JPH04201664A - Body of rolling stock - Google Patents

Abstract

PURPOSE:To make a roof member lightweight by arranging joint members on the external ends of core and a surface members, constituting the roof mem ber of a panel made of the aforesaid members as braze, and avoiding arranging a frame member at least on the external surface of the surface member. CONSTITUTION:An edge beam 33 in a peripheral direction is first laid, and a lengthwise edge beam 32' is abutted to the edge beam 33 for weld connection. A roof construction body 30 is not fitted with any member in the peripheral direction of a rolling stock body, or a member corresponding to a rafter. Bending moment occurring around a cant rail 32 is defined by an equilibrium of forces with the whole of construction, including the structure of the cant rail 32 and the rounded section 31 of eaves, and joint construction with a side construction body. A load due to the bending moment is uniformly shared along the lengthwise direction of the rolling stock body, thereby alleviating stress and enabling the construction of the vehicle body to be free from local stress concentration.

Description

[Detailed description of the invention]

[Industrial Application Field] The present invention relates to a car body for a railway vehicle, and particularly to a car body suitable for a railway vehicle running at high speed. [Prior Art] The roof structure connects the side structures forming both sides of the vehicle body at their upper portions, and is one of the members forming the hexahedron of the vehicle body. In conventional roof structures, rafters are placed between the long girders located at the upper ends of the curtains of the left and right side structures, and a number of rafters are arranged in the longitudinal direction of the car body in the form of a ladder, and the outer panels are attached to the top surface by resistance spot welding or arc welding. It has a structure that is connected by An example of this structure is, for example, Mechanical Engineering Handbook, 15th edition, pages 79 to 80 (edited by the Japan Society of Mechanical Engineers (1999)
77)). However, there is a remarkable trend toward higher speeds in optimal vehicles, and as a result, the load conditions applied to the vehicle body are becoming increasingly severe. Particularly in vehicles that require high airtight performance, the structure must have high pressure resistance, and conventional roof structures are not strong enough. Furthermore, in response to higher speeds, lightweight structures are required. [Problems to be Solved by the Invention] As the speed of vehicles increases, the difference in atmospheric pressure between the inside and outside of the vehicle body increases. Conventionally, the roof structure has been one of the parts with more strength than the underframe and side structures. but,
For vehicles that require the above-mentioned pressure resistance, sufficient strength must be ensured.1. In order to reduce stress,
A problem arises in that the dimensions of the rafters and outer panels become larger, making it difficult to reduce the weight of the vehicle body. In particular, large local stresses occur at the joints between the rafters and long girders, making the structural design of this area an important issue. The solution to these problems is to increase the number of rafters, which requires a large amount of manufacturing man-hours to connect the rafters and the outer panels. The object of the present invention is to have a sufficient pressure-resistant structure,
The objective is to provide a lightweight roof structure. [Means for solving the problem] The above object is achieved by the following. (1) The R portions of the roof structure and side structures are basically constructed of honeycomb material, sand german wood, and other composite materials. (2) The radius of curvature of the R section of the side structure is made thicker than the conventional structure (increased in proportion to the pressure resistance specifications. In the conventional structure, the radius of curvature is up to 30011II+
However, for high-speed vehicles, it should be 500 mm or more. (3) Unlike the conventional structure, the structure does not have rafters disposed in the circumferential direction of the vehicle body on the outer panel, that is, on the upper surface of the above-mentioned composite material, especially on the inner surface. [Function] When a pressure load is applied to the roof structure, the stress generated in the general part of the member is reduced. That is, as the plate thickness of this member increases and the radius of curvature R of the roof structure increases, the following equation is obtained. a = P
The plate thickness t increases so that l becomes substantially smaller, and the zero stress decreases. On the other hand, when looking at the local stress around the long girders that governs the structural determination of the roof structure, basically there is no circumferential framework (rafters), so discontinuous stress due to a single member does not occur. Further, manufacturing steps such as complicated reinforcement structures and grinder finishing can be omitted. This makes it possible to optimize the roof member, that is, to reduce its weight. [Example] Hereinafter, one example and other examples of the present invention will be described with reference to the drawings. FIG. 1 shows an embodiment of a vehicle body according to the present invention.
In the figure, 1 is a side structure, 2 is an underframe, and 30 is a roof structure. The roof structure 30 is connected to the side structure 1 through 18 parts 31 and long beams 32. In this embodiment, the roof structure 30
and 18 portion 31 are made of honeycomb material. The side structure 18 and the underframe 2 are constructed by extruding ribbed plates arranged in the longitudinal direction of the vehicle body into one piece. FIG. 2 shows an embodiment in which the side structure 1 is also made of honeycomb material. The connection between the roof structure 30 and the 18 section 31 is as follows. FIG. 3 shows an example thereof. With the current technology, the size of the honeycomb panel is limited in terms of width and length, so the structure is such that edge members are provided at the edges. FIG. 4 shows an example of a bonding structure between a honeycomb panel 30' and a circumferential edge member. (A-A cross section in Figure 3) In this embodiment, the height of the edge material 33 in the circumferential direction is greater than the height of the honeycomb panel 30', and the height of the edge material 32' in the longitudinal direction of the vehicle body is approximately the same as the honeycomb panel. Make it the same. Edge material 33 and panel 30
At the joint section ', eight portions 34 with a large radius of curvature are provided on the edge material to avoid stress concentration. To join the panels together, the edge materials 33 are combined so that they are symmetrical to each other, and the edge materials 33
The structure has an open bottom surface. If this edge material 33 is desired to have a box-shaped structure, it can be constructed by welding a flat plate 36 to the lower side. In addition, in the present invention, the roof structure 3 with a large radius of curvature
It is not limited to forming the 0 and 18 portions 31 having a small radius of curvature as separate members, and a structure in which they are integrally molded may be used. In this case, the eutectoid 32 becomes unnecessary. The thickness of the roof structure 30 and the 18 part 31 is determined by the magnitude of the load acting on this member, and in the case of a high-speed vehicle, it will be dominated by the pressure load. In this way, no member corresponding to the rafter is disposed in the circumferential direction of the vehicle body of both members except for the edge material. However, if the load conditions are severe, a frame may be provided in the circumferential direction of the vehicle within the panel shown in FIG. However, the structure is such that no frame members are disposed on the face plates on the inner and outer surfaces of the panel. In FIG. 5, the circumferential edge material 33 is passed through preferentially, and the longitudinal edge material 32' is abutted against the edge material 33 and welded together. Next, consider the load acting on the roof structure.
A vertically uniformly distributed load acting on the surface of the underframe 2, a car end compressive load acting on both ends of the underframe, and a pressure load due to a difference in atmospheric pressure between the inside and outside of the vehicle body are added. Of these,
The member dimensions of the roof structure 30 and the 18 section 31 will be determined mainly by the pressure load of the latter. Now, consider a case where internal pressure acts on the roof structure 30. In a conventional structure with rafters, the load applied to the outer panel per pitch of the rafters is borne by this member. FIG. 6 shows the bending moment distribution generated in the roof structure in the vehicle width direction when internal pressure is applied to the roof structure. This bending moment varies depending on the degree of restraint (structure) of the 18 portion 31 and the eutectoid 32, but becomes larger at the center (Ml) and both ends (M2) of the vehicle body width. The present invention basically has a structure in which no circumferential members of the vehicle body, that is, members corresponding to rafters, are provided in the roof structure. Therefore, the above bending moment is borne by the honeycomb material 30, but by making the total plate thickness of the honeycomb material larger than that of the conventional structure, the generated stress can be suppressed to the same level or less. On the other hand, the bending moment (Mz
) is determined by eutectoid, the balance of forces with the entire structure, such as the structure of the 18 parts and the joint structure with the side structure. In addition, in the vicinity of this common phase, deformation and local stress change greatly, and this is an important region in terms of strength.6 In the present invention,
By constructing the roof structure from a honeycomb material with high out-of-plane bending rigidity and by distributing the above bending moment load uniformly over the entire length of the vehicle body, stress is reduced and stress is concentrated locally. It is possible to have a structure that does not. Next, FIGS. 7 to 9 show other embodiments of the structure shown in FIG. 1. Figure 7 shows a panel constructed by combining large ribbed sections at the top and bottom, resulting in a structural material with the same out-of-plane bending rigidity as the honeycomb panel shown in Figure 1. . In FIG. 8, a panel is constructed of bent thin plates, and in this case, a reinforcement 52 is attached to prevent the flat plate from buckling. The bending members 50 are joined together by spot welding 54, and seal welding 53 is performed between them. In FIG. 9, a hollow profile is constructed by combining large open profiles, and a panel is thereby constructed.

