JP5243942B2 - Railway vehicle body structure - Google Patents

Description

  The present invention relates to a vehicle body structure of a railway vehicle, and more particularly, to a vehicle body structure of a railway vehicle having increased strength against an uneven load between a side structure portion and a roof structure portion.

  The vehicle body of a railway vehicle has a trunk portion having a frame portion, a side structure portion, and a roof structure portion, and both end portions of the trunk portion are closed by a not-shown wife structure. Each of the underframe portion, the side structure portion, and the roof structure portion has a box shape connected with the corner portions at the four corners therebetween. In many cases, the frame, side structure, roof structure, and wife structure, which are individually manufactured in advance, are manufactured by joining them using various methods such as bolts and welding. Usually designed.

  In order to improve safety in special cases, that is, safety in the event of a collision, in addition to the normal design, each frame, side structure, roof structure, and wife structure are located at the front of the vehicle body. There is also known a technique for reinforcing the corners of each other (for example, see Patent Documents 1 and 2).

  On the other hand, the present applicant recognizes the need to increase the strength against the side load, and in each part of the vehicle body in the longitudinal direction, between the corner part of the trunk part and the side structure part, the side structure part and the roof A vehicle body structure in which one or both of the structure parts are connected by a connecting member with a plurality of positions in the longitudinal direction in the body part as essential has been proposed (for example, see Patent Document 3).

As a result, the strength of the vehicle body against the side load received when the vehicle rolls over, collides from the side of another vehicle, collides with the other in the lateral direction of the vehicle, and the like is also improved at portions other than the head portion.
JP 2002-79939 A JP 2005-53306 A JP 2007-161084 A

  By the way, as the load acting on the body structure of the vehicle body, in addition to vertical load, coupler compression load, torsion load, etc. that are applied during normal use of the vehicle, longitudinal load, side load, roof load, oblique Load, eccentric side load, etc. Of these, side load, roof load, particularly side load F1 eccentric to the upper side as shown in FIG. 5, roof load F2 eccentric to one side, and oblique load F3 are likely to cause the vehicle body cross section to be deformed into a rhombus. The living space and the living space are narrowed from the state indicated by the solid line to the state indicated by the broken line. It is an important survival factor for passengers and occupants to suppress this in any case and secure a necessary space.

  This can be dealt with by increasing the number of reinforcing connecting portions by the connecting member described in Patent Document 3. However, like the one described in Patent Document 3, the addition of a reinforcing connecting portion using a dedicated connecting member increases the weight of the entire vehicle body, increases the running load, and increases the cost. In addition, since the connecting member described in Patent Document 3 is provided so as to project inward from the interior surface of the vehicle body, a position where the position is inconspicuous, such as aligning the position with the end of the cargo rack as the number increases, Will increase and affect the appearance of the interior.

  An object of the present invention is to provide a vehicle body structure for a railway vehicle that can sufficiently reinforce the space between the side structure part and the roof structure part without restraining the increase in weight and reducing the appearance of the interior, and that can ensure the safety of passengers in the unlikely event. It is to provide.

In order to achieve the above-described problems, the vehicle body structure of a railway vehicle according to the present invention is such that the side structure portion and the roof structure portion are connected to each other with a corner portion, and the reinforcing material of the side structure portion is loaded near the corner portion. In the vehicle body structure of a railway vehicle having a trunk portion to which a shelf support for supporting the shelf is attached, the load shelf support is narrower than at least the reinforcing material of the side structure, and is L-shaped, Z-shaped, U-shaped, U-shaped, A surface formed by the reinforcing material of the roof structure part connected to the reinforcing material of the side structure part, which has a cross-sectional shape of either a wa type or a hat type, and forms a part of a continuous reinforcing frame structure around the body trunk One feature is that they are attached to both sides in the vicinity of the corner portion and connected between the reinforcing members.

