JP5086031B2 - Fitting structure and railway vehicle structure - Google Patents

Description

  The present invention relates to a joint structure and a railway vehicle structure, and more particularly, to a joint structure that connects and connects a first bone member and a second bone member having a flange and a web, and a railway vehicle structure including the joint structure.

  As shown in FIG. 11, many railcar structures have a joint structure in which intersecting bone members 110 and 120 are connected to each other. In this joint structure, the bone members are cross-shaped (part A in FIG. 11). Alternatively, it is connected in a T shape (B portion in FIG. 11) (see, for example, Patent Document 1). The railcar structure disclosed in Patent Document 1 combines a vertical member and a horizontal member by attaching a solid joint to a connecting portion between the vertical member and the horizontal member.

  Various techniques are known in addition to the technique of connecting bone members (vertical members, horizontal members) using a solid joint as disclosed in Patent Document 1 described above. FIG. 12 is a diagram showing a cross-shaped joint structure of portion A shown in FIG. 11, and FIG. 13 is a diagram showing a T-shaped joint structure of portion B shown in FIG. FIG. 14 is a schematic diagram for explaining a joining method of the cross-shaped joint structure shown in FIG. Here, a joint structure according to an example of the related art will be described with reference to FIGS.

  As shown in FIGS. 12 and 13, this joint structure is configured by joining intersecting longitudinal bones 110 and transverse bones 120 by welding. The longitudinal bone 110 and the lateral bone 120 have a pair of opposing flanges 111 and 121 and webs 112 and 122 that connect the pair of flanges 111 and 121, respectively, and have a U-shaped cross section (channel shape). doing.

Japanese Patent Laid-Open No. 9-30414

  In the joint structure described in Patent Document 1 and the joint structure shown in FIG. 12, as shown in FIG. 14, in the portion where the bone members are connected in a cross shape, either the longitudinal bone 110 or the lateral bone 120 is used. On the other hand (in FIG. 14, the lateral bone 120) needs to be divided. And it welds in the state which butted the edge part of the divided horizontal bones 120a and 120b to the side part of the longitudinal bone 110 from both sides.

  The joint structure disclosed in Patent Document 1 and the joint structure shown in FIG. 14 have the following problems.

  First, the first problem is that anisotropy occurs in the strength of the joint structure. In other words, the fatigue strength along the unbroken longitudinal bone 110 has the fatigue strength of the original member, but the fatigue strength along the lateral bones 120a and 120b connected via the longitudinal bone 110 is the base material at the connecting portion. Are not connected directly, but are only connected via welded metal by welding, so it is weaker than when not divided. In Patent Document 1, a reinforcing material is used to secure the strength of the joint structure. However, there are problems that the number of parts increases and the weight increases by the amount of the reinforcing material.

  The second problem is that it is necessary to position the longitudinal bone 110 and the transverse bones 120a and 120b relative to each other during assembly welding, which deteriorates the efficiency of the assembly work. Furthermore, when the lateral bones 120a and 120b to be welded to the longitudinal bone 110 are welded with the mutual positions shifted, the axial force between the lateral bones 120a and 120b is not accurately transmitted, and the original fatigue There is also a disadvantage that the strength is not exhibited.

  The third problem is that in order to weld the transverse bones 120a and 120b to the longitudinal bone 110, the transverse bones 120a and 120b need to be divided in advance from the base material (lateral bone 120). The work increases, and in addition, the number of parts increases.

  The fourth problem is that welding of the longitudinal bone 110 and the transverse bone 120a and welding of the longitudinal bone 110 and the transverse bone 120b are required in the portion where the bone members are connected in a cross shape, and the welding amount is large. It is to increase. In particular, as shown in FIG. 14, it is necessary to use arc welding, which requires more complicated work than spot welding or plug welding, in welding of the longitudinal bone 110 and the transverse bone 120 a where the flanges 111 and 121 do not overlap each other. There is. As a result, there is a problem that heat distortion occurs in the longitudinal bone 110 and the transverse bone 120a due to heat applied during arc welding.

