JPH07251738A - Rolling stock body structure - Google Patents

Abstract

PURPOSE:To enhance pressure resistance as well as vertical flexural rigidity by providing surface members on both sides of the core of a body structure made of a light alloy, disposing a strength member and a reinforcing member inside the portions of the surface members which require strength, disposing coupling members at the ends of the outer peripheries of these members, and joining all of the members together by combination with an outer panel member whose members are brazed together. CONSTITUTION:A structural body 10 comprises a side body structure 20, a frame 30, a roof body structure 40 and a pivotal body structure 50, the side body structure 20 comprising a wainscot panel 21, a frieze board 22 and a pier panel 23, all of which are combined with a laminated outer panel member 60 and joined to one another. The outer panel member 60 comprises surface members 61, 62, a core 63, a strength member 64, a reinforcing member 65 and a coupling member 66. The strength member 64 is provided between the coupling members 66 to connect the coupling members together. The reinforcing member 65 connects adjacent strength members 64 to each other and each strength member 64 to the coupling member 66. The outer panel member 60 is a honeycomb panel obtained when the surface members 61, 62 each made of a light alloy, a honeycomb core serving as the core 63, the strength member 64, and the reinforcing member 65 are brazed together.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a structure of a railway vehicle structure, and more particularly to a railway vehicle structure suitable for a railway vehicle traveling at high speed.

[0002]

2. Description of the Related Art The prior art is disclosed in Japanese Patent Application No. 1-339253.
As described in Japanese Patent Publication No. 2003-242242, a structure is known in which a brazing honeycomb panel made of a light alloy is used as an outer plate of a side structure, a roof structure, a floor structure, etc., and a bone member is arranged on the vehicle inner side of the panel.

[0003]

In recent years, there has been an increasing demand for high speed railway vehicles. As the speed of railway vehicles increases, problems such as track breakage, increased noise during running, and increased power costs occur. In order to solve these problems, it is necessary to reduce the weight according to the running speed of the railway vehicle.
Conventionally, in the iron structure and the light alloy structure, weight reduction is achieved by thinning the outer plate member and the bone member, but there is a limit to the weight reduction in terms of strength and rigidity of the member.
In addition, there is a structure in which a honeycomb panel made of a light alloy is used for the outer plate member and a welded structure with a bone member is adopted.However, stress is locally concentrated at the portion where the curvature of the vehicle body cross section changes and the joint portion of the panel. However, the need for a reinforcing member sometimes hinders weight reduction.

It is known that when a railway vehicle travels in a tunnel at a high speed, the pressure difference between the inside and the outside of the vehicle changes rapidly. Especially when vehicles pass each other in a tunnel,
Large pressure fluctuations occur in a short time. A vehicle traveling at a high speed of 200 km / h or more has an airtight structure in order to prevent such a pressure fluctuation from propagating inside the vehicle and causing an uncomfortable feeling to passengers.

Therefore, the structure of the vehicle is exposed to the passengers, the loads of various devices and the weight of the structure, and the load due to the pressure difference inside and outside the vehicle. Therefore, the rigidity of the structure and the strength against pressure load must be improved. However, there is a contradictory relationship between improving the rigidity and strength of the structure and reducing the weight, and it is difficult to realize the structure.

[0006] A first object of the present invention is to provide a lightweight vehicle body structure having excellent pressure resistance. It is a second object of the present invention to provide a lightweight vehicle body structure having excellent vertical bending rigidity.

A third object of the present invention is to provide a lightweight structure for a vehicle, which has excellent compression strength at the end of the vehicle.

A fourth object of the present invention is to provide a laminated material for a railway vehicle structure which can reduce the number of working steps during manufacturing.

A fifth object of the present invention is to provide a structure capable of forming a rectangular vehicle window with a good field of view while ensuring the vehicle body rigidity.

A sixth object of the present invention is to provide a combined structure of laminated panels capable of improving the strength of the panel joint portion.

A seventh object of the present invention is to provide a laminated panel formed into a curved surface shape capable of improving the out-of-plane bending rigidity without joining a member to the outer surface of the panel.

[0012]

Means for Solving the Problems The first, second and third objects of the present invention are to provide a structure of a railway vehicle comprising a roof portion, a curtain plate portion, a blow-up portion, a waist plate portion, an underframe portion and a gable portion. , At least the roof part, the curtain plate part, the blowing part, and the waist plate part are made of a light alloy surface material, a core material, a strength member, a reinforcing member and a connecting member, and the surface material is arranged on both sides of the core material. In addition, a strength member, a reinforcing member, and a coupling member are arranged at the outer peripheral ends of the strength members at locations required for strength inside these skin members, and the skin members joined by brazing are combined. To be achieved.