  In such a configuration, the cargo rack receiver covered by the interior material at the corner part between the side structure part and the roof structure part of the trunk part serves to support the cargo rack applied to the interior material from the inside, It is integrated to both sides from the vicinity of the corner portion of the reinforcing material of the side structure portion to the vicinity of the corner portion of the reinforcing material of the roof structure portion, and forms a connecting member that connects the reinforcing materials. Also, when the load that deforms the cross section into a rhombus is applied to the car body, the stress concentrated on the corner part is dispersed and absorbed in the entire load receiving box, and the connection part is reduced by compressive stress. In the interior material, each of them resists the tensile stress and prevents the deformation. In addition, the cargo rack is located in most of the longitudinal direction of the vehicle body corresponding to the side window installation area excluding the entrance and exit of the vehicle body, and the cargo rack receiver is attached to most or all of the reinforcing materials in the cargo rack installation area. Therefore, since the load on the load shelf is shared and supported, it is possible to significantly reduce or eliminate the number of joint members other than the load shelf receivers used for reinforcement between the side structure portion and the roof structure portion.

Further, in such a configuration, the cargo rack receiver covered by the interior material at the corner portion between the side structure portion of the trunk portion and the roof structure portion serves to support the cargo rack applied to the interior material from the inside. Then, it is attached to both sides from the vicinity of the corner portion of the vertical reinforcing material such as the pillars of the side structure portion to the vicinity of the corner portion of the reinforcing material such as rafters facing in the width direction of the roof structure portion. In addition, by forming a connecting member that connects these reinforcing materials, the deformation strength of the reinforcing material of the side structure portion and the roof structure portion is increased by the continuous reinforcement frame structure around the body of the vehicle body. Dispersion and absorption of stress concentrated in the corner when the load that deforms the diamond is applied to the whole load rack receiver, while compressing stress is used to reduce the space between the connecting parts, and tensile stress is used to increase the load. By preventing each deformation, Engaged on the inside of the interior material of the action. In addition, the cargo rack is located in most of the longitudinal direction of the vehicle body corresponding to the side window installation area excluding the entrance and exit of the vehicle body, and the cargo rack receiver is attached to most or all of the reinforcing materials in the cargo rack installation area. Therefore, since the load on the load shelf is shared and supported, it is possible to significantly reduce or eliminate the number of joint members other than the load shelf receivers used for reinforcement between the side structure portion and the roof structure portion. Further, in such a configuration, in addition to the above, the load rack receiver, in addition to the reinforcing material, has at least one of an L shape, a Z shape, a U shape, a U shape, a warp shape, and a hat shape, It can be reinforced by exhibiting higher bending and buckling strength than flat plates, and by selecting the cross-sectional shape of the load rack receiver, joining conditions such as welding to the reinforcing material of the side structure part and roof structure part to which it is connected, It is possible to adjust the strength balance.

  In the above, further, the inner side surface of the load rack receiver has a shape or position that avoids a connecting portion between the interior material covering the interior and the interior material of the ceiling, and the reinforcement material of the roof structure part from the reinforcement material side of the side structure part It can be characterized by standing to the side.

  In such a configuration, in addition to the above, in addition to the above, the inner side of the cargo rack receiver is configured so that the cargo rack holder rises from the reinforcing material side of the side structure part to the reinforcing material side of the roof structure part and connects them. Since it is in a shape or position that avoids the joint between the interior material covering this and the interior material on the ceiling, both continuity and linearity in the longitudinal direction of the vehicle body of the joint of these two interior materials are not impaired. It can be located inside the interior material.

  In the above, further, the inner side surface of the cargo rack receiver is inclined inward toward the joint portion between the interior material covering the interior shelf and the interior material of the ceiling, and rises below the height of the joint portion, A second rising portion that rises from the first rising portion through the outside of the connecting portion may be provided.

  In such a configuration, in addition to the above, the inner surface of the load rack receiver is further inclined such that the first rising portion rising below the height of the connecting portion toward the connecting portion of the two interior materials is inclined inward. In addition to becoming a spacer to secure the space for installing the door closing device and the device that displays subtitles such as destination and type between the outer plate and the outer plate, the connection between the two interior materials is obtuse, followed by The second rising part rises through the outside of the connecting part of the two interior materials, so that the two interior materials and the free inclination, position, and shape can be removed from the connecting part without the influence of the inclination of the first rising part. Get up.

  In the above, the second rising portion may be characterized in that the rising angle is smaller than the inclination angle of the first rising portion or has a rising angle inclined outward.