  Accordingly, the present invention has been made to solve the above-described problem, and a joint structure that can be connected without dividing any of the first bone member and the second bone member, and its An object of the present invention is to provide a railway vehicle structure having a joint structure.

In order to achieve the above object, the joint structure of the present invention is a joint structure in which a first bone member and a second bone member each having a pair of flanges and a web connecting the pair of flanges are connected to each other. An opening for inserting the second bone member is formed in the web of the bone member. The first bone member includes a flange extending from the flange, and the second bone member is inserted into the opening in the state where the second bone member is inserted into the opening. The flange of the first bone member and the flange of the second bone member are joined , and the flange portion and the flange of the second bone member are joined .

  In the joint structure according to the present invention, as described above, the flange of the first bone member and the flange of the second bone member are joined in a state where the second bone member is inserted into the opening. Any member of the second bone member can be connected without being divided. For this reason, the fatigue strength of a joint structure improves the 1st bone member and the 2nd bone member compared with the case where the parted bone member is joined by welding. As a result, it is possible to mitigate the occurrence of anisotropy in the fatigue strength of the joint structure. Further, in the present invention, since it is not necessary to use another part (reinforcing material or the like) for securing the strength of the joint structure, it is possible to suppress an increase in the number of parts and to increase the weight of the joint structure. Can be suppressed.

  Furthermore, in the present invention, the positioning operation of the second bone member relative to the first bone member can be omitted during assembly. Further, unlike the case where the divided bone members are positioned separately, the axial force of the bone member is not displaced in the present invention, so that the axial force can be accurately transmitted.

  Moreover, in this invention, the problem that the division | segmentation operation | work of a bone member and the number of parts of a bone member increase can be eliminated.

  Moreover, in this invention, both bone members are connected by joining the flange of a 1st bone member and the flange of a 2nd bone member. Therefore, compared to the case of joining three members, ie, the two separated bone members and the bone member to which the two bone members are joined, the welding amount for joining can be reduced. In addition, since the number of joints is reduced, the joint strength can be prevented from varying, and the strength of the joint structure can be stably secured. Furthermore, the flange of the first bone member and the flange of the second bone member can be joined by spot welding or plug welding, which is easier to work than arc welding or the like.

Further , the flange and the flange of the second bone member are joined with the second bone member inserted into the opening. If comprised in this way, since the joining area with the flange of a 2nd bone member will increase by the part of the collar part extended from the flange, a 1st bone member and a 2nd bone member can be joined firmly. .

  In the joint structure, preferably, the web of the first bone member and the web of the second bone member are joined in a state where the second bone member is inserted into the opening. If comprised in this way, in addition to joining the flange of a 1st bone member and the flange of a 2nd bone member, the web of a 1st bone member and the web of a 2nd bone member are joined, Therefore 1st bone The member and the second bone member can be joined more firmly.

  The railcar structure of the present invention includes any one of the joint structures described above. If comprised in this way, the rail vehicle structure provided with the joint structure which can connect without dividing any member of a 1st bone member and a 2nd bone member can be obtained.

  Hereinafter, embodiments of a joint structure according to the present invention will be described with reference to the drawings.

(First embodiment)
FIG. 1 is a view showing a railway vehicle structure including a joint structure according to a first embodiment of the present invention. 2 and 3 are perspective views showing the joint structure according to the first embodiment of the present invention. 4A is a plan view, FIG. 4B is a front view, and FIG. 4C is a side view of the joint structure according to the first embodiment of the present invention. Hereinafter, the structure of the joint structure according to the first embodiment of the present invention will be described with reference to FIGS.

  The joint structure 1 according to the first embodiment is used in the railway vehicle structure (for example, underframe) shown in FIG. 1, and the railway vehicle structure includes a plurality of vertical bones 10 and a plurality of horizontal bones 20. It is configured by assembling in a shape.

  As shown in FIGS. 2 to 4, the joint structure 1 has a longitudinal bone 10 and a transverse bone 20, and the transverse bone 20 penetrates through an opening 12 a provided in the web 12 of the longitudinal bone 10.

