JP5243942B2 - Railway vehicle body structure - Google Patents

Railway vehicle body structure Download PDF

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JP5243942B2
JP5243942B2 JP2008321693A JP2008321693A JP5243942B2 JP 5243942 B2 JP5243942 B2 JP 5243942B2 JP 2008321693 A JP2008321693 A JP 2008321693A JP 2008321693 A JP2008321693 A JP 2008321693A JP 5243942 B2 JP5243942 B2 JP 5243942B2
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load
vehicle body
reinforcing
reinforcing material
corner
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JP2010143354A (en
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英一 加藤
良典 河野
大海 森戸
知己 西野
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近畿車輌株式会社
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    • Y02T30/34

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Description

本発明は、鉄道車両の車体構造に関し、特に、側構体部および屋根構体部間の偏荷重に対する強度を高めた鉄道車両の車体構造に関するものである。   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.

鉄道車両の車体は、台枠部、側構体部、屋根構体部を持った胴部を有し、この胴部の両端部は図示しない妻構体で閉じられる。台枠部、側構体部、屋根構体部のそれぞれは四隅のコーナ部を挟んで繋がった箱形状をなしている。多くの場合、予め個別に製作した台枠部、側構体部、屋根構体部、妻構体を、ボルト類や溶接など各種の方法で接合して製作され、それぞれの構造や形状の違いに応じた通常設計がなされる。   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.

このような、通常設計とは別に、特別な場合の安全性、つまり衝突時の安全性向上のために、車体の先頭部につき、台枠部、側構体部、屋根構体部、妻構体部毎の隅角部を補強する技術も知られている(例えば、特許文献1、2参照)。   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).

一方、本出願人は、側面荷重に対する強度をも高める必要を認め、車体の長手方向各部で、胴部のコーナ部を挟んだ、台枠部および側構体部の部分間、側構体部および屋根構体部間、の一方または双方を、胴部における長手方向の途中複数個所を必須として連結部材にて連結した車体構造を先に提案している(例えば、特許文献3参照。)。   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).

これにより、車両の横転時、他車両の側方からの衝突時、車両の横方向での他への衝突時などに受ける側面荷重に対する車体強度がその先頭部以外においても向上する。
特開2002−79939号公報 特開2005−53306号公報 特開2007−161084号公報
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

ところで、車体の構体に働く荷重としては、車両の通常使用時に作用する垂直荷重、連結器圧縮荷重、捩り荷重などの他に、衝突などの非常時に作用する長手荷重、側面荷重、屋根荷重、斜め荷重、偏心側面荷重などがあげられる。これらのうち、側面荷重、屋根荷重、特に、図5に示すような上側に偏心した側面荷重F1、片側に偏心した屋根荷重F2、斜め荷重F3は、車体断面を菱形に変形させる原因になりやすく、居住空間、生存空間を実線で示す状態から破線で示す状態に狭める。これをどのような場合でも抑えて必要な大きさの空間を確保することは、乗客、乗員にとっての重要なサバイバルファクターになる。   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.

これには、特許文献3に記載の連結部材による補強連結部の箇所を増せば対応できる。しかし、特許文献3に記載のもののように、専用の連結部材を用いた補強連結部の増設は、車体全体の重量アップ、走行負荷の増大となるし、コストアップにもなる。また、特許文献3に記載の連結部材は、車体の内装面から内側に張り出すように設けられるので、その数が増えるほど荷棚の端部に位置を合わせるなど、目立たない位置を選べない位置が増え内装の見栄えに影響する。   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.

本発明の目的は、重量の増大を抑え、内装の見栄えを低下させずに、側構体部および屋根構体部間を十分に補強でき万一の場合の乗客の安全が図れる鉄道車両の車体構造を提供することにある。   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.

上記のような課題を達成するために、本発明の鉄道車両の車体構造は、側構体部、屋根構体部がコーナ部を有して繋がり、側構体部の補強材の前記コーナ部近傍に荷棚を支持する荷棚受を取り付けた胴部を持つ鉄道車両の車体構造において、荷棚受は、少なくとも前記側構体の補強材より幅が狭く、L型、Z型、U型、コ型、ワ型、ハット型のいずれかの断面形状を有し、車体胴回りの連続した補強枠構造の一部を構成する前記側構体部の補強材に連結されて前記屋根構体部の補強材が作る面内の前記コーナ部近傍に渡して双方に取り付け、それら補強材間を連結したことを1つの特徴としている。 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.

