JP6647907B2 - Railcar structure - Google Patents

Description

  According to the present invention, a side structure is welded to both side surfaces of an underframe having a pair of welded and assembled end frames and a pair of side halves connecting side surfaces of the end frames arranged at both ends of the vehicle. The present invention relates to a railway car structure to be used.

2. Description of the Related Art Conventionally, an underframe, which is a bottom plate of a railway vehicle structure, connects side surfaces of a pair of end underframes disposed at both ends of the vehicle with a pair of side tensions. Since the end frame has a role as a base for mounting various functional parts such as a coupler and a bogie, it is manufactured to have strength by welding a large number of members. The side tension member is a member having a generally U-shaped cross section (a shape in which one side of a square is opened, and the length of each side may be different; the same applies to the following). Are welded to the side surfaces of the pair of end frames. The side tension | flexion is a structure which bends up and down when many passengers get on, and is not high intensity | strength compared with an end underframe.
As shown in Patent Literature 1, the side tension is such that a substantially U-shaped opening space portion is fitted into a side frame forming a side surface of the end frame. The two sides of the substantially U-shape of the side tension (the ends of a pair of substantially U-shaped horizontal parts) and the end frame are intermittently joined by fillet welding, and the web of the side tension is formed. (A substantially U-shaped vertical portion) and the side surface of the end frame are spot-welded.

JP 2008-230320 A

However, the conventional railway vehicle structure has the following problems.
That is, since the end frame is manufactured by welding a large number of members, undulation, which is a large distortion, is generated as a whole. Therefore, the side surfaces of the side frames are also straight in the sleeper direction (rail width direction) and the vertical direction. Poor precision such as properties, and has swelling deformation that is a large strain in the direction of sleepers. On the other hand, for the side tension, a roll forming material is often used, and most of them have high accuracy such as linearity.
Conventionally, when fitting a side tension with high accuracy such as linearity into an end frame that has undulation deformation that is a large strain in the direction of the sleeper, the side tension with relatively low strength is conventionally Hammering in with a hammer. As a result, the high-accuracy side tension follows the inaccurate end frame, so that the precision, such as the linearity of the side tension, becomes poor.
Then, the end of the side tension and the end frame are intermittently joined by fillet welding, and the web portion of the side tension and the side surface of the end frame are plug welded or ring welded. Plug welding is welding in which a small-diameter hole is opened in a side tension and the hole is closed. Ring welding refers to making a large hole and welding the inner peripheral portion of the hole to the side surface of the end frame.

For this reason, the side tension that has been manufactured with great precision is fitted to the end underframe, so it is directly affected by the undulation deformation, which is a large distortion of the end underframe, and the side tension is large in the direction of the sleeper. There was a problem of undulation deformation. Thereafter, as shown in FIG. 7, the side structures 31, 32 are welded to the side surfaces 14, 15 of the side tension, and the railway vehicle structure 30 is manufactured. Then, interior construction of accessories such as the seat assembly 40 and the hanging-sleeve pipe assembly 41 inside the railway vehicle structure is performed.
If there is undulating deformation, which is a large distortion in the side tension members 14, 15, distortion also occurs in the side structures 31, 32, and a member for correcting a level difference is added in the interior construction work of accessories such as seats and pipes for hanging leather. Since adjustment work such as insertion is required, there is a problem that the work efficiency of the interior construction work is reduced and the cost is increased as a whole.

  The present invention solves the above problems, and provides a railway vehicle structure having an underframe structure capable of maintaining a shape of a side tension with high accuracy such as linearity when a side tension is joined to an end underframe by welding. The purpose is to:

In order to achieve the above object, a railway vehicle structure of the present invention has the following configuration.
(1) A side structure is welded to both side surfaces of an underframe having a pair of welded and assembled end frames and a pair of side tensions connecting side surfaces of the end frames arranged at both ends of the vehicle. In a railway vehicle structure, a side edge of a square having an opening on one side is fitted and welded to a side surface of the end frame, and a gap between an outer surface of the end frame and an inner surface of the side frame is provided. A gap is formed in the end frame, and the outer surface of the end frame is not in contact with the inner surface of the side frame.
(2) The railway vehicle structure according to (1), further comprising a spacer attached to an outer surface of the end frame or an inner surface of the side tension.
(3) The railway vehicle structure according to (1) or (2), wherein the end of the side tension and the end underframe are joined by continuous fillet welding. The end of the side tension refers to the tip of a pair of substantially U-shaped horizontal portions. Here, in places where the strength is sufficiently ensured, intermittent fillet welding may be used.