  In such a configuration, in addition to the above, the second rising portion rises in a simple straight shape from the first rising portion due to the difference in the rising angle from the first rising portion, and the connecting portion between the two interior materials Interference can be avoided.

  Further objects and features of the present invention will become apparent from the following detailed description and drawings. Each feature of the present invention can be used alone or in combination in various combinations as much as possible.

  According to one feature of the vehicle body structure of the railway vehicle according to the present invention, the cargo rack support supports the cargo rack applied to the inner side of the interior material covering the corner, while the corner member around the vehicle body trunk of the reinforcing member of the side structure portion is provided. Stress that concentrates in the corner when a load is applied that deforms the cross section into a rhombus in the car body by forming a connecting member that connects the vicinity of the corner and the vicinity of the corner of the reinforcing member of the roof structure. It is distributed and absorbed in the entire rack, while compressing stress is used to reduce the space between connecting parts and tensile stress is applied to enlargement, and it acts inside the interior material to prevent the deformation. It can be reinforced without damaging. In particular, the reinforcement is carried out by using a load shelf receiver that is attached to many or all of the reinforcement members in the load rack installation range excluding a part in the longitudinal direction of the vehicle body and supports the load of the load rack in a shared manner. Since the number of dedicated connecting members other than the above can be greatly reduced or eliminated, the increase in the weight and running load of the vehicle body can be greatly reduced.

  Further, according to another characteristic of the vehicle body structure of the railway vehicle of the present invention, in addition to the case of one characteristic, the load rack receiver further includes a vertical reinforcing material and a reinforcing material facing the width direction of the roof structure portion. By connecting the vicinity of these corner portions, the deformation resistance by the continuous reinforcing frame structure around the body trunk of the reinforcing material of the side structure portion and the roof structure portion can be increased, and the vehicle body strength can be improved.

  In addition to the above, the inner side surface of the coupled load shelf support rises from the reinforcing material side of the side structure part to the reinforcing material side of the roof structure part, and the joint between the interior material covering this and the interior material of the ceiling It avoids and does not impair the appearance of the interior, because it functions within the interior of both interior materials without impairing the continuity and linearity of the joint between the two interior materials in the longitudinal direction of the vehicle body.

  In addition to the above, the inner surface of the cargo rack receiver is a rising that is inclined inwardly below the height of the connecting portion of the first rising portion toward the connecting portion of the two interior materials. In addition to securing the installation space for the caption display device and door closing device between the two, the interior of the two interior materials is obtuse and the cornering is loosened, the second rising part is the first The free tilt, position, and shape are not affected by the tilt of the rising part, so that it can rise through the outside of the connecting part of the two interior materials, increasing the degree of design freedom, making it difficult to process due to notches etc. It can avoid the concentration.

  In addition to the above, the second rising part can stand up from the first rising part in a simple straight shape only by the difference in the rising angle from the first rising part and avoid interference with the connecting part of the two interior materials. It is easy to process and the reinforcing strength can be increased.

  In addition to the above, in addition to the above, the load shelf receiver has at least one of L-shaped, Z-shaped, U-shaped, U-shaped, wa-shaped, and hat-shaped as well as a reinforcing material. The strength can be reinforced, and by selecting the cross-sectional shape of the cargo rack receiver, it is possible to adapt the joining conditions and the strength balance by welding with the reinforcing material of the side structure part and the roof structure part to which it is connected.

  Embodiments according to the vehicle body structure of a railway vehicle according to the present invention will be described with reference to the drawings to provide an understanding of the present invention. In addition, the following description is a specific example of this invention, Comprising: The content of description of a claim is not limited.

  In the example shown in FIG. 1 of the present embodiment, as shown in FIG. 4, a railway vehicle having a trunk portion 5 in which a frame portion 1, a side structure portion 2, and a roof structure portion 3 are connected with a corner portion 4. This is an example of the vehicle body structure, and both end portions of the body portion 5 are closed by the wife structure 7 to constitute the vehicle body 6. For this reason, when the lateral load F1 is applied as shown in FIG. 3A, the maximum bending moment M is applied to the center position in the width direction of the roof structure portion 3, and the roof load F2 is applied as shown in FIG. When it works, the maximum bending moment M works on both corner portions 4. When the oblique load F3 is applied to one corner, the maximum bending moment M is applied to the other corner. The maximum bending moment concentrated in the width direction of the roof structure part 3 in FIG. 3 (a) depends solely on the reinforcing material 8 which is a rafter as shown in FIG. In order to avoid the rise, the reinforcing member 8 is selected to be thinner than the reinforcing member 9 which is a column such as a side column or a spacer of the side structure portion 2 shown in FIG.