The second and third objects of the present invention are, in the structure of a railway vehicle, the core length inside the outer plate member is set so that the longitudinal direction of the vehicle body is mainly adjusted by the installation position of the outer plate member in the vehicle body along the required strength direction. This is achieved by arranging in the direction of the cross section or in the cross section. It is achieved by arranging in the longitudinal direction of the vehicle in the direction in which the load is applied or in other places.

A fourth object of the present invention is that in the structure of a railway vehicle, the outer plate member has a surface member, a core member, a strength member, a reinforcing member, and a joining member, which are processed in accordance with the shape of the vehicle body. And it is achieved by improving the flatness of the inner surface.

A fourth object of the present invention is to provide a structure of a railway vehicle in which the strength member inside the outer plate member is
Arranged to be 0 °, 30 °, 60 ° and 90 °,
This is achieved by making effective use of the core material arrangement.

[0016] In the construction of the railway vehicle, the fourth object is that the reinforcing member inside the outer plate member is 0 °, 30 °, 60 ° and 9 with respect to the strength member and the connecting member at the outer peripheral end.
It is achieved by arranging at 0 ° and making effective use of the core material arrangement.

A fourth object of the present invention is to construct a railway vehicle structure in which a side structure including the curtain plate portion, the blow-up portion and the waist plate portion extends from the widthwise end of the roof structure to the upper surface of the side beam of the underframe. An outer plate member having a structure in which the upper surfaces of both side structures are integrally formed and having a size obtained by dividing the side structure and the roof structure into a plurality of parts in the vehicle body longitudinal direction and the width direction is used. This is achieved by arranging a plurality of them in the width direction and arranging the outer plate members alternately.

A fifth object of the present invention is to provide a notch portion for relaxing local stress around a side window in a structure of a railway vehicle, and to properly provide a strength member and a reinforcing member inside the outer plate member. It is achieved by placing.

The sixth object is to arrange a surface material on both sides of a core material and a connecting member at the outer peripheral end, and to join these members by brazing. This is achieved by penetrating from one of the abutting surfaces of the joining member of the panel and joining through a T-shaped connecting member that is in contact with the inside of the other abutting surface. The seventh object is to arrange two surface materials, a core material disposed between the surface materials, and a space between the surface materials so as to extend in a curved surface direction, and the end faces of widthwise edges are curved. It is achieved by comprising a strength member and a joining member installed on the outer periphery of the panel between the core members.

[0020]

[Operation] When a railway car travels at high speed in a tunnel,
Pressure fluctuations occur inside and outside the vehicle. Especially, when the vehicles rub against each other, the fluctuation becomes maximum. This pressure fluctuation acts on the airtight wall forming the structure. In order to withstand such pressure fluctuations, the outer plate member of the present invention includes a surface material, a core material, and
Conventionally, the corresponding members such as side pillars, rafters, etc., which have been arranged inside the vehicle body of the outer plate member, rafters, etc., and corresponding reinforcing members are built in between the surface materials, and the connecting members are combined at the outer peripheral end, and the above is brazed. It is composed of bonded laminated materials. Since the surface material of the outer plate member is densely supported by the core material, the outer plate member has a strong out-of-plane bending strength and can sufficiently withstand the pressure fluctuation. Therefore, according to the present invention, it is possible to improve the pressure resistance when traveling in the tunnel of the railway vehicle structure.

Next, in the outer plate member of the present invention, the outer surface and the inner surface of the joining member at the outer peripheral end are flush with the surface of the front plate. When the above is manufactured, it is easy to smooth the surface of the structure.
Therefore, the degree of freedom in the work design of the outer surface of the vehicle body and the work design of the interior material on the inner surface of the vehicle body is increased, and the work is facilitated.

Further, since the outer plate members are joined to each other through the joining members constituting the respective outer plate members, the strength of the joined portions can be sufficiently ensured and the joining can be performed by welding, which facilitates the work. You can do it. Further, since the strength member and the reinforcing member, which are conventionally installed inside the vehicle body with respect to the outer plate member, are incorporated into the outer plate member, the assembly work of the structure is simplified. As described above, it is possible to reduce the number of man-hours required for manufacturing the railway vehicle structure.