このような構成では、胴部の側構体部および屋根構体部間のコーナ部での、内装材が覆う荷棚受は、内装材に内側から当てがった荷棚の支持に供する一方で、側構体部の補強材の前記コーナ部の近傍から屋根構体部の補強材の前記コーナ部の近傍まで渡って双方に一体化し、それら補強材間を連結する連結部材をなしており、万一にも車体に断面を菱形に変形させる荷重が働いたときにコーナ部に集中する応力を荷棚受全体に分散、吸収しながら、連結部間が縮小することには圧縮応力にて、拡大することには引っ張り応力にて、それぞれ抗し、前記変形を防止する作用を内装材の内側で営む。また、荷棚は、車体の出入り口部を除く側窓設置域に対応した車体長手方向のほとんどの範囲に位置し、荷棚設置範囲にある補強材の多くに、または全てに荷棚受を取り付けて荷棚の荷重を分担支持する関係から、側構体部および屋根構体部間の補強に、荷棚受以外の専用の連結部材を併用する数を大幅に減らすか無くすことができる。   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.

また、このような構成では、胴部の側構体部および屋根構体部間のコーナ部での、内装材が覆う荷棚受は、内装材に内側から当てがった荷棚の支持に供する一方で、側構体部の柱類などである縦向きの補強材の前記コーナ部の近傍から屋根構体部の幅方向に向く垂木類などである補強材の前記コーナ部の近傍まで渡って双方に取り付けられ、それら補強材間を連結する連結部材をなして、側構体部および屋根構体部の補強材の車体胴回りの連続した補強枠構造による変形耐力を高めるのに併せ、万一にも車体に断面を菱形に変形させる荷重が働いたときにコーナ部に集中する応力を荷棚受全体に分散、吸収しながら、連結部間が縮小することには圧縮応力にて、拡大することには引っ張り応力にて、それぞれ抗することで、前記変形を防止する作用を内装材の内側で営む。また、荷棚は、車体の出入り口部を除く側窓設置域に対応した車体長手方向のほとんどの範囲に位置し、荷棚設置範囲にある補強材の多くに、または全てに荷棚受を取り付けて荷棚の荷重を分担支持する関係から、側構体部および屋根構体部間の補強に、荷棚受以外の専用の連結部材を併用する数を大幅に減らすか無くすことができる。また、このような構成では、上記に加え、さらに、荷棚受はその断面形状を、補強材と共に、L型、Z型、U型、コ型、ワ型、ハット型の少なくとも1つとして、平板よりも高い曲げ、座屈強度を発揮して補強できるし、荷棚受の断面形状の選択にて、それが連結する側構体部および屋根構体部の補強材との溶接などによる接合条件、強度バランスの適合調整ができる。 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.

上記において、さらに、荷棚受の内側面は、これを覆う内装材と天井の内装材との繋ぎ部を避けた形状またはおよび位置で、側構体部の補強材側から屋根構体部の補強材側に立ち上がっていることを特徴とすることができる。   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.

このような構成では、上記に加え、さらに、荷棚受が、側構体部の補強材側から屋根構体部の補強材側に立ち上がってそれらを連結するのに、荷棚受の内側面が、これを覆う内装材と天井の内装材との繋ぎ部を避けた形状またはおよび位置にあるので、それら2つの内装材の繋ぎ目の車体長手方向への連続性、直線性を損なうことなく、両内装材の内側に位置して機能することができる。   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.

上記において、さらに、荷棚受の内側面は、これを覆う内装材と天井の内装材との繋ぎ部に向け、内側に傾斜して、繋ぎ部の高さ未満に立ち上がる第1立ち上がり部と、この第1の立ち上がり部から繋ぎ部の外側を経て立ち上がる第2の立ち上がり部とを有していることを特徴とすることができる。   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.

