JP6622097B2 - Railway vehicle structure - Google Patents

Description

  The present invention relates to a railway vehicle structure.

  A railway vehicle structure is configured by combining and joining a side frame, a roof structure, and a wife structure to a frame (see, for example, Patent Document 1). In the side structure, a side beam extends on the lower end side of the outer plate forming the side wall portion of the vehicle. The frame is provided with a plurality of transverse beams extending in the width direction of the vehicle at predetermined intervals. A joint row is formed at the lower end of the outer plate along the longitudinal direction of the vehicle, and the outer plate, the side beam, and the cross beam are joined by the joint row. With this configuration, the stress applied to the frame when the passenger is accommodated is distributed to the outer plate via the lateral beam and the side beam.

JP-A-7-205807

  In the conventional structure, it has been common to form upper and lower two-stage joint rows in the overlapping portion of the lower end portion of the outer plate and the side beams. However, in such a structure, since it is necessary to form a large number of joints, it is considered that the problem of an increase in the number of man-hours and the appearance defect due to the conspicuous joints occur. However, if the number of joints formed in the joint row is simply reduced, the joint strength between the frame and the side structure may be insufficient.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a railway vehicle structure that can reduce the number of joints formed while maintaining the joint strength between the underframe and the side structure.

  A railway vehicle structure according to one aspect of the present invention is a railway vehicle structure formed by joining a side frame, a roof structure, and a wife structure to a frame, and the frame extends in the width direction of the vehicle at a predetermined interval. The lateral structure includes a lateral plate that forms a side wall portion of the vehicle, and a side beam that extends in the longitudinal direction of the vehicle on the lower end side of the outer plate. A joint row that joins the outer plate, the side beam, and the cross beam is formed along the longitudinal direction of the vehicle. The joint row is joined to the first joint portion in which the joint portions are formed in a plurality of stages in the vertical direction. And a second joint formed in a lower number of stages than the first joint in the vertical direction. The first joint is provided at the position of the cross beam, and the second joint is the cross beam. It is provided in a position excluding the position.

  In this railway vehicle structure, the outer plate and the side beams are firmly joined to the lateral beam having high rigidity by the first joint portion. Thereby, the stress added to a frame can be efficiently disperse | distributed with respect to an outer plate | board. On the other hand, in this railway vehicle structure, the number of joint portions in the joint row can be reduced by the second joint portion, and the problem of poor appearance due to increased man-hours and conspicuous joint portions can be solved. Further, by reducing the number of joints at a position where the contribution to the stress dispersion is small, it is possible to achieve the same stress dispersion as the conventional structure in which the upper and lower two joint rows are formed. Therefore, the bonding strength between the frame and the side structure can be maintained.

  The outer plate may have an opening to which the door frame is attached, and the first joint may be further provided at a position adjacent to the door frame. In the side structure, the vicinity of the door frame is a portion where stress tends to concentrate. Therefore, by providing the first joint with a large number of joints adjacent to the door frame, the stress can be efficiently distributed to the outer plate, and the joint strength between the underframe and the side structure can be sufficiently secured. .

  Further, the cross beam may have a web portion extending in the vertical direction of the vehicle, and the first joint portion may be provided so as to sandwich the position of the web portion. With such a configuration, the transmission efficiency of stress from the underframe to the outer plate can be further improved.

  Moreover, the junction part which comprises a 1st junction part, and the junction part which comprises a 2nd junction part may be provided so that it may not overlap in an up-down direction. By providing a space between the joint portions, the number of joint portions in the joint row can be sufficiently reduced.

  Moreover, the height center of the junction part which comprises the 1st junction part, and the height center of the junction part which comprises the 2nd junction part may substantially correspond. The position of the joint part constituting the second joint part is not biased up and down relative to the position of the joint part constituting the first joint part. It is possible to suppress a decrease in the buckling strength.

  ADVANTAGE OF THE INVENTION According to this invention, the railway vehicle structure which can reduce the formation number of a junction part is provided, maintaining the joining strength of a base frame and a side structure.