Further, according to the combined structure of the laminated panels of the present invention, by interposing the connecting member at the joining portion of the adjacent panels, the section modulus of the connecting member is increased by joining with the panel. Therefore, the strength can be improved.

Further, according to the laminated panel of the present invention, the core material and the strength member are provided between the surface materials, and the strength member is formed into a curved shape to form a curved surface. In a product, the strength can be improved without installing a reinforcing material on the surface.

[0025]

First, an embodiment of the present invention will be described with reference to FIGS. In the figure, 10 is a rail car structure,
Side structure 20, underframe 30, roof structure 40 and gable structure 50
It consists of

The side structure 20 includes a waist plate 21, a curtain plate 22,
It is composed of the blower 23, and has a structure in which an outer plate member 60 having a laminated structure, which will be described later, is combined and joined, and has the above-mentioned name depending on the portion used in the vehicle body. The waist plate 21 and the curtain plate 22 are arranged above and below the window opening of the side structure 20. Further, the blower 23 is installed between the waist plate 21 and the curtain plate 22. The side structure 20 is integrally configured from the upper surface of the side beam 31 of the underframe 30 to a vehicle body circumferential direction end portion of a roof structure 40 described later. The dimension of each outer plate member 60 in the longitudinal direction of the vehicle body is a length obtained by dividing the side structure 20 into a plurality in the longitudinal direction of the vehicle body. The side structure 20 is assembled by arranging the individual outer plate members 60 in the longitudinal direction of the vehicle body to weld and join the blocks to form each block of the waist plate 21 and the curtain plate 22, and weld each through the blower 23.

Reference numeral 31 is a side beam which constitutes the underframe 30, and is arranged so as to extend in the vehicle longitudinal direction at both ends of the underframe 30 in the vehicle width direction. 32 is the side beam 31 arranged in parallel
Is a horizontal beam that is installed so as to extend in the width direction of the vehicle body, and both ends thereof are joined to the side surface 31 a of the side beam 31.
Further, the lateral beams 32 are arranged between the side beams 31 in parallel with each other in a longitudinal direction of the vehicle body at a predetermined pitch. Reference numeral 33 is a floor plate installed on the horizontal beam 32. The floor plate 33 is made of a laminated structure member described later. A plurality of the floor plates 33 are arranged in the longitudinal direction of the vehicle body and are joined together via the lateral beams 32 as shown in FIGS. 10 and 11, and each floor plate 33 is joined to the inner side surface 31a of the side beam 31 in the vehicle width direction vertical cross section. This forms the underframe 30. Further, the adjacent floor plates 33 are arranged such that the ends thereof are abutted against the horizontal beams 32, and the floor plates 33 are joined to each other and the floor plates 33 are joined to the horizontal beams 32.

The roof structure 40 has a structure in which an outer plate member 60 having a laminated structure described later is combined and joined. Roof structure 4
0 is configured as an integral block between the side structure 20 forming both side surfaces of the structure 10 and the upper part of the end structure 50 forming both end surfaces which will be described later. The dimensions of each outer plate member 60 in the vehicle body longitudinal direction and the vehicle width direction are the length and width obtained by dividing the roof structure 40 into a plurality of portions in the vehicle body longitudinal direction and the vehicle width direction.
In addition, in the vehicle body structure 10 shown in FIGS. 1 and 2, a plurality of outer plate members 60 are arranged side by side in the vehicle body longitudinal direction to form a roof structure 40, but when the outer plate member 60 is small, The roof structure 40 may be configured by arranging and joining them in the vehicle body longitudinal direction and the vehicle body width direction, respectively. The roof structure 40 is assembled by arranging and welding the individual outer plate members 60 in the longitudinal direction and the width direction of the vehicle body to form a block of the roof structure 40 and welding the side structure 20 and the end structure 50.

The end structure 50 may have a structure in which an outer plate is welded to a bone member of a conventional vehicle, but here, a case where an outer plate member 60 having a laminated structure described later is used will be described.
This is effective when pressure resistance during running in a tunnel is a particular problem. Although the pressure resistance of the vehicle body is improved as the shape of the vehicle body becomes closer to a sphere, the end structure 50 has a vertical cross section because it hits a connecting portion between the vehicle bodies. For this reason,
The displacement amount in the central portion of the end structure 50 is larger than that in other portions. Therefore, the characteristics of the outer plate member 60 described later can be exhibited. The end structure of the end structure of the end structure of the side structure 20, the underframe 30, and the roof structure 40 is integrally formed. The outer plate member 60 is arranged above and on the left and right of the through passage 51 of the end structure 50 to form the end structure 50.