このような構成では、上記に加え、さらに、荷棚受の内側面は、2つの内装材の繋ぎ部へ向け繋ぎ部の高さ未満に立ち上がる第1立ち上がり部が内側に傾斜して、内装材と外板との間に行き先や種別などの字幕表示をする機器やドア閉じ器を設置するスペースを確保するスぺーサとなるのに併せ、2つの内装材の繋がりを鈍角化し、これに続く第2立ち上がり部が2つの内装材の繋ぎ部の外側を経て立ち上がることで、第1の立ち上がり部の傾斜の影響なく2つの内装材およびその繋ぎ部から外側に外れる自由な傾斜、位置、形状で立ち上がれる。   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.

上記において、さらに、第2立ち上がり部は、第1立ち上がり部の傾斜角よりも立ち上がり角が小さいか、外側に向け傾斜する立ち上がり角を有していることを特徴とすることができる。   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.

このような構成では、上記に加え、さらに、第2立ち上がり部は、第1立ち上がり部との立ち上がり角度の違いによって、第1立ち上がり部から単純なストレート形状で立ち上がって2つの内装材の繋ぎ部との干渉を回避できる。   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.

本発明のそれ以上の目的および特徴は、以下の詳細な説明および図面の記載によって明らかになる。本発明の各特徴は、それ単独で、あるいは可能な限りにおいて種々な組合せで複合して用いることができる。   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.

本発明の鉄道車両の車体構造の1つの特徴によれば、荷棚受が、これを覆う内装材内側に当てがった荷棚を支持する一方、側構体部の補強材の車体胴まわりのコーナ部近傍と屋根構体部の補強材の前記コーナ部近傍との間を連結する連結部材をなして、万一にも車体に断面を菱形に変形させる荷重が働いたときにコーナ部に集中する応力を荷棚受全体に分散、吸収しながら、連結部間の縮小には圧縮応力で、拡大には引っ張り応力で抗し、前記変形を防止する作用を内装材の内側で営むので、内装の体裁を損なわずに補強できる。特に、補強は、車体長手方向の一部を除いた荷棚設置範囲にある補強材の多くに、または全てに取り付けて荷棚の荷重を分担支持する荷棚受を利用して、荷棚受以外の専用の連結部材を併用する数を大幅に減らすか無くせるので、車体の重量、走行負荷の増大を大幅に軽減できる。   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.

また、本発明の鉄道車両の車体構造の別の特徴によれば、1つの特徴の場合に加え、さらに、荷棚受は、縦向きの補強材および屋根構体部の幅方向に向く補強材をそれらのコーナ部近傍間を連結することで、側構体部および屋根構体部の補強材の車体胴回りの連続した補強枠構造による変形耐力を高め、車体強度の向上が図れる。   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.

上記に加え、さらに、側構体部の補強材側から屋根構体部の補強材側に立ち上がってそれらを連結荷棚受の内側面が、これを覆う内装材と天井の内装材との繋ぎ目を避けていて、それら2つの内装材の繋ぎ目の車体長手方向への連続性、直線性を損なうことなく、両内装材の内側に位置して機能するので、内装の体裁を損なうことはない。   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.

上記に加え、さらに、荷棚受の内側面は、第1の立ち上がり部の、2つの内装材の繋ぎ部へ向けた繋ぎ部の高さ未満の内側に傾斜した立ち上がりで、内装材と外板との間に字幕表示をする機器やドア閉じ器の設置スペースを確保するのに併せ、2つの内装材の繋がりを鈍角化し角張りを緩めた内装を実現し、第2立ち上がり部は第1の立ち上がり部の傾斜に影響されない自由な傾斜、位置、形状で2つの内装材の繋ぎ部の外側を経た立ち上がりができ設計自由度が高まるし、切り欠きなどができて加工しにくくなったり、応力の集中を招くようなことを回避できる。   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.

上記に加え、さらに、第2立ち上がり部は、第1立ち上がり部との立ち上がり角度の違いだけで、第1立ち上がり部から単純なストレート形状で立ち上がって2つの内装材の繋ぎ部との干渉を回避でき、加工しやすく、補強強度を高められる。   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.

上記に加え、さらに、荷棚受はその断面形状を、補強材と共に、L型、Z型、U型、コ型、ワ型、ハット型の少なくとも1つとして、平板よりも高い曲げ、座屈強度を発揮して補強できるし、荷棚受の断面形状の選択にて、それが連結する側構体部および屋根構体部の補強材との溶接などによる接合条件、強度バランスの適合化が図れる。   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.