  Therefore, in order to counter the maximum bending moment M of the corner portion 4 of the trunk portion 5, it is preferable to take reinforcement measures only in the range of the corner portion 4 where the strength of the reinforcing material 8 is insufficient. The same applies to the reinforcing member 9 of the side structure part 2. Therefore, the reinforcing members 8 and 9 may be reinforced only in the corner portion 4 as described in Patent Document 3.

  However, as described above, using a dedicated member for reinforcement has the disadvantage that the weight of the vehicle body and running resistance increase.

  To cope with this, in the present embodiment, as shown in FIG. 4, the side structure portion 2 and the roof structure portion 3 are connected to each other with a corner portion 4, and the corner portion of the reinforcing member 9 of the side structure portion 2 is connected. 4, in the vehicle body structure of a railway vehicle having a trunk portion 5 to which a cargo shelf receiver 12 for supporting the cargo rack 11 is attached, the cargo shelf receiver 12 is formed from the reinforcing member 9 of the side structure body portion 2 as shown in FIG. 1. It is assumed that the reinforcing material 8 of the roof structure portion 3 is integrated in the vicinity of the corner portion 4 and is connected to both the reinforcing materials 8 and 9. This integrated part is shown with reference numeral 13. The integration of the load shelf receiver 12 with the reinforcing members 8 and 9 is in principle formed integrally with the reinforcement members 8 and 9, but in reality, the load shelf receiver 12 is not integrally formed or integrally formed with either one. On the other side, with or without various contact parts such as mounting seats and mounting flanges, abutments, overlapping parts, and connecting brackets, caulking, welding, bolts and nuts, retaining and locking A technique such as a fastener including various bolts with a mechanism can be adopted. It is also possible to retrofit both the reinforcing members 8 and 9 by the above-described method as a load rack receiver 12 independent of both of the reinforcing members 8 and 9 for ease of manufacture.

  The shelf rack 12 covered by the interior material 14 at the corner portion 4 between the side structure portion 2 of the trunk portion 5 and the roof structure portion 3 in the trunk portion 5 is a load applied to the interior material 14 from the inside. While serving to support the shelf 11, the reinforcing material 9 is integrated into both sides from the vicinity of the corner portion 4 of the reinforcing member 9 of the side structure portion 2 to the vicinity of the corner portion 4 of the reinforcing member 8 of the roof structure portion 3. 8 and 9 are connected to each other, and in the unlikely event that a load is applied to the vehicle body 6 to deform the section into a diamond shape, the stress concentrated on the corner 4 is dispersed and absorbed by the entire shelf receiver 12. However, the compressing stress is used to reduce the space between the connecting portions, and the tensile stress is used to increase the size of the connecting portion. Further, the cargo rack 11 is located in almost the range in the longitudinal direction of the vehicle body corresponding to the installation area of the side window 15 as in the example shown in FIGS. 2A and 2B except for the entrance / exit portion of the vehicle body 5. 11 From the relationship of attaching and supporting the load of the load rack 11 by attaching the load rack receiver 12 to most or all of the reinforcing materials 9 in the installation range, the load rack is used for reinforcement between the side structure portion 2 and the roof structure portion 3. The number of dedicated connecting members (not shown) other than the receiver 12, that is, the number of connecting members as shown in Patent Document 3, can be greatly reduced or eliminated.