The railway vehicle structure of the present invention has the following operations and effects.
(1) A side structure is welded to both side surfaces of an underframe having a pair of welded and assembled end frames and a pair of side tensions connecting side surfaces of the end frames arranged at both ends of the vehicle. In a railway vehicle structure, a side edge of a square having an opening on one side is fitted and welded to a side surface of the end frame, and a gap between an outer surface of the end frame and an inner surface of the side frame is provided. A gap is formed in the end frame, and the outer surface and the inner surface of the side frame are not in contact with each other. At this time, since the outer surface of the end frame in the sleeper direction does not contact the inner surface of the side tension, a large swelling deformation does not occur in the direction of the side tension sleeper. Thereafter, the side structure is welded to the outer surface of the side tension to manufacture a railway vehicle structure. Then, interior construction of accessories such as seats inside the railway vehicle structure and pipes for hanging leather is performed.
Since there is no undulating deformation that is a large distortion in the side tension, distortion is less likely to occur in the side structure, and in the interior construction work of accessories such as seats, pipes for hanging leather, etc. Since no adjustment work is required, the work efficiency of the interior construction work can be increased, and the workmanship can be improved, so that quality improvement and cost reduction can be realized as a whole.

(2) The railway vehicle structure according to (1), further including a spacer attached to the outer surface of the end frame or the inner surface of the side tension, so that the outer surface and the side of the end frame are provided. Since the inner surface of the tension is joined to the inner surface of the end frame only at the spacer mounting part via the spacer, it is possible to securely provide a gap between the outer surface of the end frame and the inner surface of the side tension at the part without the spacer. When the side tension, which was manufactured with high precision such as linearity, is fitted to the end underframe, the undulating deformation convexity, which is a large strain in the crossties direction of the end underframe, and the inner surface of the side tension Since there is no contact, swelling, which is a large distortion in the direction of the side sleeper, does not occur.

(3) The railway vehicle structure according to (1) or (2), wherein the end of the side tension and the end underframe are joined by continuous fillet welding.
Conventionally, the end of the side tension and the end frame are intermittently joined by fillet welding, and the web portion of the side tension and the side surface of the end frame are plug welded or ring welded.
In the present invention, plug welding or ring welding is not performed on the side portion of the web portion and the side surface of the end underframe, but the end portion of the side tension and the end underframe are continuously joined by fillet welding. Therefore, sufficient bonding strength can be obtained.

It is a figure showing the structure of underframe 1 of a 1st example of the present invention. FIG. 2 is an exploded view of the underframe 1 before assembly. It is an enlarged view near the 1st end frame 11. FIG. 3 is an exploded view of the underframe 1 near the first end underframe 11 before assembly. It is AA sectional drawing of FIG. It is the elements on larger scale of the A section of FIG. FIG. 2 is a cross-sectional view of a railway vehicle structure 30. FIG. 11 is an exploded view of the underframe 1 near the first end underframe 11 of the second embodiment before assembling.

One embodiment of the railway vehicle structure 30 of the present invention will be described in detail with reference to the drawings. FIG. 1A shows a plan view of an underframe 1 forming a bottom plate of a railway vehicle structure 30, and FIG. 1B shows a side view thereof. FIG. 2 is an exploded view of the underframe 1 before assembly. FIG. 3 shows an enlarged view of the vicinity of the first end frame 11. FIG. 4 is an exploded view of the underframe 1 near the first end underframe 11 before assembly.
The underframe 1 includes a first end frame 11, a second end frame 12, which is a pair of welded and assembled end frames, and a first end frame 11 and a second end frame arranged at both ends of the vehicle. It has a pair of side tensions 15 and a right tension 14 connecting the 12 side surfaces.