本発明の鉄道車両の車体構造に係る実施の形態について、図を参照しながら説明し、本発明の理解に供する。なお、以下の説明は本発明の具体例であって、特許請求の範囲の記載の内容を限定するものではない。   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.

本実施の形態の図1に示す例は、図4に示すように、台枠部1、側構体部2、屋根構体部3がコーナ部4を有して繋がった胴部5を持つ鉄道車両の車体構造の場合の一例であり、胴部5の両端部は妻構体7により閉じられて車体6を構成する。このため、図3(a)に示すように横荷重F1が働いた場合、屋根構体部3の幅方向中央位置に最大曲げモーメントMが働き、図3(b)に示すように屋根荷重F2が働いた場合、両コーナ部4に最大曲げモーメントMが働く。また、斜め荷重F3が一方のコーナ部に働いた場合、他方のコーナ部に最大曲げモーメントMが働く。図3(a)の屋根構体部3の幅方向に集中する最大曲げモーメントに対抗するのは専ら図1に示すような垂木類である補強材8に依存することになるが、重量化、重心の上昇を避ける意味で、補強材8は図1に示す側構体部2の側柱や間柱などの柱類である補強材9よりも薄板で、断面形状もより簡単なものが選択される。   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.

そこで、胴部5のコーナ部4の最大曲げモーメントMに対抗するには、補強材8の強度不足が生じるコーナ部4の範囲に限定して補強対策をするのが好適となる。側構体部2の補強材9についてもほぼ同様である。そこで、特許文献3に記載のもののように補強材8、9に関しコーナ部4に限って補強すればよい。   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.

しかし、既述したように、補強のために専用の部材を用いるのでは、車体の重量や走行抵抗が徒に増大する不利がある。   However, as described above, using a dedicated member for reinforcement has the disadvantage that the weight of the vehicle body and running resistance increase.

これに対応するのに本実施の形態では、図4に示すように、側構体部2、屋根構体部3がコーナ部4を有して繋がり、側構体部2の補強材9の前記コーナ部4近傍に荷棚11を支持する荷棚受12を取り付けた胴部5を持つ鉄道車両の車体構造において、図1に示すように、荷棚受12は、側構体部2の補強材9から屋根構体部3の補強材8のコーナ部4近傍に渡して双方に一体化し、それら補強材8、9間を連結したものとしている。この一体化部分は符号13を付して示している。この荷棚受12の補強材8、9との一体化は、原理的には補強材8、9の双方に、現実的にはいずれか一方に荷棚受12を一体成形、一体成形しなかった側には、取り付け座や取り付けフランジなどの各種当接部、当て外部、重ね部、連結金具を用いて、あるいは用いないで、カシメ接合、溶接接合、ボルト・ナット、抜け止めや緩み止めの仕掛けを持った各種のボルトを含む締結具などの手法を採用することができる。製作の容易性から補強材8、9のいずれからも独立した荷棚受12として、補強材8、9の双方に前記手法で後付けすることもできる。   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.

このような胴部5における胴部5の側構体部2および屋根構体部3間のコーナ部4での、内装材14が覆う荷棚受12は、内装材14に内側から当てがった荷棚11の支持に供する一方で、側構体部2の補強材9のコーナ部4の近傍から屋根構体部3の補強材8のコーナ部4の近傍まで渡って双方に一体化され、それら補強材8、9間を連結する連結部材をなしており、万一にも車体6に断面を菱形に変形させる荷重が働いたときにコーナ部4に集中する応力を荷棚受12全体に分散、吸収しながら、連結部間が縮小することには圧縮応力にて、拡大することには引っ張り応力にて、それぞれ抗し、前記変形を防止する作用を内装材14の内側で営む。また、荷棚11は、車体5の出入り口部を除く図2(a)(b)に示す例のような側窓15の設置域に対応した車体長手方向のほとんどの範囲に位置し、荷棚11設置範囲にある補強材9の多くに、または全てに荷棚受12を取り付けて荷棚11の荷重を分担支持する関係から、側構体部2および屋根構体部3間の補強に、荷棚受12以外の図示しない専用の連結部材、つまり、特許文献3に示すような連結部材を併用する数を大幅に減らすか無くすことができる。   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.