  As a result, the load rack receiver 12 supports the load rack 11 applied to the inner side of the interior material 14 that covers the load rack 12, while the corner portion 4 and the roof structure portion around the body 6 of the reinforcing member 9 of the side structure portion 2. 3 to form a connecting member that connects the vicinity of the corner portion 4 of the reinforcing member 8, and in the unlikely event that a load is applied to the vehicle body 6 to deform the section into a rhombus, stress concentrated on the corner portion 4 is loaded. While being dispersed and absorbed by the entire shelf holder 12, compressive stress is used to reduce the connection between the joints, tensile stress is applied to the expansion, and the function of preventing the deformation is performed inside the interior material. Can be reinforced without damage. In particular, the reinforcement is carried out by using a load receiving tray 12 that is attached to many or all of the reinforcing materials 9 in the installation range of the load storage 11 except for a part in the longitudinal direction of the vehicle body and supports the load of the load storage 11 in a shared manner. Since the number of dedicated connecting members other than the cargo rack receiver 12 can be significantly reduced or eliminated, the increase in the weight of the vehicle body 6 and the running load can be greatly reduced.

  Here, the load shelf receiver 12 also functions as an interior material receiver that supports the interior material 14 covering the interior from the inside. Moreover, it connects with the interior material 16 of a ceiling via the connection material 18 by the connection part 17, etc. Further, the side structure unit 2 having the side window 15 shown in FIG. 2B has a subtitle display window 21 for displaying the destination and a subtitle display window 22 for displaying the type, and the side in the range of the side window 15. There is a load shelf receiver 12 that is not arranged corresponding to the reinforcing material 9 that is a pillar, and since these cannot be integrated with the reinforcing material 9, it is larger than the load shelf receiver 12 that can be integrated with it corresponding to the reinforcing material 9, Although both the cross-sectional increase and the mounting strength are increased by itself, it is not suitable for reinforcing the connection between the reinforcing members 8 and 9. However, it is possible to provide a reinforcing material 9 in the form of a stud and integrate it so as to provide connection reinforcement between the reinforcing members 8 and 9. On the other hand, all of the cargo rack receivers 12 shown in FIG. 2A can be integrated with them corresponding to the reinforcing members 9, and are suitable for reinforcing the connection between the reinforcing members 8 and 9.

  Further, in conformity with the actual vehicle, the load rack receiver 12 is located near the corner portion 4 of the reinforcing member 8 facing the width direction of the roof structure portion 3 from the vicinity of the corner portion 4 of the longitudinal reinforcing member 9 of the side structure portion 2. It is possible to cope with the least improvement by passing and integrating the two and connecting the reinforcing members 8 and 9 together. Thereby, especially in the corner part 4 between the side structure part 2 of the trunk | drum 5, and the roof structure part 3, the shelf support 12 which the interior material 14 covers is the vertical reinforcement which is the pillars etc. of the side structure part 2 From the vicinity of the corner portion 4 of the material 9 to the vicinity of the corner portion 4 of the reinforcing material 8 such as rafters facing in the width direction of the roof structure portion 3, the two reinforcing materials 8 and 9 are connected to each other. In addition, in order to enhance the deformation resistance by the continuous reinforcement frame structure around the body of the vehicle body 6 of the reinforcing member of the side structure part 2 and the roof structure part 3, the cross section of the vehicle body 6 is changed to a rhombus. Dispersing and absorbing the stress concentrated in the corner when the load to work is distributed and absorbed throughout the load shelf receiver 12, it is compressive stress to reduce the space between the connecting parts, tensile stress to expand, By resisting each, the action to prevent the deformation is operated inside the interior material. . Therefore, the cargo rack receiver 12 connects the side reinforcement part 2 and the roof structure part 3 by connecting the vertical reinforcement material 9 and the reinforcement material 8 facing the width direction of the roof structure part 3 between the corner parts 4. Therefore, the deformation resistance due to the continuous reinforcing frame structure around the body 6 of the reinforcing members 8 and 9 can be further increased as compared with the previous example, and the vehicle body strength can be further improved.

  Further, the reinforcing members 8 and 9 are positioned so as to correspond to each other on the continuous reinforcing frame structure around the body of the vehicle body 6, and the corresponding members are indicated directly or in phantom lines by the connecting portion 24 shown in FIG. It is suitable for reinforcement to connect via the eaves girder 25. This connection can also be done in this way, with various contact parts such as mounting seats and mounting flanges, padding parts, overlapping parts, with or without connecting fittings, caulking, welding, bolts and nuts, A technique such as a fastener including various bolts having a retaining mechanism and a locking mechanism can be employed.