As shown in FIG. 2, the first end frame 11 constitutes the leading end of the leading vehicle, and the leading end tension 114 and the lateral tension 115 constituting the frame in the sleeper direction are aligned with both sides of the vehicle. In this case, the right-side tension reinforcement 116 and the left-side tension reinforcement 117 forming a frame in the rail direction are welded to each other. The center portion is also welded and joined by the two middle tension bars 113.
A sleeper tensioner 111, which is a horizontal frame disposed parallel to the sleeper rearward from the center of the first end underframe 11, is welded to each of the right tension reinforcement 116, the left tension reinforcement 117, and the middle tension 113. ing. The pillow spring 111 is a part connected to a bogie frame (not shown) via an air spring or the like, and has a high strength enough to support the railway vehicle structure 30.
Further, both ends of the six floor supports 112 are welded to the right reinforcement 116 and the left reinforcement 117, and the center of the floor support 112 is welded to the center 113.

As shown in FIG. 2, the second end frame 12 constitutes the rear end of the leading vehicle, and the rear end tension 124 and the horizontal tension 125 constituting the frame in the sleeper direction are formed by the vehicle. In both side directions, the right and left stiffening reinforcements 126 and 127 forming the frame in the rail direction are welded and joined together, and the central portion is also welded and joined by two middle stiffeners 123.
A sleeper tensioner 121, which is a horizontal frame disposed in front of the center of the second end frame 12 in front of and parallel to the sleeper direction, is welded to each of the right tension reinforcement 126, the left tension reinforcement 127, and the middle tension 123. ing. The pillow tensioner 121 is a part connected to a bogie frame (not shown) via an air spring or the like, and has a high strength enough to support the railway vehicle structure 30.
Further, both ends of the six floor supports 122 are welded to the right reinforcement 126 and the left reinforcement 127, and the center of the floor supports 122 is welded to the middle tension 123.
Since the first end frame 11 and the second end frame 12 are each formed by welding a complicated frame material at a plurality of portions, distortion due to welding heat or the like causes right-side tension reinforcement 116 and left-side tension reinforcement 117 and right-side tension. The stiffening 126 and the left stiffening 127 cause undulation in the direction perpendicular to the rail (in the direction of the sleeper).
As shown in FIG. 1, in the middle part between the first end frame 11 and the second end frame 12, eighteen horizontal claws 13 are welded at both ends to right and left claws 14 and 15. Are arranged.

FIG. 5 shows a sectional view taken along the line AA in FIG. FIG. 6 is a partially enlarged view of the portion A in FIG. FIG. 5 is a cross-sectional view of a portion of the sleeper tensioner 111, and FIG. 6 is a diagram illustrating a joint structure of a left tensioner reinforcement 117 and a left tensioner 15 located at an end face of the sleeper tensioner 111 in the sleeper direction.
As shown in FIG. 6, the left tension reinforcing 117 has a substantially U-shape, and a horizontal portion 117 b and a horizontal portion 117 c are bent at right angles on both sides of a side portion 117 a extending in the vertical direction and extend in the horizontal direction. ing. The horizontal portion 117b and the horizontal portion 117c are welded to an end of the pillow tensioner 111.
A left-sided tension member 15 having a substantially U-shaped cross section is fitted outside the left-side tension reinforcement 117. A horizontal portion 15b and a horizontal portion 15c are bent at right angles on both sides of a side surface portion 15a of the left-side tension member 15 and extend horizontally.

The front end of the horizontal portion 15b of the left-side tension member 15 is continuously welded to the outer surface of the horizontal portion 117b of the left-side tension member 117. Reference numeral 20 denotes a continuous fillet weld. Further, the distal end of the horizontal portion 15c of the left tension member 15 is continuously welded to the outer surface of the horizontal portion 117c of the left tension member 117. Reference numeral 20 denotes a continuous fillet weld.
The outer surface of the side surface portion 117a of the left-side tension reinforcing 117 and the inner peripheral surface of the side surface portion 15a of the left-side tension member 15 are designed to form a gap having a length L. In this embodiment, L = 6 mm.
Since the first end frame 11 is manufactured by welding a large number of members, the side surface portion 117a of the left-side tension reinforcement 117 undergoes undulation which is a large distortion as a whole, and the side portion 117a of the left-side tension reinforcement 117 is formed. The outer side surface is also not linear in the sleeper direction but has undulation which is a large distortion in the sleeper direction.

