded portion is weak against impact energy and easily breaks. If it breaks, the member will not be deformed into a bellows shape and will not be able to absorb impact energy.

  An object of this invention is to provide the rail vehicle which can absorb impact energy.

The above purpose is a rail vehicle composed of two side structures, a roof structure, and a frame,
The two side structures, the roof structure, and the underframe are each composed of a plurality of hollow shapes made of light alloy extruded shapes, and each of the hollow shapes is composed of two face plates and the face plates. And a plurality of hollow shapes in the two side structures, the roof structure, and the underframe, wherein the plurality of hollow members are arranged along the longitudinal direction of the rail vehicle. The hollow members that are arranged side by side in the circumferential direction of the rail vehicle and that are adjacent to each other are joined together by friction stir welding, and the hollow members that constitute the two side structures, the roof structure, and the underframe are A central hollow member disposed at a central portion in the longitudinal direction of the rail vehicle, and two vehicle end hollow members connected to both ends in the longitudinal direction of the central hollow member. The vehicle end hollow shape Is an annealed material, and the vehicle end hollow shape member has a lower strength than that of the central hollow shape member. In the rail vehicle, the central hollow shape member and the vehicle end hollow shape material are The two face plates at the end of one of the hollow profiles are removed and the connection plate protrudes, and the other hollow profile of the center hollow profile and the vehicle end hollow profile And the two face plates protrude, and the protruding connection plate of the one hollow profile member is fitted between the two face plates of the other hollow profile member. In addition, this can be achieved by connecting both ends in the longitudinal direction of the central hollow member in the fitted state and the vehicle end hollow member by welding .

Since the rail vehicle according to the present invention joins the members along the longitudinal direction of the vehicle body by friction stir welding at least in the frame, at the time of a collision accident, the joint portion does not break, can absorb the impact force, and can be safely It can be done. Moreover, according to the rail vehicle which is this invention, about two hollow profiles (a center part hollow profile and a vehicle end part hollow profile) which comprise each structure of a rail vehicle, the edge part of one hollow profile The two face plates are removed and the connection plate protrudes, and since the connection plate at the end of the other hollow shape member is removed and the two face plates protrude, the end portions of both hollow shapes are The protruding connecting plate can be fitted between the protruding face plates. Thus, since it welds from the outside in the state which fitted both face plates of the hollow shape material, it can suppress that a level | step difference and a curvature arise in a butt | matching part, and can perform a welding operation easily.

  An embodiment of the present invention will be described with reference to FIGS. In FIG. 2, the hollow shape member 40 is not shown. However, assuming that there are a plurality of hollow members 40, members 35, 36, and 38 below the hollow members 40 are indicated by dotted lines.

  The vehicle body is composed of a side structure 10 that constitutes a side surface, a roof structure 20, a frame 30 that constitutes a floor, and the like. The side structure 10, the roof structure 20, and the underframe 30 are each configured by joining a plurality of hollow shapes. The hollow shape member is an extruded shape member made of a light alloy (for example, an aluminum alloy), and the extrusion direction (that is, the longitudinal direction) is directed to the longitudinal direction of the vehicle body. The width direction of the hollow profile is aligned in the circumferential direction of the vehicle body and welded together. W is a window. This vehicle body is supported by two carriages. One vehicle body and an adjacent vehicle body are connected by a coupler.

  The underframe 30 includes a floor portion, side beams 31 on both sides thereof, and a connecting member for connecting the coupler. The floor portion is composed of a plurality of hollow members 40 whose extrusion direction is directed in the longitudinal direction of the vehicle body. There are hollow side beams 31 on both sides in the width direction. The side beams 31 are large, and the plate thickness is thick and strong.