  The longitudinal bone 10 is a U-shaped member (channel shape) having a pair of opposing flanges 11 and a web 12 connecting the pair of flanges 11. In the present embodiment, the web 12 is provided with an opening 12a (see FIG. 5B) into which a transverse bone 20 described later can be inserted. The opening 12 a is formed in a U shape along the outer shape of the transverse bone 20 having a U-shaped cross section, and has a size equal to or larger than the cross-sectional area of the lateral bone 20. Thereby, the horizontal bone 20 can be easily inserted into the opening 12a. However, the portion of the opening 12a through which the web 22 of the transverse bone 20 passes has an interval equal to the thickness of the web 22 of the transverse bone 20 as shown in FIG. In this state, the inner peripheral surface 12b of the opening 12a and the web 22 of the transverse bone 20 abut (see FIGS. 3 and 4). Moreover, the flange 11 is comprised so that it may contact | abut with the flange 21 of the horizontal bone 20 inserted with respect to the opening part 12a. Further, in the present embodiment, the longitudinal bone 10 is provided with a flange portion 11a extending from the flange 11 so that the contact area between the lateral bone 20 and the flange 21 is increased. The flange portion 11 a extends in the same direction as the direction in which the flange 11 extends from the end portion of the web 12.

  FIG. 5 is a perspective view showing a method for creating a longitudinal bone according to the first embodiment shown in FIG. Here, a method for creating the longitudinal bone 10 will be described. First, as shown in FIG. 5A, a sheet metal 10A provided with a substantially U-shaped opening 12a 'and a flange 11a' is cut out using a laser cutting machine or the like. Then, by bending each of the valley fold lines 13 (one-dot chain lines in FIG. 5) as creases, a pair of opposing flanges 11 are formed as shown in FIG. 5 (b). The flange 11 is bent so as to stand vertically with respect to the surface including the web 12. In this way, the longitudinal bone 10 having a U-shaped cross section and having the opening 12a and the flange 11a is created.

  In this embodiment, unlike the conventional bone member, it is necessary to provide the opening 12a or the collar 11a. However, the operation of providing the opening 12a and the collar 11a is performed by a laser cutting machine or the like. Therefore, the work load does not increase compared to the conventional method.

  Generally, as described above, the U-shaped vertical bone 10 having the opening 12a formed in the web 12 has a remarkable bending strength in the Z direction (see FIG. 4) even when compared to a member having no opening. It will not decline. The reason for this is that the second-order moment and the section modulus in the Z direction of the U-shaped member are greatly affected by the portion far from the neutral axis, that is, the cross-sectional area of the flange 11, and thus near the neutral axis. This is because if the flange 11 remains even if there is an opening, the value does not decrease significantly.

The horizontal bone 20 is a U-shaped member having a pair of opposing flanges 21 and a web 22 connecting the pair of flanges 21 in the same manner as the vertical bone 10 described above. Here, the reason why the height dimension H1 of the horizontal bone 20 is made smaller than the height dimension H2 of the vertical bone 10 is that the horizontal bone 20 can be easily inserted into the vertical bone 10 during assembly. This is because to overlap the flange 11 and the flange portion 11a of the pair of flanges 21 and Tatekotsu 10. And this contact part is welded by methods, such as spot welding and plug welding.

  In the present embodiment, as described above, the flange 11 of the longitudinal bone 10 and the flange 21 of the transverse bone 20 are joined in a state where the transverse bone 20 is inserted into the opening 12a. Any member can be connected without being divided. For this reason, the fatigue strength of the joint structure 1 improves compared with the case where the conventional divided bone member shown in FIG. 14 is joined by welding. As a result, the occurrence of anisotropy in the fatigue strength of the joint structure 1 can be mitigated. Moreover, in this embodiment, since it is not necessary to use another parts (reinforcing material etc.) for ensuring the fatigue strength of the joint structure 1, the increase in the number of parts is suppressed, and the weight of the joint structure 1 is reduced. The increase can be suppressed.