A method of assembling the structure 10 having the above structure will be described. The structure 10 includes the side structure 20, the underframe 3
0, the roof structure 40, and the gable structure 50 are individually manufactured, and these are joined to each other to complete. First, the side structures 20 are vertically arranged on the upper surfaces of both sides of the underframe 30 in the vehicle width direction, that is, the upper portions of the side beams 31, and the wife structures 50 are arranged on the upper surfaces of both ends of the underframe 30 in the vehicle longitudinal direction. To do. Then, the underframe 30, the side structure 20, and the underframe 30
And the wife structure 50 are joined. At the same time, the side structure 20
And the wife structure 50 are joined. The roof structure 40 is placed on the two side structures 20 and the two wife structures 50, and the roof structure 40 and the two side structures 20 and the two wife structures 50 are placed.
Join each. In this way, the structure 10 is assembled. Next, FIGS. 3 and 4 will be described. The outer plate member 60 includes the surface materials 61 and 62 and the surface materials 61 and 6.
The core member 63, the strength member 64, the reinforcing member 65, and the connecting member 66 arranged at the outer peripheral ends of the core member 63 and the reinforcing member 65. The strength member 64 is basically arranged so as to pass through between the connecting members 66, and is arranged so as to connect the respective connecting members. However, the strength member 64
When the reinforcing members 64 are arranged so as to intersect each other, the strength members 64 are coupled to each other at the intersection. In addition, the reinforcing member 6
5 is between the adjacent strength members 64 and between the strength members 64.
And the connecting member 66 are connected to each other. In addition,
When the strength member 64 is curved in the thickness direction of the outer plate member 60 itself, that is, when the outer plate member 60 itself is curved and the core material 63 is a honeycomb core formed by bending a plate material. Is the direction orthogonal to the strength member 64 in the L direction 67a of the honeycomb core. In other words, the honeycomb core, which is the core material 63, is arranged in a direction orthogonal to the L direction 67a with respect to the curved direction of the outer plate member 60. However, if the honeycomb cores are formed into a curved surface by connecting the plate-shaped materials with the trapezoidal connecting portions, the honeycomb cores can be arranged parallel to the bending direction of the outer plate member 60.

In the outer plate member 60, the surface materials 61 and 62 are core materials 6.
3 separates a certain thickness or more, and each core material 6
Since 3 is closely supported, the bending and shearing rigidity is higher than that of a simple flat plate. As the outer plate member 60, for example, light alloy surface materials 61 and 62, a hexagonal lattice-shaped honeycomb core as a core material 63, a strength member 64, and a reinforcing member 65.
A honeycomb panel material brazed with is used. The honeycomb core has a structure having a plurality of cells which are communicated between two surface materials. Instead of the light alloy core 63, a thin plate or foam made of light alloy or resin formed in a lattice shape or other continuous shape may be used for bonding. The joining of these panels is
It is necessary to use thermosetting resins and adhesives that take into account the temperature rise during welding. Further, it is also effective to extend the joining flange portion of the joining member, and the heat effect due to welding can be prevented. Note that different metal materials such as a combination using stainless steel as the surface material and a light alloy material as the core material may be combined.

The strength member 64 itself is formed in a flat plate shape and is arranged so that its width direction is orthogonal to the surface material. Further, the longitudinal direction of the strength member 64 is arranged in the panel so as to match the circumferential direction of the vehicle body. Therefore, when the outer plate member 60 is not a flat surface but a curved surface that matches the shape of the vehicle body, it can be easily and accurately manufactured by cutting the strength member 64 from a flat plate into a fan shape. In terms of strength, since the core member 63 tightly holds the plate-shaped strength member 64, the strength member 64 does not fall down and sufficient bending rigidity can be secured. Further, as the shape of the strength member, it is also conceivable to use a U-shaped or R-shaped mold material other than the plate shape. In the case of these mold members, the whole cannot be bent extremely, but it is possible to bend without impairing the sectional shape, and these mold members may be used. In addition, in these mold materials, a decrease in dimensional accuracy due to bending can be avoided by machining. Thereby, it is possible to use the above-mentioned mold material as the strength member. When the pressure difference inside and outside the vehicle of the structure 10 configured as described above fluctuates, the outer plate member 60 serves as an airtight wall that keeps the pressure inside the vehicle constant.