  Moreover, the frame 30 has a connection member for connecting a connector for connecting the vehicle bodies to the lower surfaces of both ends in the longitudinal direction. The connecting member includes a pillow beam 35 directed in the width direction of the vehicle body, two middle beams 36 and 36 installed at the end of the vehicle body from the pillow beam 35, and an end beam 39 installed at the end of the middle beam 36. Become. The two middle beams 36 and 36 are connected by a member 38. The middle beam 36 is near the center in the width direction of the vehicle body. A connector for connecting the vehicle bodies is disposed between the two middle beams 36 and 36. Since the coupler is coupled to the end side of the member 38, the height of the middle beams 36, 36 in this portion is large. These members are joined together by welding. Both ends of the pillow beam 35 are welded to the side beams 31, 31. The end beam 39 is welded to the ends of the plurality of hollow profiles 40. Both ends of the end beam 39 are welded to the side surface of the side beam 31.

  The hollow members (shaded portions in FIGS. 1 and 2) B at both ends in the longitudinal direction of the pair of side structures 10, the roof structure 20, and the underframe 30 constituting the vehicle body are the hollow members A in the center of the vehicle body. Have different mechanical properties. The hollow member B is softer than the material of the hollow member A as a material, is easily crushed at the time of collision, and is an impact energy absorbing portion. The cross-sectional shapes of the hollow members A and B are the same. The both ends, that is, the portion where the hollow member B is installed includes a portion where the driving equipment in the cab (the front of the driver's seat) is installed, and a vehicle cabin (toilet, washroom, crew room). ).

The end portions of the vehicle body, that is, the middle beams 36 and the side beams 31 in a range where the hollow members B are arranged are easily crushed by an impact force, like the hollow members B. And after a short elongated hole 36b on the plate of the upper surface and side surfaces of the center sills 36 in this range B. The intermediate beam 36 has a channel cross section and has no plate on the lower surface. The side beams 31 of the range B is outside of the face plate, except facing and the face plate side long hole 31b in the (face plate facing inner side), 31c, 31d, 31e, and after a short 31f. The reason for not providing a long hole on the outside of the vehicle is to prevent deterioration in appearance. A long plate is closed by welding a thin plate (not shown) to the long holes 31e and 31f exposed outside the vehicle. This is to prevent water from entering the side beams 31.

  The hollow members of the side structure 10, the roof structure 20, and the underframe 30 constituting the vehicle body are formed of hollow members B and B at both ends in the longitudinal direction and hollow members at other parts (center part). The length of the hollow member B is, for example, about 100 mm to 1000 mm. The hollow profile B is softer than the hollow profile A. The hollow section B is annealed and softened.

  This annealing is, for example, O material treatment. In general, an extruded shape is subjected to various heat treatments after extrusion. When the material of the extruded shape is A6N01, an artificial age hardening treatment of T5 is performed. The annealing of the O material is performed thereafter. The annealing treatment for the O material is 380 ° C. × 2 hours, and the proof stress is 36.8 MPa. T5 has a yield strength of 245 MPa. The annealing to the O material is intended to make it soft as a hollow shape material. The elongation of the hollow member B is larger than that of the hollow member A. The yield strength of the hollow member B is smaller than that of the hollow member A. An annealing treatment other than the O material is also selected for strength and necessary softness.

  As the heat treatment, there are a case where the heat treatment is performed in a state of being cut into the length of the hollow shape B as shown in FIG. 4 and a case where the heat treatment is performed in a state of a long hollow shape. In the case of a long hollow shape, after the heat treatment, it is cut to a desired length (B, B).

Thus processed hollow shape member A and hollow shape members B, joined W ₁ and B respectively arc welding, constituting the hollow shape member 40 corresponding to the full length body. As shown in FIG. 5, the hollow shape members 40 thus manufactured are arranged in the width direction (circumferential direction of the vehicle body), and joined by friction stir welding along the longitudinal direction of the vehicle body W _2. 10. The roof structure 20 is manufactured. In the case of the underframe 30, the connecting members such as the side beams 31, 31 and the middle beam 36 are arc-welded. The reason why the number of hollow profiles 40 in FIG. 1 is different from the number of hollow profiles 40 in FIG. 5 is that the number of hollow profiles 40 is reduced in order to simplify FIG. The end frame 30, the side structure 10, and the roof structure 20 thus configured are joined to each other by welding to form a vehicle body.