  Further, when the longitudinal bone 10 and the transverse bone 20 are joined, the positioning work of the transverse bone 20 with respect to the longitudinal bone 10 can be omitted during assembly. In addition, unlike the conventional case where the separated bone members are positioned separately, in this embodiment, the axial cores of the bone members 10 and 20 are not displaced, so that the axial force can be accurately transmitted. .

  In addition, it is possible to solve the problem of dividing the longitudinal bone 10 or the lateral bone 20 and increasing the number of parts of the bone member.

  Further, both the bone members are connected by joining the flange 11 of the longitudinal bone 10 and the flange 21 of the transverse bone 20 by a method such as spot welding or plug welding. Therefore, as in the conventional joint structure shown in FIG. 14, compared to the case of joining three members, that is, the two separated bone members and the bone member to which the two bone members are joined, it relates to the joining. The amount of welding can be reduced. In addition, since the number of joints is reduced, the strength of the joint can be prevented from fluctuating, and the strength of the joint structure 1 can be stably secured. Furthermore, since the flange 11 of the vertical bone 10 and the flange 21 of the horizontal bone 20 overlap, it can be joined by spot welding or plug welding, which is simpler than arc welding.

  Further, in the present embodiment, the longitudinal bone 10 includes the flange portion 11a extending from the flange 11, and the flange portion 11a and the flange 21 of the horizontal bone 20 are in a state where the horizontal bone 20 is inserted into the opening portion 12a. Be joined. If comprised in this way, since the joining area with the flange 21 of the horizontal bone 20 will increase by the amount of the collar portion 11a, the vertical bone 10 and the horizontal bone 20 can be firmly joined.

(Second Embodiment)
6 and 7 are perspective views showing a joint structure according to a second embodiment of the present invention. 8A is a plan view, FIG. 8B is a front view, and FIG. 8C is a side view of the joint structure according to the second embodiment shown in FIG. 6. Next, with reference to FIGS. 6-8, the structure of the joint structure 2 by 2nd Embodiment of this invention is demonstrated.

  As shown in FIGS. 6 to 8, the longitudinal bone 30 is a U-shaped member (channel shape) having a pair of opposing flanges 31 and a web 32 connecting the pair of flanges 31. In the present embodiment, the web 32 is provided with a rectangular opening 32a (see FIG. 9B) into which a later-described transverse bone 20 can be inserted. Moreover, the flange 31 is comprised so that it may contact | abut with the flange 21 of the horizontal bone 20 inserted with respect to the opening part 32a. In the present embodiment, the longitudinal bone 30 is provided with a flange 31a extending from the flange 31 so that the contact area of the lateral bone 20 with the flange 21 is increased. Unlike the flange portion 11a according to the first embodiment, the flange portion 31a extends in a direction opposite to the direction in which the flange 31 extends with the web 32 interposed therebetween. In addition, a circular cut portion 32b is provided in a portion where the flange portion 31a, the flange 31, and the web 32 are connected to each other in order to avoid stress concentration.

FIG. 9 is a perspective view showing a method for creating a longitudinal bone according to the second embodiment shown in FIG. Here, a method for creating the longitudinal bone 30 will be described. First, as shown in FIG. 9A, using a laser cutting machine or the like, an H-shaped cut portion 32a ′ and four circular cut portions 32b ′ positioned at the end of the cut portion 32a ′. The sheet metal 30A provided with is cut out. Then, by folding the valley fold line 33 (the one-dot chain line in FIG. 9) as a fold, as shown in FIG. 9B, a pair of opposing flanges 31 and a pair of flanges 31a are formed. The flange 31 and the flange portion 31a are bent so as to stand upright with respect to the surface including the web 32. In this manner, the longitudinal bone 30 having a U-shaped cross section and having the opening 32a and the flange 31a is created.

  In the second embodiment, the horizontal bone is the same as that in the first embodiment, and therefore, the same reference numerals as those in the first embodiment are given and the description thereof is omitted.