  Further, in the illustrated example, the inner side surface 12a of the load rack receiver 12 has a shape or position avoiding the connecting portion 17 between the interior material 14 covering the interior and the interior material 16 on the ceiling, and the reinforcing material of the side structure portion 2. It stands up from the 9 side to the reinforcing material 8 side of the roof structure part 3. As a result, the load shelf receiver 12 rises from the reinforcing material 9 side of the side structure part 2 to the reinforcing material 8 side of the roof structure part 3 and connects them. Since it is in the shape or position that avoids the connecting portion 17 between the covering interior material 14 and the ceiling interior material 16, the continuity and linearity of the joint 19 of the two interior materials 14, 16 in the longitudinal direction of the vehicle body are achieved. Without damaging it, it can be located and function inside the interior materials 14 and 16 without damaging the appearance of the interior.

  Further, the inner side surface 12 a of the load rack receiver 12 is inclined inward toward the connection portion 17 between the interior material 14 covering the interior and the interior material 16 on the ceiling, and rises below the height of the connection portion 17. A portion 12a1 and a second rising portion 12a2 rising from the first rising portion 12a1 through the outside of the connecting portion 17 are provided. As a result, the inner surface 12a of the cargo rack receiver 12 is inclined inward with the first rising portion 12a1 rising below the height of the connecting portion 17 toward the connecting portion 17 of the two interior materials 14 and 16, and the interior material 14 In addition to a space that secures a space S for installing a door closing device and a device that displays subtitles such as destination and type between the outer plate and the outer plate, the connection between the two interior materials 14 and 16 is obtuse. Then, the second rising portion 12a2 following this rises through the outside of the connecting portion of the two interior materials, so that the two rising materials 14 and 16 and the connecting portion 17 are outside from the influence of the inclination of the first rising portion 12a1. It can stand up with free inclination, position and shape.

  As a result, the inner side surface 12a of the cargo rack receiver 12 is a rising that is inclined inwardly below the height of the connecting portion 17 of the first rising portion 12a1 toward the connecting portion 17 of the two interior materials 14 and 16, An installation space S for a device for displaying captions and a door closing device is secured between the interior material 14 and the outer plate 23, and further, the sharing width of the stress concentrated on the corner portion 4 is increased and the degree of reinforcement is increased. In addition to being improved, the interior of the two interior materials 14, 16 is obtuse and the cornering is loosened, and the second rising portion 12a2 is free to be affected by the inclination of the first rising portion 12a1. The shape can rise through the outside of the connecting portion 17 of the two interior materials 14 and 16, and the degree of freedom of design is increased, so that it is difficult to process due to notches or the like, and stress concentration is avoided. it can.

  For this reason, the second rising portion 12a2 may have a rising angle smaller than the inclination angle of the first rising portion 12a1, or may have a rising angle that inclines outward as in the illustrated example. Accordingly, the second rising portion 12a2 rises in a simple straight shape as illustrated from the first rising portion 12a1 due to a difference in rising angle from the first rising portion 12a1, and connects the two interior materials 14 and 16. Interference with the part 17 can be avoided. Accordingly, the second rising portion 12a2 rises in a simple straight shape from the first rising portion 12a1 only by the difference in the rising angle from the first rising portion 12a1, and interferes with the connecting portion 17 of the two interior materials 14, 16. Can be avoided, it is easy to process, and the reinforcing strength can be increased.

  Finally, the reinforcing members 8 and 9 and the shelf holder 12 may be at least one of L-shaped, Z-shaped, U-shaped, U-shaped, wa-shaped, and hat-shaped cross-sectional shapes. 12 has a cross-sectional shape that is at least one of L-shaped, Z-shaped, U-shaped, U-shaped, wa-shaped, and hat-shaped along with the reinforcing members 8 and 9, and exhibits higher bending and buckling strength than a flat plate. It is possible to reinforce, and by selecting the cross-sectional shape of the cargo rack receiver 12, it is possible to adjust the joining condition and strength balance by welding with the reinforcing members 8 and 9 of the side structure part 2 and the roof structure part 3 to which they are connected. . Accordingly, the cargo rack receiver 12 has a cross-sectional shape that is at least one of L-shaped, Z-shaped, U-shaped, U-shaped, wa-shaped, and hat-shaped together with the reinforcing members 8 and 9, and is higher in bending and buckling than a flat plate. It can be reinforced with strength, and by selecting the cross-sectional shape of the load rack receiver 12, it is possible to join conditions and strength balance by welding to the reinforcing members 8 and 9 of the side structure part 2 and the roof structure part 3 to which they are connected. Can be adapted.