  A welded structure between the hollow profile A and the hollow profiles B and B will be described with reference to FIGS. As is well known, the hollow shape member 40 (A, B) is composed of two face plates 41 and 42 and a connection plate 43 that connects the face plates 41 and 42. The connecting plate 43 is inclined, and the diagonal members 43 and 43 are arranged to constitute a truss.

  The ends of the hollow members A and B have a structure that can be fitted into each other. At the end in the longitudinal direction of the hollow member A, the face plates 41 and 42 are removed by cutting, and a plurality of diagonal members 43 protrude. The other hollow member B has a plurality of diagonal members 43 at the ends removed. The diagonal member 43 at the end of the hollow member A can enter between the two face plates 41 and 42 of the hollow member B. The face plates 41, 41 (42, 42) are welded from the outside in the state of being fitted in this way. Since fitting and welding are performed, it is possible to suppress the occurrence of a step or bend in the butted portion, and the welding operation can be easily performed.

  A joint portion of the hollow member A (B) and the hollow member A (B) along the width direction of the vehicle body will be described with reference to FIG. One end of the hollow shape member 40 is connected by a connection plate 45 substantially orthogonal to the face plates 41 and 42. A piece 46 protrudes from the connecting portion between the face plate 41 (42) and the connecting plate 45 toward the end. The end side of the connection plate 45 is recessed from the outer surfaces of the face plates 41 and 42. The protruding piece 46 is in this recessed position. The face plates 41 and 42 of the other hollow shape member 40 overlap with the recess. The two hollow shape face plates 41 and 42 are abutted against each other. The end faces (surfaces reaching the recesses) of the face plates 41 and 42 of the hollow shape member 40 with the connection plate 45 are substantially on an extension line at the center of the plate thickness of the connection plate 45. On the outer surface side of the end portions of the face plates 41 and 42 of the hollow shape members to be abutted, there is a convex portion 47 protruding in the thickness direction of the hollow shape material. The convex portions 47 are also abutted.

  The friction stir welding will be described. As shown in FIG. 10, the pair of hollow members 40 and 40 are placed on the gantry 100. The lower convex portions 47 and 47 are placed on the gantry 100. The butt portion is temporarily welded along the longitudinal direction by arc welding. In this state, the upper butted portion is friction stir welded by the rotary tool 110. The lower end of the large-diameter portion of the rotary tool 110 is positioned between the outer surface of the face plate 41 (42) and the tops of the convex portions 47 and 47. The remaining convex part is cut off if necessary. When the friction stir welding is performed on the upper side, the hollow members 40 and 40 are reversed, and the friction stir welding is similarly performed.

  The structure of the joint between the hollow shape member 40 and the side beam 31 is the same as that of FIG. 10 as shown in FIG. 9, and the friction stir welding is similarly performed. In general, the side beams are joined as part of the underframe 30 and then welded to the side structure 10.

  It is desirable to perform friction stir welding after arc welding of the hollow member A and the hollow member B.

  When the vehicle collides with an obstacle, an impact load is applied to the hollow member B. The coupler that connects the vehicle bodies falls off due to the impact. For this reason, the edge part of one vehicle body collides with the edge part of the adjacent vehicle body. As a result, an impact acts on the plurality of hollow members B, the side beams 31 and the middle beams 36 from the end beams 39 of the frame 30. Further, an impact force acts on the side structure 10 and the roof structure 20 at the ends.

  Since there is a hollow member B that is softer than the hollow member A in the center at the end of the vehicle body, the hollow member B of the underframe 30 is deformed before the general part of the hollow member A when an impact is applied. And relieve shock. Since the middle beam 36 and the side beam 31 in the range of the hollow profile B are also easily deformed by the long holes, they are similarly deformed and allow the hollow profile B of the underframe 30 to be deformed. Further, the side structures 10 and 10 and the roof structure 20 are also deformed because the ends are made of the soft hollow material B in the same manner as the frame 30.