1 is a perspective view showing an embodiment of a railway vehicle structure according to the present invention. It is the figure which looked at the railway vehicle structure shown in FIG. 1 from the side structure side. FIG. 3 is an enlarged perspective view of a main part of FIG. 2 as viewed from the vehicle outer side. FIG. 3 is an enlarged perspective view of a main part of FIG. 2 as viewed from the vehicle inner side. It is a figure which shows the positional relationship of the junction part which comprises a 1st junction part, and the junction part which comprises a 2nd junction part. It is a front view of the side structure of the railway vehicle structure which concerns on a comparative example. It is a figure which shows the analysis result of the stress distribution in the side structure of the railway vehicle structure which concerns on a comparative example. It is a figure which shows the analysis result of the stress distribution in the side structure of the railway vehicle structure which concerns on an Example.

  Hereinafter, a preferred embodiment of a railway vehicle structure according to one aspect of the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a perspective view showing an embodiment of a railway vehicle structure according to the present invention. As shown in the figure, the railway vehicle structure 1 includes a frame 2, a side structure 3, a roof structure 4, and a wife structure 5, and these structures are joined to each other, thereby It has a box shape with a space to accommodate it inside. Examples of the railway vehicle structure 1 include a stainless steel structure, a general steel structure, and a light alloy single skin structure.

  The underframe 2 is disposed at the bottom of the railway vehicle structure 1 as a structure that forms the floor of the vehicle. Various underfloor devices such as a power supply device and a brake control device are attached to the lower part (under the floor) of the underframe 2. The side structure 3 and the wife structure 5 are erected so as to surround the left and right edges and the front and rear edges of the frame 2 as structures constituting the side part of the vehicle. The side structure 3 is provided with a plurality of door portions 6 at equal intervals for passengers / occupants to get on and off.

  In addition, window portions 7 are provided between the door portions 6 and 6 and at both ends of the side structure 3. The wife structure 5 is provided with an entrance / exit 8 for passengers / occupants to move between vehicles. The roof structure 4 is arranged at the upper part of the structure of the railway vehicle as a structure constituting the roof portion of the vehicle. The roof structure 4 of the vehicle is provided with an air conditioner, a pantograph (not shown), and the like for adjusting the temperature inside the vehicle.

  Next, the joint structure between the frame and the side structure in the railway vehicle structure 1 will be described in detail. FIG. 2 is a view of the railway vehicle structure shown in FIG. 1 as viewed from the side structure side. 3 is an enlarged perspective view of main parts of FIG. 2 viewed from the outside of the vehicle, and FIG. 4 is an enlarged perspective view of main parts of FIG. 2 viewed from the inside of the vehicle.

  As shown in FIG. 2, the underframe 2 includes a plurality of cross beams 11 extending in the vehicle width direction at a predetermined interval. The cross beam 11 is a so-called C-shaped steel, and includes, for example, a web portion 21 and a pair of flange portions 22 and 22 projecting from one end and the other end of the web portion 21 to one surface side of the web portion 21 (FIG. 3). 4). The cross beam 11 is arranged with respect to the frame 2 so that the web portion 21 faces the vertical direction, and is fixed to the frame 2 by a joint portion (not shown) formed along the flange portion 22 on the lower side.

  The side structure 3 includes an outer plate 12 that forms a side wall portion of the vehicle, and a side beam 13 that extends in the longitudinal direction of the vehicle on the lower end side of the outer plate 12. The outer plate 12 is configured by combining, for example, a blowing plate, a waist plate, a curtain plate, a door upper plate, and the like. The outer plate 12 has a door opening (opening) 14 at a position where the door 6 is attached, and a door frame 15 is attached to an edge of the door opening 14. The outer plate 12 has a window opening 16 at a position where the window 7 is attached.

  The side beam 13 is a so-called C-shaped steel, and includes, for example, a web portion 31 and a pair of flange portions 32 and 32 projecting from one end and the other end of the web portion 31 to one surface side of the web portion 31 (FIG. 3). , 4). The side beams 13 are arranged on the inner surface side of the outer plate 12 so that the web portion 31 extends along the inner surface of the outer plate 12 and the lower end side of the web portion 31 projects downward from the lower end of the outer plate 12.