On the other hand, the left tension member 15 often uses a roll forming material, and most of the left tension member 15 have high accuracy such as linearity.
The present inventors measured a considerable amount of the first end frame 11 and the second end frame 12, and found that the size of the undulation was about 3 mm due to the difference between the peaks and valleys, and about twice as large. It is confirmed that if the gap of L = 6 mm is secured, there is no possibility that the outer side surface of the side surface portion 117a of the left-side tension reinforcement 117 and the inner peripheral surface of the side portion 15a of the left-side tension member 15 will come into contact with each other.
Therefore, in order to carry out the present invention, the length of the gap may be 4 mm or more, but is 6 mm in consideration of safety. The reason why the length is set to 6 mm is that if the outer side surface of the side portion 117a of the left-side tension member 117 and the inner peripheral surface of the side portion 15a of the left-side tension member 15 come into contact with each other, a rubbing sound may be generated, which may discomfort the passenger. , To avoid it.

  In the present embodiment, the side portion 117a of the left-side tension member 117 and the side portion 15a of the left-side tension member 15 are not plug-welded or ring-welded. Since the horizontal portions 117b and 117c of the 11 left-side tension reinforcement 117 are continuously joined by fillet welding, sufficient joining strength can be obtained.

FIG. 7 shows a cross-sectional view of the railway vehicle structure 30. As shown in FIG. 7, the left side structure 31 is joined to the left side tension member 15 constituting the underframe 1 by spot welding, plug welding, or ring welding. Further, the right structure 32 is joined to the right tension member 14 in a similar manner.
A seat assembly 40 is attached to the inner surfaces of the left structure 31 and the right structure 32 via bolts or the like via inner wall members 34 and 35.
Here, when there is a undulating deformation that is a large distortion in the side tension members 14 and 15 as in the conventional case, distortion also occurs in the side structures 31 and 32, and the seat assembly 40 is assembled via the inner wall members 34 and 35. In addition, adjustment work such as additionally inserting a member for correcting a step is required.
In the present embodiment, since there is no large undulating deformation in the side tension members 14 and 15, the work efficiency of the interior construction work is not reduced, and the workmanship can be improved, so that the quality is improved as a whole and the cost is reduced as a whole. it can.

As described in detail above, according to the railway vehicle structure of the present embodiment,
(1) Both sides of the underframe 1 having a pair of end frames 11 and 12 assembled by welding and a pair of side tensioners 14 and 15 connecting side surfaces of the end frames 11 and 12 arranged at both ends of the vehicle. In the railcar structure assembled by welding the side structures to the surfaces, the side tensioners 14 and 15 each having a rectangular opening are fitted into the side surfaces of the end frames 11 and 12 and welded and joined. A gap (designed length L) is formed between the outer surfaces of the end frames 11 and 12 and the inner surfaces of the side claws 14 and 15 so that the outer surfaces of the end frames 11 and 12 and the side claws are formed. It is characterized in that the inner side surfaces of the end frames 14 and 15 are not in contact with each other. , 12 in the sleeper direction and the inner surfaces of the side tensioners 14, 15 do not come into contact with each other, Never large waviness deformation sleepers direction of the beam 14, 15 may occur. Thereafter, the side structures are welded to the outer surfaces of the side halves 14 and 15 to manufacture a railway vehicle structure. Then, interior construction of accessories such as the seat assembly 40 and the hanging-sleeve pipe assembly 41 inside the railway vehicle structure is performed.
Since there is no undulating deformation, which is a large distortion, in the side tension members 14 and 15, distortion is less likely to occur in the side structures 31 and 32. In the interior construction of accessories such as the seat assembly 40 and the hanging pipe assembly 41, Since no adjustment work such as additional insertion of steps is required, interior work efficiency can be improved and workmanship can be improved, improving overall quality and reducing costs as a whole. it can.

(2) In the railway vehicle structure described in (1), the end portions of the side tensioners 14, 15 and the end frame 11, 12 are joined by continuous fillet welding.
Conventionally, the end portions of the side tensioners 14 and 15 and the end frame 11 and 12 are intermittently joined by fillet welding, and the web portions (vertical portions) of the side tensioners 14 and 15 and the end frame 11 and 12 are formed. Plug welding or ring welding to the side.
In the present embodiment, although the plug portions or the ring welds are not performed on the web portions of the side tension members 14, 15 and the side surfaces of the end frame, the end portions of the side tension members 14, 15 and the end frame 11, 12 are continuous. Since the joining is performed by fillet welding, sufficient joining strength can be obtained. The present inventor has confirmed that since the end portions of the side tension members 14, 15 and the end frames 11, 12 are continuously joined by fillet welding, a sufficient joining strength can be obtained.