Here, the relationship between the load received by a collision in the cross section of the vehicle body 6 and the deformation and destruction will be examined in detail for each load.
1) Crushing load A large compressive load acts in the out-of-plane direction near the point of load application. This large compressive load is generally called “contact force”. Due to this large compressive load, the structure is locally compressed and fractured and partially collapsed or greatly deformed.
2) Bending moment A bending moment due to an out-of-plane load acting on the point of action is generated in the structure, but the part is not only at the point of action but also at a part with a strong restraining force away from the point of action. Occurs. Due to this large restraining moment, the structure is bent and broken to become a plastic hinge and locally broken, causing the entire structure to be greatly deformed and narrowing the remaining space. The presence of a bending moment means the presence of a shearing force at the same time. Since the bending moment gradient becomes a shearing force, the structure may be sheared and destroyed when the bending moment changes greatly. Generally, a member is separated into a tension side and a compression side by a bending moment, and the tension side may be divided.
3) In the following, we will consider the drastic reduction of the remaining space in the room due to the collapse of the vehicle body cross section (cross section) due to the bending moment and its response.

Lateral load:
This is a case where the lateral load described above is applied to the side surface of the vehicle body. Here, a case where a hard object hits the vehicle side surface or a case where the vehicle itself deviates from the rail and hits a hard object from the side surface will be described.

  The maximum moment when a lateral load is applied is generated at the highest point of the roof and the frame. Of these, the underframe supports the floor under vertical load and is the strongest of the components of the vehicle body, and has a sufficiently high strength and rigidity. On the other hand, it can be said that the strength of the roof structure portion is the smallest among the constituent parts of the vehicle body because the vertical load applied to the roof is small and the weight must be reduced to lower the center of gravity.

  Therefore, in order to suppress the vehicle body cross-sectional deformation against the lateral load, it is desirable to increase the overall strength rigidity of the roof structure including the roof top. However, in order to reinforce the roof structure, it is inevitable that the center of gravity rises with a large weight increase. For this reason, it can be said that it is difficult to strengthen the whole roof structure part.

  In such a case, focusing on the fact that the cross section of the roof structure part has an arch shape as seen in FIG. 1, even if an out-of-plane roof load acts near the top of the roof structure part, Of the out-of-plane bending moments near the point of load application, some are converted to the axial force component of the roof rafter, reducing the bending moment, so that both ends of the reinforcing material 8 that is the roof rafter as described above, That is, it was sufficient to strengthen the vicinity of the joint portion between the roof structure portion and the side structure portion.

Eccentric lateral load:
In the case of a lateral load, the height of the load center is biased toward the upper and lower ends of the side structure part. In this case as well, the same as in the case of the lateral load described above, but if the lateral load acting height approaches the upper end of the side structure part, the distance from the roof structure part decreases, so the bending moment generated in the roof structure part is Get smaller. On the other hand, if the lateral load acting height is close to the lower end of the side structure, the distance to the roof structure will increase, but the rigid frame will support most of the lateral load. The load becomes smaller. As a result, the situation of the lateral load is similar.

Roof load:
This is the case when you hit the ground with the car body section upside down, when you hit the side wall with the car body section lying down, or when a heavy object falls on the normal car body section from above. .

  The maximum bending moment at the time of roof load action occurs at the point of load action and at the junction between the side structure part and the roof structure part, that is, at the corner part. Therefore, when a load acts on the roof structure part, it is effective to secure the remaining indoor space by improving the in-section strength rigidity of the entire roof rafter and the corner parts on both sides.