  As shown in FIGS. 3 and 4, the pair of flange portions 32, 32 are in a state of protruding toward the center in the width direction of the vehicle. In the side beam 13, a longitudinal end portion of the horizontal beam 11 of the frame 2 is inserted into a portion surrounded by the web portion 31 and the pair of flange portions 32 and 32, and the end surface of the horizontal beam 11 is the side surface of the side beam 13. It is abutted against the web part 31. At the intersection between the lateral beam 11 and the side beam 13, the outer surfaces of the pair of flange portions 22, 22 in the lateral beam 11 are in contact with the inner surfaces of the pair of flange portions 32, 32 in the side beam 13, respectively.

  Further, an L-shaped connecting member 41 is disposed at the intersection between the lateral beam 11 and the side beam 13. The connecting member 41 has a flat portion 42 along the web portion 21 of the cross beam 11 and a flat portion 43 along the web portion 31 of the side beam 13. The connection member 41 is joined to the web portion 21 of the cross beam 11 by a joint portion (not shown).

  As shown in FIG. 2, the outer plate 12, the side beam 13, and the cross beam 11 are joined to each other by a joining portion row 51 formed along the longitudinal direction of the vehicle at the lower end portion 12 a of the outer plate 12. The plurality of joints W constituting the joint row 51 may be joints by resistance spot welding, or may be joints by arc welding or laser welding. Moreover, the junction part by friction stir welding may be sufficient, and the junction part by a rivet or a bolt-nut may be sufficient.

  The joint row 51 includes a first joint portion 52 in which the joint portions W are formed in a plurality of steps in the vertical direction, and a second portion in which the joint portions W are formed in a number of steps lower than that of the first joint portion 52 in the vertical direction. The joint part 53 is provided. In the present embodiment, the joint portion W of the first joint portion 52 has two upper and lower stages, and the joint portion W of the second joint portion 53 has one upper and lower stages.

  The first joint portion 52 is provided corresponding to the position of the cross beam 11. More specifically, the first joint portion 52 is provided in a pair so as to sandwich the web portion 21 of the cross beam 11 in the longitudinal direction of the vehicle as viewed from the width direction of the vehicle. That is, in the present embodiment, the first joint portions 52 are provided in two rows corresponding to the position of the cross beam 11, and the web portion 21 of the cross beam 11 is located between the first joint portions 52 and 52. As shown in FIGS. 3 and 4, the joining portion W constituting the first joining portion 52 on one side of the web portion 21 fixes the lower end portion 12 a of the outer plate 12 and the web portion 31 of the side beam 13. The connecting portion W constituting the first connecting portion 52 on the other side of the web portion 21 is a flat portion of the connecting member 41 and the lower end portion 12a of the outer plate 12, the web portion 31 of the side beam 13 of the side beam 13, and the connecting member 41. 43 is fixed.

  Moreover, the 1st junction part 52 is provided also in the position adjacent to the door frame 15, as shown in FIG. In the present embodiment, only one row of the first joint portions 52 is provided adjacent to the door frame 15. The joint portion W constituting the first joint portion 52 fixes the lower end portion 12 a of the outer plate 12 and the web portion 31 of the side beam 13.

  A plurality of second joint portions 53 are provided at positions excluding the position of the cross beam 11. As shown in FIGS. 3 and 4, the joint W formed at the portion where the connection member 41 overlaps the side beam 13 in the joint W constituting the second joint 53 is the lower end of the outer plate 12. 12 a and the web portion 31 of the side beam 13 of the side beam 13 and the flat portion 43 of the connecting member 41 are fixed. Further, the joint W formed at a portion where the connecting member 41 does not overlap the side beam 13 fixes the lower end portion 12 a of the outer plate 12 and the web portion 31 of the side beam 13.