  As mentioned above, although embodiment of this invention was described based on drawing, it should be thought that a specific structure is not limited to these embodiment. The scope of the present invention is shown not only by the above description of the embodiments but also by the scope of claims for patent, and further includes all modifications within the meaning and scope equivalent to the scope of claims for patent.

  For example, in the above embodiment, the joint structure has been described. However, the present invention is not limited to this, and includes a railway vehicle structure (base frame, side structure, wife structure, roof structure) provided with the joint structure.

  Moreover, in the said 1st Embodiment, the collar part 11a extended in the same direction as the direction where the flange 11 is extended from the edge part of the web 12 is provided, and the direction where the flange 31 is extended on both sides of the web 32 in the said 2nd Embodiment. However, the present invention is not limited to this, and in addition to the flange 41a corresponding to the flange 31a of the second embodiment, the present invention is not limited to this. A flange 51a corresponding to the flange 11a of the first embodiment may be further added.

  Moreover, although the said embodiment demonstrated the example using the longitudinal bone and horizontal bone of a cross-sectionally U-shape (channel shape), this invention is not restricted to this, A cross section is far from a neutral axis, such as a case where it is Z shape. A bone member having a large sectional area can be effectively applied to the joint structure of the present invention.

  Moreover, in the said 1st Embodiment, the part through which the web 22 of the horizontal bone 20 passes in the opening part 12a has only a space | interval equivalent to the thickness of the web 22 of the horizontal bone 20, and the state in which the horizontal bone 20 was inserted In the present invention, the inner peripheral surface 12b of the opening 12a and the web 22 of the horizontal bone 20 are in contact with each other. However, in the present invention, the inner peripheral surface 12b of the opening 12a and the web 22 of the horizontal bone 20 are arced. You may join by welding etc. In this case, the amount of the bonding material used for bonding increases, but the longitudinal bone and the transverse bone can be bonded more firmly.

It is the figure which showed the railway vehicle structure provided with the joint structure which concerns on 1st Embodiment of this invention. It is the perspective view which showed the joint structure which concerns on 1st Embodiment of this invention. It is the perspective view which showed the joint structure which concerns on 1st Embodiment of this invention. It is (a) top view, (b) front view, and (c) side view of the joint structure according to the first embodiment shown in FIG. It is the perspective view which showed the preparation method of the longitudinal bone which concerns on 1st Embodiment shown in FIG. It is the perspective view which showed the joint structure which concerns on 2nd Embodiment of this invention. It is the perspective view which showed the joint structure which concerns on 2nd Embodiment of this invention. It is (a) top view, (b) front view, (c) side view of the joint structure according to the second embodiment shown in FIG. It is the perspective view which showed the preparation method of the longitudinal bone which concerns on 2nd Embodiment shown in FIG. It is a perspective view of the longitudinal bone which concerns on the modification of this invention. It is the figure which showed the conventional railway vehicle structure. It is the figure which showed the cross-shaped joint structure of the A section shown in FIG. It is the figure which showed the T-shaped joint structure of the B section shown in FIG. It is a schematic diagram for demonstrating the joining method of the cross-shaped joint structure shown in FIG.

Explanation of symbols

10, 30 Longitudinal bone 20 Horizontal bone 11, 21, 31 Flange 12, 22, 32 Web 12a, 32a Opening 11a, 31a, 41a, 51a Hip

Claims (3)

In a joint structure for connecting a first bone member and a second bone member having a pair of flanges and a web connecting the pair of flanges, respectively,
Forming an opening into which the second bone member can be inserted into the web of the first bone member;
The first bone member includes a collar extending from the flange;
With the second bone member inserted into the opening, the flange of the first bone member and the flange of the second bone member are joined, and the flange and the flange of the second bone member are joined together. A joint structure characterized by being joined . The joint structure according to claim 1, wherein the web of the first bone member and the web of the second bone member are joined in a state where the second bone member is inserted into the opening. Characterized in that it comprises a joint structure according to claim 1 or 2, the railway car body structure.

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