この結果、荷棚受12が、これを覆う内装材14内側に当てがった荷棚11を支持する一方、側構体部2の補強材9の車体6胴まわりのコーナ部4近傍と屋根構体部3の補強材8のコーナ部4近傍との間を連結する連結部材をなして、万一にも車体6に断面を菱形に変形させる荷重が働いたときにコーナ部4に集中する応力を荷棚受12全体に分散、吸収しながら、連結部間の縮小には圧縮応力で、拡大には引っ張り応力で抗し、前記変形を防止する作用を内装材の内側で営むので、内装の体裁を損なわずに補強できる。特に、補強は、車体長手方向の一部を除いた荷棚11設置範囲にある補強材9の多くに、または全てに取り付けて荷棚11の荷重を分担支持する荷棚受12を利用して、荷棚受12以外の専用の連結部材を併用する数を大幅に減らすか無くせるので、車体6の重量、走行負荷の増大を大幅に軽減できる。   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.

ここに、荷棚受12はこれを覆う内装材14を内側から支持する内装材受としても機能する。また、天井の内装材16と繋ぎ部17で繋ぎ材18を介するなどして繋がれる。また、図2(b)に示す側窓15を持った側構体部2は、行先を表示する字幕表示窓21、種別を表示する字幕表示窓22を有し、側窓15の範囲にある側柱である補強材9に対応して配置されない荷棚受12があり、これらは補強材9に一体化できないので、補強材9に対応してそれに一体化できる荷棚受12よりも大型化、断面増のいずれか双方によってそれ自体および取り付け強度の増大を図って対応するが、補強材8、9間の連結補強には位置的に向かない。しかし、間柱的な補強材9を設けて一体化し、補強部材8、9間の連結補強に供することはできる。これに対し、図2(a)に示す荷棚受12は全て補強材9に対応してそれらに一体化でき、補強材8、9間の連結補強に好適となる。   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.

また、より実車に適合して、荷棚受12は、側構体部2の縦向きの補強材9のコーナ部4近傍から屋根構体部3の幅方向に向く補強材8のコーナ部4近傍に渡して双方に一体化し、それら補強材8、9間を連結したものとするのが、最も改良少なく対応できる。これにより、特に、胴部5の側構体部2および屋根構体部3間のコーナ部4では、内装材14が覆う荷棚受12が、側構体部2の柱類などである縦向きの補強材9のコーナ部4の近傍から屋根構体部3の幅方向に向く垂木類などである補強材8のコーナ部4の近傍まで渡って双方に一体化され、それら補強材8、9間を連結する連結部材をなして、側構体部2および屋根構体部3の補強材の車体6胴回りの連続した補強枠構造による変形耐力を高めるのに併せ、万一にも車体6に断面を菱形に変形させる荷重が働いたときにコーナ部に集中する応力を荷棚受12全体に分散、吸収しながら、連結部間が縮小することには圧縮応力にて、拡大することには引っ張り応力にて、それぞれ抗することで、前記変形を防止する作用を内装材の内側で営む。従って、荷棚受12は、縦向きの補強材9および屋根構体部3の幅方向に向く補強材8をそれらのコーナ部4近傍間を連結することで、側構体部2および屋根構体部3の補強材8、9の車体6胴回りの連続した補強枠構造による変形耐力を先の例よりもさらに高め、車体強度のより向上が図れる。   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.

また、車体6胴回りの連続した補強枠構造上、補強材8、9は互いに対応するように位置させ、対応するもの同士を図2(a)に示す連結部24にて直接または仮想線で示す軒桁25を介して連結するのが補強に好適である。この連結も、そのようにもでき、取り付け座や取り付けフランジなどの各種当接部、当てがい部、重ね部、連結金具を用いて、あるいは用いないで、カシメ接合、溶接接合、ボルト・ナット、抜け止めや緩み止めの仕掛けを持った各種のボルトを含む締結具などの手法を採用することができる。   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.