  FIG. 5 is a diagram illustrating a positional relationship between a joint portion constituting the first joint portion and a joint portion constituting the second joint portion. As shown in the figure, in the junction row 51, the junction W constituting the first junction 52 and the junction W constituting the second junction 53 are equally spaced with a constant interval T. They are provided so that they do not overlap each other in the vertical direction. The interval T between the joints W and W is appropriately set under conditions such that no gap is generated between the outer plate 12 and the frame 2.

  Further, in the present embodiment, the height center of the joint portion W constituting the first joint portion 52 and the height center of the joint portion W constituting the second joint portion 53 are substantially coincident. That is, as shown in FIG. 5, the line L connecting the centers of the joints W constituting the second joint 53 is formed by connecting the upper edge and the lower joint of the upper joint W in the first joint 52. It passes through the midpoint of the distance H from the lower edge of W.

  In the railway vehicle structure 1 as described above, the outer plate 12 and the side beams 13 are firmly joined to the transverse beam 11 having high rigidity by the first joint portion 52. Thereby, the stress applied to the frame 2 can be efficiently distributed to the outer plate 12 through the lateral beam 11 and the side beam 13. On the other hand, in this railway vehicle structure 1, the number of joints W in the joint row 51 can be reduced by the second joints 53, and the problem of poor appearance due to an increase in man-hours and conspicuous joints W can be solved. . Further, by reducing the number of joints W at positions where the contribution to the stress dispersion is small, it is possible to achieve the same stress dispersion as the conventional structure in which the upper and lower two joint rows 51 are formed. Therefore, the bonding strength between the frame 2 and the side structure 3 can also be maintained.

  In the railway vehicle structure 1, the door opening 14 to which the door frame 15 is attached is provided in the outer plate 12, and the first joint 52 is further provided at a position adjacent to the door frame 15. In the side structure 3, the vicinity of the door frame 15 is a portion where stress tends to concentrate. Therefore, by providing the first joint 52 having a large number of joints W adjacent to the door frame 15, the stress can be efficiently distributed to the outer plate 12, and the joint between the base frame 2 and the side structure 3 can be performed. Enough strength can be secured.

  Moreover, in the rail vehicle structure 1, the web part 21 extended in the up-down direction of a vehicle is provided in the cross beam 11, and the 1st junction part 52 is provided so that the position of the said web part 21 may be pinched | interposed. With such a configuration, the transmission efficiency of stress from the frame 2 to the outer plate 12 via the lateral beam 11 and the side beam 13 can be further improved.

  Further, in the railway vehicle structure 1, the joint portion W constituting the first joint portion 52 and the joint portion W constituting the second joint portion 53 are provided so as not to overlap in the vertical direction. Thereby, since the space | interval of junction part W and W is opened, the score of the junction part W in the junction part row | line | column 51 can fully be reduced.

  In the railway vehicle structure 1, the center of the height of the joint W that constitutes the first joint 52 and the center of the height of the joint W that constitutes the second joint 53 substantially coincide. The position of the joint part W constituting the second joint part 53 is not biased up and down with respect to the position of the joint part W constituting the first joint part 52, so that the space between the outer plate 12 and the frame 2 is Generation | occurrence | production of a clearance gap and the fall of the buckling strength of the outer plate | board 12 can be suppressed.

  Then, the effect confirmation test of this invention is demonstrated.

  The effect confirmation test is an analysis of the stress distribution of the side structure when a constant load is applied to the frame for the comparative example and the example. The side structure according to the comparative example was a model in which the joint row was formed by two upper and lower joints as a whole (see FIG. 6). Further, the side structure according to the example is a model in which a joint row having a first joint composed of the upper and lower two-stage joint W and a second joint composed of the upper and lower joints is formed. (See FIG. 2).

  FIG. 7 is a diagram illustrating an analysis result of the stress distribution in the side structure of the railway vehicle structure according to the comparative example. Moreover, FIG. 8 is a figure which shows the analysis result of the stress distribution in the side structure of the railway vehicle structure which concerns on an Example. FIG. 7 and FIG. 8 show a case where a load equivalent to commuting rush is uniformly applied to the entire underframe, and the stress distribution in the lower part of the side structure with respect to this load is shown by contour lines. From the results shown in FIG. 7 and FIG. 8, there is almost no difference between the stress distribution in the side structure of the comparative example and the stress distribution in the side structure of the example in any region in the vicinity of the cross beam and between the cross beams. I understand that.