FIG. 5 shows the arrangement of the core material 63. Core material 63
Is formed by stacking corrugated plates in the L direction 67a so as to form hexagonal cells 68, and filling the gaps between them with the brazing material 69.
It has a structure to be joined with. In the case of a laminated panel using the core material 63, the L direction 67a of the core material 63, that is, the continuous direction of the plate material, has a shear strength of about 60% as compared with the W direction 67b, that is, the direction perpendicular to the L direction. Is high. This is due to the difference in the arrangement of the core materials 63.

Further, the reinforcing member 65 is the strength member 6
4, the core member 63 of the outer plate member 60 can be cut by the ridges 63a or the valleys 63b of the individual core members 63 when installed at an angle of 60 ° with respect to 4 and 30 ° with respect to the coupling member 66. The form of the material 63 can be standardized into two types. Further, the reinforcing member 65 is 3 times larger than the strength member 64.
If the core member 63 of the outer plate member 60 can be cut in the middle of the ridges 63a of the individual core members 63 when it is installed at an angle of 0 ° and 60 ° with respect to the coupling member 66, the form of the core member 63 is 1 Can be standardized into types.

In FIG. 6, the outer plate member 60 has a structure in which a connecting member 66 is provided on the outer peripheral end of the outer plate member 60, and the outer plate member 60 is connected to another outer plate member 60 via the connecting member 66. Therefore, as compared with the case where the surface materials 61 and 62 are directly bonded to each other, it is possible to prevent the strength of the joint portion from lowering. The strength member 64 is
What is equivalent to a conventional side pillar, rafter, etc. is installed between the surface materials 61 and 62 as a part of laminated structure. The strength member 64 needs to be arranged in the circumferential direction of the vertical cross section of the vehicle body structure 10 in consideration of the load due to the atmospheric pressure difference between the inside and the outside of the vehicle body.

That is, in the waist plate 21, the curtain plate 22 and the blower 23, the strength member 64 is arranged so as to be pulled through in the vertical direction of the side structure 20. The strength member 64
Are arranged so as to be orthogonal to the surface material as described above. The radius of curvature of the edge of the strength member 64 of the curtain plate 22 in the width direction is smaller than the radius of curvature of the edge of the strength member 64 of the waist plate 21 and the blower 23. Also, the curtain 22
The radius of curvature of the edge of the strength member 64 in the width direction changes in the direction in which the radius of curvature becomes shorter as it approaches the roof structure 40. As described above, in the outer plate member 60, the curved surface of the edge in the width direction of the strength member 64 installed inside can be arbitrarily formed into an arcuate curved surface or a curved surface having different curvatures to form a laminated panel.

In the roof structure 40, the strength member 64
Are arranged so as to extend in the width direction of the roof structure 40. That is, the strength member 64 is arranged so as to correspond to a conventional rafter. As for the structure 10, as shown in FIG. 7, the strength members 64 of the outer plate members 60 are arranged so as to be on the same sectional line. Note that in FIG. 7, the surface material of the surface is neglected in order to make it easier to understand the relationship between the arrangement of the outer plate members 60 and their internal structures. That is, the outer plate members 60 are arranged so that the roof structure 40 and the strength members 64 of the waist plate 21, the curtain plate 22, and the blow-in 23 are connected in the circumferential direction of the vehicle body. Therefore, the respective strength members 64 can share the load. That is, since each strength member 64 is a ring-shaped strength member disposed between the side beams on both sides in the vehicle width direction, sufficient strength can be exerted against pressure fluctuations acting on the structure 10.

Further, the reinforcing member 65 is replaced by the strength member 64.
By arranging and the connecting member 66 or the strength member 64 so as to be connected to each other, the load of the welding line 27, which is a connecting portion between the outer plate members 60, can be dispersed and stress concentration can be relieved. . That is, the strength member 64
By installing the inside of each outer plate member 60, the connecting member 66 and the strength member 64 in the outer plate member 60 transmit various forces. Therefore, stress is likely to be concentrated at the joint between the strength member 64 and the joining member 66. Therefore, by providing the reinforcing member 65 as described above, the force can be dispersed and transmitted, and stress concentration can be prevented. This leads to a weight reduction due to the reduction in the thickness of the connecting member 66 or an increase in the strength of the entire structure 10.