さらに、図示する例では、荷棚受12の内側面12aは、これを覆う内装材14と天井の内装材16との繋ぎ部17を避けた形状またはおよび位置で、側構体部2の補強材9側から屋根構体部3の補強材8側に立ち上がるようにしている。これにより、荷棚受12が、側構体部2の補強材9側から屋根構体部3の補強材8側に立ち上がってそれらを連結するのに、荷棚受12の内側面12aが、これを覆う内装材14と天井の内装材16との繋ぎ部17を避けた形状またはおよび位置にあるので、それら2つの内装材14、16の繋ぎ目19の車体長手方向への連続性、直線性を損なうことなく、両内装材14、16の内側に位置して機能することができ、内装の体裁を損なうことはない。   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.

また、荷棚受12の内側面12aは、これを覆う内装材14と天井の内装材16との繋ぎ部17に向け、内側に傾斜して、繋ぎ部17の高さ未満に立ち上がる第1立ち上がり部12a1と、この第1の立ち上がり部12a1から繋ぎ部17の外側を経て立ち上がる第2の立ち上がり部12a2とを有したものとしている。これにより、荷棚受12の内側面12aは、2つの内装材14、16の繋ぎ部17へ向け繋ぎ部17の高さ未満に立ち上がる第1立ち上がり部12a1が内側に傾斜して、内装材14と外板との間に行き先や種別などの字幕表示をする機器やドア閉じ器を設置するスペースSを確保するスぺーサとなるのに併せ、2つの内装材14、16の繋がりを鈍角化し、これに続く第2立ち上がり部12a2が2つの内装材の繋ぎ部の外側を経て立ち上がることで、第1の立ち上がり部12a1の傾斜の影響なく2つの内装材14、16およびその繋ぎ部17から外側に外れる自由な傾斜、位置、形状で立ち上がれる。   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.

この結果、荷棚受12の内側面12aは、第1の立ち上がり部12a1の、2つの内装材14、16の繋ぎ部17へ向けた繋ぎ部17の高さ未満の内側に傾斜した立ち上がりで、内装材14と外板23との間に字幕表示をする機器やドア閉じ器の設置スペースSを確保して、しかも、自身のコーナ部4に集中する応力の分担幅が増大して補強度を高められるのに併せ、2つの内装材14、16の繋がりを鈍角化し角張りを緩めた内装を実現し、第2立ち上がり部12a2は第1の立ち上がり部12a1の傾斜に影響されない自由な傾斜、位置、形状で2つの内装材14、16の繋ぎ部17の外側を経た立ち上がりができ設計自由度が高まるし、切り欠きなどができて加工しにくくなったり、応力の集中を招くようなことを回避できる。   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.

このために、第2立ち上がり部12a2は、第1立ち上がり部12a1の傾斜角よりも立ち上がり角が小さいか、図示する例のように外側に向け傾斜する立ち上がり角を有したものとすることができる。これによって、第2立ち上がり部12a2は、第1立ち上がり部12a1との立ち上がり角度の違いによって、第1立ち上がり部12a1から図示するような単純なストレート形状で立ち上がって2つの内装材の14、16の繋ぎ部17との干渉を回避できる。従って、第2立ち上がり部12a2は、第1立ち上がり部12a1との立ち上がり角度の違いだけで、第1立ち上がり部12a1から単純なストレート形状で立ち上がって2つの内装材14、16の繋ぎ部17との干渉を回避でき、加工しやすく、補強強度を高められる。   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.

最後に、補強材8、9、荷棚受12は、L型、Z型、U型、コ型、ワ型、ハット型の断面形状を有したものの少なくとも1つであればよく、荷棚受12はその断面形状を、補強材8、9と共に、L型、Z型、U型、コ型、ワ型、ハット型の少なくとも1つとして、平板よりも高い曲げ、座屈強度を発揮して補強できるし、荷棚受12の断面形状の選択にて、それが連結する側構体部2および屋根構体部3の補強材8、9との溶接などによる接合条件、強度バランスの適合調整ができる。従って、荷棚受12はその断面形状を、補強材8、9と共に、L型、Z型、U型、コ型、ワ型、ハット型の少なくとも1つとして、平板よりも高い曲げ、座屈強度を発揮して補強できるし、荷棚受12の断面形状の選択にて、それが連結する側構体部2および屋根構体部3の補強材8、9との溶接などによる接合条件、強度バランスの適合化が図れる。   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.