  In this case, as in the case of lateral load, if the roof structure part has an arch shape, the load is applied according to the arch theory even when an out-of-plane roof load acts near the top of the roof structure part. Of the out-of-plane bending moments near the point of action, some are converted into the axial component of the roof rafter, reducing the bending moment. Therefore, as described, the roof rafter, that is, both ends of the reinforcing member 8, that is, It was sufficient to strengthen the vicinity of the joint between the roof structure and the side structure.

Diagonal load:
This is the case when the vehicle cross section is slanted and hits a hard object.

  In the case of an oblique load, the portion of the cross section of the vehicle body is a joint portion between the side structure portion and the roof structure portion, that is, a joint portion between the corner portion or the side structure portion and the base frame portion. No mention is made in the case of receiving an oblique load at the joint between the street side structure part and the frame part.

  When an oblique load is applied to the joint between the side structure and the roof structure, the maximum bending moment is the load application point, that is, the joint between the corner structure and the side structure opposite to the load and the roof structure. Occurs at a corner. Therefore, in order to improve the strength in the cross section in order to suppress the deformation of the cross section of the car body against a load that causes the corner parts to collide diagonally, the cross section strength rigidity of both corner parts where the maximum bending moment acts is improved. Therefore, it was sufficient to strengthen the vicinity of the joint portion of the roof structure portion with the side structure portion as described above.

  INDUSTRIAL APPLICABILITY The present invention can be practically applied to the body of a railway vehicle, and can increase the strength against side loads that are insufficient in a normal design without increasing the weight or complicating the structure.

It is a cross-sectional view of a main part showing one example of a vehicle body of a railway vehicle according to an embodiment of the present invention. It is a schematic front view which shows the arrangement | positioning relationship of the pillar (reinforcement material) of the same vehicle body, a shelf holder, and a rafter (reinforcement material) in two examples. It is explanatory drawing which shows the relationship between the load in a general vehicle body, and the maximum moment action position. It is a cross-sectional view which shows the principal part of the conventional vehicle body. It is explanatory drawing which shows the relationship between the load in a vehicle body in general, and a rhombus deformation.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Base frame part 2 Side structure part 3 Roof structure part 4 Corner part 5 Trunk part 6 Car body 7 Wife structure 8, 9 Reinforcement material 11 Load shelf 12 Load shelf receptacle 12a Inner side surface 12a1 1st rise part 12a2 2nd rise part 13 Integrated Converting parts 14, 16 Interior material 17 Connecting part 18 Connecting part 19 Connecting part 21, 22 Subtitle display window 23 Outer plate 24 Connecting part 25

Claims (5)

In the vehicle body structure of a railway vehicle, the side structure part and the roof structure part are connected to each other with a corner part, and the body part has a trunk part to which a luggage rack supporting the luggage rack is attached in the vicinity of the corner part of the reinforcing material of the side structure part.
The load-bearing receptacle is narrower than at least the reinforcing material of the side structure, has a cross-sectional shape of L-type, Z-type, U-type, U-type, wa-type, or hat-type, and is continuously reinforced around the car body Connected to the reinforcing material of the side structure part constituting a part of the frame structure and integrated to both sides in the vicinity of the corner portion in the plane made by the reinforcing material of the roof structure part, and the reinforcing materials were connected. A vehicle body structure for a railway vehicle. The cross-sectional shape of the reinforcing material for the roof structure part and the reinforcing material for the side structure part is either Z-shaped or hat-shaped, and the cross-sectional shape of the load rack receiver is either L-shaped or U-shaped. The vehicle body structure of a railway vehicle according to claim 1, wherein The inner side surface of the load rack receiver rises from the reinforcing material side of the side structure part to the reinforcing material side of the roof structure part in a shape or position that avoids the connecting part between the interior material covering it and the ceiling interior material. The vehicle body structure of a railway vehicle according to claim 1 or 2 , wherein An inner side surface of the load rack receiver is inclined inward toward a connection portion between the interior material covering the interior material and the interior material of the ceiling, and a first rising portion that rises below the height of the connection portion; The vehicle body structure of a railway vehicle according to any one of claims 1 to 3 , further comprising a second rising portion that rises from the rising portion through the outside of the connecting portion. 5. The vehicle body structure of a railway vehicle according to claim 4 , wherein the second rising portion has a rising angle that is smaller than an inclination angle of the first rising portion or is inclined outward. .