【Effect of the invention】

According to the present invention, there are no locations where local stress occurs in the roof structure, and the load is shared evenly among the entire panel, which has the effect of providing a lightweight roof structure with sufficient pressure resistance. .

[Brief explanation of the drawing]

Figure 1.2 is a perspective view of the entire structure according to the present invention, Figure 3 is the structure of the honeycomb panel, Figure 4 is the structure of the edge material, Figure 5 is the connection structure between panels, and Figure 6 is the roof structure. Bending moment distribution diagram when internal pressure is applied to the cross section, FIGS. 7, 8, and 9 are cross-sectional views in the vehicle body width direction showing still other embodiments of the roof structure according to the present invention.630-- --- One roof structure, 31 --- One R section,
32-----1 eutectoid, 30'--honeycomb panel, 32'--1---edge material in the longitudinal direction of the vehicle body, 3
3'---m-Car body circumferential edge material agent Patent attorney Katsuo Ogawa -(,/o l Figure 72 Figure A 5 Figure'; jt Figure 47)

Claims (1)

[Scope of Claims] 1. The roof structure of a railway vehicle, which forms the upper part of the car body, is composed of a light alloy facing material, a core material, and a connecting member, and the facing material is arranged on both sides of the core material, and , comprising a panel in which a joining member is arranged at the outer peripheral edge of the core material and the outer surface material and these are joined by brazing, and a frame member is not disposed on at least the outer surface of the outer surface material. The body of a railway vehicle. 2. In the roof structure of the railway vehicle structure according to claim 1,
A coupling member provided at the outer peripheral end is arranged in the longitudinal direction and circumferential direction of the vehicle body, and the height of the longitudinal member is equal to or less than the thickness of the panel, and the height of the circumferential member is equal to or greater than the thickness of the panel, and A car body for a railway vehicle, wherein the circumferential member is disposed preferentially at an intersection between the two, and the longitudinal member is connected in accordance with the former. 3. In the railway vehicle according to claim 1, at least the curved portions of the upper eaves of the roof structure and the side structure are formed by the panel, and the side structure and the underframe structure are integrated by passing through the light alloy vehicle body in the longitudinal direction. 1. A railway vehicle body comprising an extruded material comprising an outer plate having molded ribs. 4. A car body for a railway vehicle, characterized in that the panel constituting the roof structure is extended in the longitudinal direction of the car body and has a laminated outer plate having integrally formed ribs. 5. Bending the thin plates of the panels constituting the roof structure,
A car body for a railway vehicle, characterized in that it is constructed by combining members that extend in the longitudinal direction of the car body to form ribs. 6. A railway vehicle characterized in that the panel constituting the roof structure is extended in the longitudinal direction of the car body and combined with an outer plate having integrally formed small ribs to form a hollow profile member, and the present member is used. car body.