ここで、車体6の断面内での衝突などで受ける荷重と変形、破壊との関係について、荷重別に詳細に検討しておく。
1)圧壊荷重
荷重作用点付近は面外方向に大きな圧縮荷重が作用する。この大きな圧縮荷重は一般に「接触力」と呼ばれる。この大きな圧縮荷重により構造物は局部的に圧縮破壊して部分的に崩壊したり、大きく変形する。
2)曲げモーメント
作用点に作用した面外荷重による曲げモーメントが構造物の中に発生するが、その部位は作用点だけでなく、作用点から離れた拘束力の強い部位などにも大きな拘束モーメントが発生する。この大きな拘束モーメントにより、構造物が曲げ破壊して塑性ヒンジとなり局部破壊することにより、構造物全体が大きな変形を起こし、残存空間を狭める。曲げモーメントの存在は同時に剪断力の存在を意味し、曲げモーメント勾配が剪断力になるので、曲げモーメントの変化が大きい場合などは構造物が剪断破壊する場合もある。一般に、曲げモーメントによって部材は引っ張り側と圧縮側に別れ、引っ張り側は分断する可能性がある。
3)以下、曲げモーメントによる車体断面(横断面)の崩壊による室内残存空間の激減とそれへの対応について考察する。
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.

横荷重:
車体の側面に既述した横向き荷重が作用する場合であるが、ここでは、車両側面に硬いものがぶつかる場合や車両自体がレールを逸脱して側面から硬いものにぶつかる場合に関して述べる。
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.

横荷重作用時の最大モーメントは、既述した屋根の最高地点と台枠に発生する。このうち台枠は垂直荷重を受ける床を支持することから車体の構成部位の中でも最も強固なものであり、強度剛性も十分大きい。それに対して屋根構体部は屋根に負荷される垂直荷重が小さいこと、および重心を低くするために軽量化しなければならないことなどにより、強度剛性は車体の構成部位の中でも最も小さいといえる。   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.

したがって、横荷重に対して車体断面変形を抑制するためには、屋根頂上を含む屋根構体部の全体の強度剛性を増大することが望ましい。しかし、屋根構体部を強化するためには、大きな重量増加を招き重心の上昇は避けられない。このため、屋根構体部全体を強化するのは困難といえる。   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.

そうした場合、屋根構体部の断面が図1に見られるようにアーチ形状をしていることに着目すれば、屋根構体部の頂上付近に面外方向の屋根荷重が作用した場合でもアーチ理論に従って、荷重作用点付近の面外曲げモーメントのうち、多少は屋根垂木の軸力成分に転化されて、曲げモーメントを低減してくれるので、既述したように屋根垂木である補強材8の両端部、つまり、屋根構体部の側構体部との接合部付近の強化を図ることで十分とした。   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.

偏心横荷重:
横荷重の場合であるが、荷重心の高さが側構体部上端や下端に偏った場合である。この場合も、上記横荷重の場合と同様であるが、横荷重作用高さが側構体部の上端に近づけば、屋根構体部との距離が小さくなるので、屋根構体部に発生する曲げモーメントは小さくなる。一方、横荷重作用高さが側構体部下端に近づけば屋根構体部までの距離は大きくなるものの、剛性の大きな台枠が横荷重の多くを支持してくれるので、屋根構体部が負担する横荷重は小さくなる。結果的に上記横荷重の類似の状況となる。
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.

屋根荷重:
車体断面が逆さまになった状態で地面にぶつかる場合や車体断面が横倒しになった状態で側壁にぶつかる場合、あるいは正常な車体断面に上から重量物が落下してくる場合などがこの条件に当てはまる。
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. .

屋根荷重作用時の最大曲げモーメントは荷重作用点および側構体部と屋根構体部との接合部、つまりコーナ部で発生する。従って、屋根構体部に荷重が作用する場合には、屋根垂木全体および両側のコーナ部の断面内強度剛性を向上させれば室内残存空間の確保に効果がある。   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.

この場合も、横荷重の場合と同じく、屋根構体部がアーチ形状をしていることに注目すれば、屋根構体部頂上付近に面外方向の屋根荷重が作用した場合でもアーチの理論に従って、荷重作用点付近の面外曲げモーメントのうち、多少は屋根垂木の軸方向成分に転化されて、曲げモーメントを低減してくれるので、記述のように屋根垂木、つまり補強材8の両端部、つまり、屋根構体部の側構体部との接合部付近の強化を図ることで十分とした。   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.