  Therefore, as in the present invention, the first joint portion in which the joint portion is formed in a plurality of stages in the vertical direction, and the second joint in which the joint portion is formed in the vertical direction with a smaller number of stages than the first joint portion. Even in the case where the joint row is formed by the portions, it has been confirmed that the same level of stress distribution as in the conventional case where the joint row is constituted by the upper and lower two-stage joints is possible.

  The present invention is not limited to the above embodiment. For example, in the above-described embodiment, the first joint portion 52 is configured by the upper and lower two-stage joint portion W, and the second joint portion 53 is configured by the upper and lower one-stage joint portion W. As long as the number of stages of the joint part W constituting 53 is smaller than the number of stages of the joint part W constituting the first joint part 52, the number of stages of the joint part W may be set arbitrarily. Further, the first joint portion 52 adjacent to the door frame 15 may not necessarily be provided, and the second joint portion 53 may be provided adjacent to the door frame 15.

  In the said embodiment, the space | interval of the junction part W between the 1st junction parts 52 and 52, the space | interval of the junction part W between the 1st junction part 52 and the 2nd junction part 53, and 2nd joining The intervals between the joint portions W between the portions 53 and 53 are all the same, but these intervals may be different. Moreover, in the said embodiment, although the junction part W which comprises the 1st junction part 52 and the junction part W which comprises the 2nd junction part 53 are provided so that it may not overlap in an up-down direction, these You may provide so that one part may mutually overlap up and down.

  The center of the height of the joint W that constitutes the first joint 52 and the center of the height of the joint W that constitutes the second joint 53 do not necessarily coincide with each other. Even in this case, from the viewpoint of suppressing the vertical deviation of the joint W in the joint row 51, the center of the height of the joint W constituting the second joint 53 constitutes the first joint 52. It is preferable that it is located in the area | region between the junction part W located in the uppermost step, and the junction part W located in the lowest step among the junction parts W to be performed.

  DESCRIPTION OF SYMBOLS 1 ... Railway vehicle structure, 2 ... Underframe, 3 ... Side structure, 4 ... Roof structure, 5 ... Wife structure, 11 ... Cross beam, 12 ... Outer plate, 12a ... Lower end part, 13 ... Side beam, 14 ... Door opening (Opening), 15 ... door frame, 21 ... web part, 51 ... joint part row, 52 ... first joint part, 53 ... second joint part, W ... joint part.

Claims (4)

A railway vehicle structure formed by joining a side frame, a roof structure, and a wife structure to a frame,
The underframe includes a plurality of cross beams extending in the width direction of the vehicle at a predetermined interval,
The side structure includes an outer plate forming a side wall portion of the vehicle, and a side beam extending in a longitudinal direction of the vehicle on a lower end side of the outer plate,
At the lower end portion of the outer plate, a joint row that joins the outer plate, the side beam, and the transverse beam is formed along the longitudinal direction of the vehicle,
The joint row includes a first joint in which joints are formed in a plurality of stages in the vertical direction, and a second joint in which the joints are formed in a number of stages lower than the first joint in the vertical direction. And
The first joint is provided at the position of the cross beam, and the second joint is provided at a position excluding the position of the cross beam ,
The railway vehicle structure provided so that the joining portion constituting the first joining portion and the joining portion constituting the second joining portion do not overlap in the vertical direction . The outer plate has an opening to which a door frame is attached;
The railway vehicle structure according to claim 1, wherein the first joint is further provided at a position adjacent to the door frame. The horizontal beam has a web portion extending in the vertical direction of the vehicle,
The railway vehicle structure according to claim 1 or 2, wherein the first joint portion is provided so as to sandwich the position of the web portion. Wherein the height center of the junction constituting a first joint portion, any one of the second joint section according to the height center of the joint portion substantially coincides constituting the 1-3 The railway vehicle structure described in the item.