Here, the impact force relaxation characteristics of the hollow member B will be described. When a compressive load is applied, the load-deformation behavior as shown in FIG. 11 is shown. Depending on the characteristics of the material, as shown in FIG. 12, the material I has high strength such as tensile strength and proof stress and small elongation (brittle), the material III has low strength but good elongation (viscous), and the above materials I and III Materials II exhibiting intermediate properties are conceivable. In the material of the curve shown by X (X ₁ , X ₂ ) in FIG. 11 (material corresponding to the strength characteristic I in FIG. 12), the load resistance increases, but the load resistance after exceeding the maximum load decreases rapidly. Will do. On the other hand, the material having low strength and large elongation (material corresponding to the strength characteristic III in FIG. 12) has a low maximum load resistance as indicated by the curve indicated by Y in FIG. It shows the characteristics that do not deteriorate.

  The range of the shaded portion shown in the example of the Y curve indicates the fracture energy of this material. Comparing the X and Y curves, it can be seen that the material having moderate strength and good elongation (in this case, the material of the Y curve) has higher fracture energy due to the deformation behavior after the maximum load resistance. It is important to select a material having such a strength characteristic Y as the buffer member B. The material of the Y curve can be easily obtained by treating the extruded profile with, for example, an O material.

  In the case of the X curve, since the strength of the material is high and the elongation is small, the elongation cannot follow the stress imbalance in the cross section of the member, resulting in partial destruction, and the load resistance is drastically reduced. Become. On the other hand, in the case of the Y curve, the maximum load bearing capacity of the member is lower than that in the case of the X curve, but because the elongation of the material is large, it partially plastically deforms due to the stress variation in the cross section (the elongation can follow). As a whole, it does not lead to a sudden decrease in load resistance, and can be greatly deformed while maintaining a certain load resistance.

  For this reason, when an impact is applied to the end portion of the vehicle body, the hollow member B is deformed and collapsed before the general portion A of the hollow member, and the impact applied to the vehicle body is reduced. The hollow shape is deformed into a bellows shape. Further, since the member B is formed of a hollow shape member, its in-plane bending rigidity and out-of-plane bending rigidity are higher than that of a general thin plate structure, and a composite structure including two face plates and a diagonal member. Therefore, it also has an effect that the absorption characteristic of fracture energy is high (per unit plane area) with respect to the compressive load.

  The plurality of hollow members B, B are joined by friction stir welding along the longitudinal direction of the vehicle body to which an impact is applied. When this joining is arc welding, the welded portion is broken and it becomes difficult to deform into a bellows shape, and the energy absorption characteristics are deteriorated. In the case of arc welding, this can be understood from the fact that the impact value of the welded portion is greatly reduced compared to the impact value of the base material. However, the impact value of the friction stir weld is higher than that of arc welding, and the joint does not break. This is presumably because the metal structure of the joint becomes fine due to friction stir welding and the energy absorption value is high. For this reason, when friction stir welding is performed, each hollow shape is deformed as prescribed, and impact energy can be absorbed.

  The ends of the middle beam 36 and the side beam 31 may be softened by heat treatment like the hollow profile B. In this case, the end portion and the central portion may be one member or integrated by welding. In the case of a hollow shape, it is fitted as described above.

In the above embodiment has been friction stir welding from both sides of the hollow shape member, but as shown in FIG. 9 of Patent Document 2, and joining the other face plate between the surface of the hand of the hollow shape member, then the one possible of the face plate together, so that bonded via the connection member.

  The embodiment of FIG. 13 will be described. In the hollow member extending over the entire length of the vehicle body, the process of separating the hollow member is not performed. Heat treatment (annealing) is carried out while keeping the desired length portions B and B at both ends of the long hollow shape member. As a method of this heat treatment, a case where it is partially performed in a heating furnace, a case where it is partially heated such as induction hardening, and a hollow shape material having a desired characteristic is considered. In this manner, after forming a hollow shape having the entire length of the vehicle body, a plurality of hollow shapes are joined to produce a frame.