Next, a second embodiment will be described. FIG. 8 shows a diagram corresponding to FIG. 4 of the second embodiment. The second embodiment is the same as the first embodiment except for a part, so only the differences will be described, and the description of the same parts will be omitted.
As shown in FIG. 8, three spacers 51 each having a thickness of 6 mm are attached to the outer surfaces of the side surfaces 116 a and 117 a of the reinforcement 116 and 117 of the first end frame 11 by welding on each side. Although not shown, the same spacer 51 is provided also for the second end frame 12.
As a result, a gap (designed length L) can be reliably formed between the outer side surfaces of the end frames 11 and 12 and the inner surfaces of the side tensioners 14 and 15. There is no contact between the outer side surface and the inner side surfaces of the side tension members 14 and 15 except at the portion where the outer side surface is joined via the spacer 51.
In the present embodiment, the spacers are fixed to the end frames 11 and 12, but the spacers may be fixed to the inner side surfaces of the side tensioners 14 and 15.

(3) The railcar structure described in (1), characterized in that it has a spacer 51 attached to the outer surfaces of the end frames 11 and 12 or the inner surfaces of the side tensioners 14 and 15. Since the outer side surfaces of the side walls 11 and 12 and the inner side surfaces of the side halves 14 and 15 are joined only through the spacer mounting portion via the spacer 51, the outer side surfaces of the end base frames 11 and 12 are provided in the portion without the spacer 51. A gap can be reliably provided between the inner side surface of the side tensioner and the side tensioners 14, 15 that have been manufactured with high accuracy such as linearity. Since the convex portions of the undulation deformation, which are large strains in the direction of the sleepers of the frames 11 and 12, do not come into contact with the inner side surfaces of the side tensioners 14, 15, the undulations of the side tensioners 14, 15 are large in the direction of the crossties. No deformation occurs.
Since there is no undulating deformation, which is a large distortion, in the side tension members 14 and 15, distortion is less likely to occur in the side structure. Since no adjustment work such as additional insertion of additional members is required, the work efficiency of the interior construction work can be improved and the workmanship can be improved, so that the quality can be improved as a whole and the cost can be reduced as a whole.

The railway vehicle structure of the present invention is not limited to the above embodiment, and various applications are possible.
For example, in the present embodiment, the end portions of the side tensioners 14 and 15 and the end frame 11 and 12 are joined by continuous fillet welding. A site that is not performed may be provided.
Further, in the present embodiment, the case of the leading car has been described, but it goes without saying that the present invention can be used when both end frames are substantially the same (intermediate car). Depending on the intermediate wheel, the shapes of both end frames may be different, but the present invention can also be applied in that case.

11 First end frame 12 Second end frame 14 Right stiffness 15 Left stiffness 15a Side face 20 Continuous fillet welded part 51 Spacer 117 Left stiffness reinforcement 117a Side face

Claims (3)

A railway vehicle assembled by welding side structures to both side surfaces of an underframe having a pair of welded and assembled end frames and a pair of side tensions connecting side surfaces of the end frames arranged at both ends of the vehicle. In the structure,
The side surface of the end frame is welded and joined by fitting the side tension having a shape in which one side of a square is opened,
A gap is formed between the outer surface of the end frame and the inner surface of the side tension, and the outer surface of the end frame and the inner surface of the side tension are not in contact with each other,
Due to the gap being equal to or larger than the width of the undulation having peaks and valleys formed on the outer surface of the end frame, the inner surface of the side tension is not in contact with the peak on the outer surface of the end frame. That ,
A railway vehicle structure characterized by the following. The railway vehicle structure according to claim 1 ,
Having a spacer attached to the outer surface of the end frame or the inner surface of the side tension,
A railway vehicle structure characterized by the above-mentioned. In the railway vehicle structure according to claim 1 or 2,
The end of the side tension and the end frame are joined by continuous fillet welding,
A railway vehicle structure characterized by the above-mentioned.

Images