斜め荷重:
車体断面が斜めに傾斜した状態に硬いものにぶつかる場合などがこの条件に当てはまる。
Diagonal load:
This is the case when the vehicle cross section is slanted and hits a hard object.

斜め荷重となる場合、車体断面のぶつかる部分は、側構体部と屋根構体部との接合部、つまりコーナ部や側構体部と台枠部との接合部であるが、本発明では、既述の通り側構体部と台枠部との接合部に斜め荷重を受ける場合には言及していない。   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.

側構体部と屋根構体部との接合部に斜め荷重が作用した場合、最大曲げモーメントは、荷重作用点、つまりコーナ部および荷重と反対の側の側構体部と屋根構体部との接合部であるコーナ部で発生する。従って、両コーナ部が斜めに衝突するような荷重に対して、車体断面の変形を抑制するために断面内強度を向上させるには、最大曲げモーメントが作用する両コーナ部の断面強度剛性を向上させればよいことになるので、既述したように屋根構体部の側構体部との接合部付近の強化を図ることで十分とした。   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.

本発明は鉄道車両の車体に実用でき、通常設計では不足する側面荷重に対する強度を重量の増加や構造の複雑化なく高められる。   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.

本発明の実施の形態に係る鉄道車両の車体の1つの例を示す要部の横断面図である。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. 同車体の柱(補強材)、荷棚受、垂木(補強材)の配置関係を2つの例で示す概略正面図である。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. 車体一般での荷重と最大モーメント作用位置の関係を示す説明図である。It is explanatory drawing which shows the relationship between the load in a general vehicle body, and the maximum moment action position. 従来の車体の要部を示す横断面図である。It is a cross-sectional view which shows the principal part of the conventional vehicle body. 車体一般での荷重と菱形変形との関係を示す説明図である。It is explanatory drawing which shows the relationship between the load in a vehicle body in general, and a rhombus deformation.

符号の説明Explanation of symbols

1 台枠部
2 側構体部
3 屋根構体部
4 コーナ部
5 胴部
6 車体
7 妻構体
8、9 補強材
11 荷棚
12 荷棚受
12a 内側面
12a1 第1立ち上がり部
12a2 第2立ち上がり部
13 一体化部
14、16 内装材
17 つなぎ部
18 繋ぎ材
19 繋ぎ目
21、22 字幕表示窓
23 外板
24 連結部
25 軒桁
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)

側構体部、屋根構体部がコーナ部を有して繋がり、側構体部の補強材の前記コーナ部近傍に荷棚を支持する荷棚受を取り付けた胴部を持つ鉄道車両の車体構造において、
荷棚受は、少なくとも前記側構体の補強材より幅が狭く、L型、Z型、U型、コ型、ワ型、ハット型のいずれかの断面形状を有し、車体胴回りの連続した補強枠構造の一部を構成する前記側構体部の補強材に連結されて前記屋根構体部の補強材が作る面内の前記コーナ部近傍に渡して双方に一体化し、それら補強材間を連結したことを特徴とする鉄道車両の車体構造。
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.
前記屋根構体部の補強材及び前記側構体部の補強材の断面形状はZ型及びハット型の何れかであり、前記荷棚受の断面形状はL型及びコ型の何れかであることを特徴とする請求項1に記載の鉄道車両の車体構造。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 前記荷棚受の内側面は、これを覆う内装材と天井の内装材との繋ぎ部を避けた形状またはおよび位置で、側構体部の補強材側から屋根構体部の補強材側に立ち上がっていることを特徴とする請求項1または2に記載の鉄道車両の車体構造。 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 前記荷棚受の内側面は、これを覆う内装材と天井の内装材との繋ぎ部に向け、内側に傾斜して、繋ぎ部の高さ未満に立ち上がる第1立ち上がり部と、この第1の立ち上がり部から繋ぎ部の外側を経て立ち上がる第2の立ち上がり部とを有していることを特徴とする請求項1〜3のいずれか1項に記載の鉄道車両の車体構造。 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. 前記第2立ち上がり部は、第1立ち上がり部の傾斜角よりも立ち上がり角が小さいか、外側に向け傾斜する立ち上がり角を有していることを特徴とする請求項に記載の鉄道車両の車体構造。 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. .
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