  In the above embodiment, the frame, the side structure, and the roof structure have the same length, but the lower part of the vehicle body at the head part of the head car is provided so as to project forward, and the floor of the projecting part is formed in the hollow shape. It can be made of material B. This floor constitutes an end of the underframe, and the space above the floor of the protruding portion may be a space or an installation space for operation equipment.

  The embodiment of FIG. 14 will be described. This embodiment facilitates replacement of the end of the vehicle body after a collision. Flange 61, 61 is arc welded to the ends of the hollow profiles A, B. The flange 61 protrudes toward the inside of the vehicle. The flanges 61 and 61 are connected with bolts and nuts.

  Further, when the hollow shape material is not annealed, the connection portion between the face plate and the truss-like connection material is partially removed to facilitate deformation due to an impact load. The connecting portion is removed by cutting from the outer surface side of the face plate. Further, the removal of the connecting portion can be performed on the annealed material. Moreover, although the structure is comprised with the hollow shape material, it can comprise with a thin plate and a bone member suitably.

  The technical scope of the present invention is not limited to the language described in each claim of the claims or the language described in the means for solving the problem, and extends to a range easily replaced by those skilled in the art. Is.

It is a perspective view of the edge part of the vehicle body of the rail vehicle of one Example of this invention. It is a top view of the frame of the edge part of the vehicle body of FIG. FIG. 3 is a sectional view taken along line III-III in FIG. 1. It is explanatory drawing of the manufacturing method of the hollow shape material of one Example of this invention. It is a top view of the whole frame structure. It is a perspective view of the edge part of the base frame of FIG. It is VII-VII sectional drawing of FIG. It is VIII-VIII sectional drawing of FIG. It is IX-IX sectional drawing of FIG. It is XX sectional drawing of FIG. It is explanatory drawing of the impact energy of material. It is a stress-strain diagram of material. It is explanatory drawing of the manufacturing method of the hollow shape material of the other Example of this invention. It is sectional drawing of the principal part of the other Example of this invention.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 ... Side structure, 20 ... Roof structure, 30 ... Underframe, 31 ... Side beam, 35 ... Pillow beam, 36 ... Middle beam, 38 ... Member, 39 ... End beam, A, B, 40 ... Hollow shape member, 41 42, face plate, 43, 45 ... connection plate.

Claims (1)

A rail vehicle composed of two side structures, a roof structure, and a frame,
The two side structures, the roof structure, and the underframe are each composed of a plurality of hollow shapes made of light alloy extruded shapes,
Each of the hollow shape members is composed of two face plates and a connection plate that connects the face plates to each other, and the pushing direction is arranged along the longitudinal direction of the rail vehicle, the two side structures, In the roof structure and the underframe, the plurality of hollow shapes are arranged in the circumferential direction of the rail vehicle, and the adjacent hollow shapes are joined by friction stir welding,
The hollow members constituting the two side structures, the roof structure, and the underframe are a central hollow member disposed at a central part in a longitudinal direction of the rail vehicle, and a central hollow member. It is composed of two vehicle end hollow shapes connected to both ends in the longitudinal direction,
In the rail vehicle, the vehicle end hollow shape material is an annealed material, and the vehicle end hollow shape material has a strength lower than the strength of the central portion hollow shape material,
The two face plates at the end of one of the hollow shape members of the center portion hollow shape material and the vehicle end portion hollow shape material are removed and the connection plate protrudes,
The connection plate at the end of the other hollow shape member of the center hollow shape member and the vehicle end hollow shape member is removed and the two face plates protrude,
The connecting plate from which the one hollow shape member protrudes is fitted between the two face plates of the other hollow shape material, and the longitudinal direction of the central hollow shape member in the fitted state is fitted. A rail vehicle characterized in that both ends and the vehicle end hollow shape member are connected by welding .

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