The manufacturing condition of the curved outer plate member 60 will be described. A surface member 61 is placed on a lower mold having a supporting surface formed on a required curved surface, and a plurality of bent core members 63, a strength member 64, and a reinforcing member 65 are placed on the surface member 61. Then, the respective members are positioned relative to each other, but since the edges of the strength member 64 and the reinforcing member 65 are each formed into a curved surface, the positioning to the mold is accurately performed. The surface material 62 is placed on these, and the upper die is placed.
In such a state, if the respective members are to be joined by brazing, for example, the upper and lower molds are pressurized and joined while heating in a vacuum furnace. The brazing material for brazing is clad on the panel inner surface sides of the surface materials 61 and 62, the core material 63, the strength member 64 and the reinforcing member 65, respectively. The workability is improved if the surface members 61 and 62 are curved in advance. Further, by using the outer plate member 60 of the present invention, the inside 10 of the vehicle structure 10 can be
a can be smoothed, and the degree of freedom in arrangement of the interior material mounting bracket, which has been conventionally restricted by the side pillars and rafters, can be increased. Can be standardized.

The case where the outer plate member 60 is used for each structure will be described in detail below. In FIG. 6, the side structure 20 is subjected to the self-weight of the structure 10 itself, a vertical load transmitted from the underframe 30 by various devices installed on the lower surface of the underframe 30 and passengers, and a load due to pressure fluctuations inside and outside the vehicle. . Since the side structure 20 is mainly configured by the outer plate member 60 against these loads, it has sufficient out-of-plane bending rigidity and shear rigidity. That is, since the outer plate member 60 is joined by the core members so that the outer members are not displaced from each other, the out-of-plane bending rigidity is high, and sufficient rigidity can be secured as the structure 10. Further, since each outer plate member 60 has the strength member 64 built therein, the outer plate member 60 has a higher out-of-plane strength than a normal laminated panel in which a surface material and a core material are combined, and the strength thereof is a normal strength. It is equivalent to or more than the one in which the bone member is installed on the surface of the laminated panel. More specifically, since the strength member 64 of the outer plate member 60 is supported on both sides by the core material, even if it is relatively thin, it is difficult to buckle, and the plate thickness installed on the surface of the laminated panel is large. It can exhibit strength equivalent to that of a mold material. Therefore, the rigidity can be improved as compared with the case where a mold material having the same cross-sectional area as the strength member 64 is joined to the laminated panel. Further, in the strength member 64, the rigidity can be improved as described above even when the outer plate member 60 is formed in a curved shape.
Therefore, the side structure 20 is unlikely to be deformed, and can sufficiently withstand the load.

Further, since the strength member 64 and the reinforcing member 65 are arranged in the peripheral portion of the window required for strength, the vehicle body structure 10 in which local stress concentration is small can be obtained. Further, among the outer plate members constituting the structure 10, the waist plate 21, the curtain plate 22, the blow-in 23, and the outer plate member constituting the roof structure 40 are respectively attached to the strength member 64 and the reinforcing member 65 in the longitudinal direction of the vehicle body. If the structure 10 is designed by standardizing the same arrangement, the outer plate member 6
Cost reduction of 0 can be achieved. The waist plate 21 and the curtain plate 22 may have the same dimensional relationship and may be the same outer plate member.

FIG. 7 shows the arrangement of the roof structure 40, the waist plate 21, the curtain plate 22, the blowing 23, and the side beams 31 of the underframe. Roof structure 40, curtain plate 22, blower 23, waist plate 2
The outer plate members 60 that form part 1 are alternately arranged in the longitudinal direction of the vehicle body to avoid concentration of the welding line 27 in the vehicle width direction or the vehicle body vertical direction. This is because the mechanical properties of the welded parts are inferior to the mechanical properties of the base material of the joining member 66, and the strength of the structure 10 is prevented by preventing the welding line 27 of each outer plate member 60 from concentrating. The reliability can be improved.
The joining member 66 joined by the welding line 27 is replaced by the strength member 6
It is also possible to promote the weight reduction by arranging it at the position of 4 and also using it. By the way, 2
The connecting members 66 arranged vertically on both sides in the width direction of 3
Is configured such that its end portion is projected toward the curtain plate 20 or the waist plate 21 side from the connecting member 66 arranged in the horizontal direction orthogonal to each other. By the projection of the connecting member 66 of the blow-up 23, the welding line length of the joint portion between the waist plate 21 and the curtain plate 22 can be increased, and the strength can be improved.

In the structure shown in FIG. 7, a welding line 27 for joining the waist plates 21 and the curtain plates 22 to each other is located at the center of the side window 24. However, if the welding lines 27, that is, the joints between the waist plates 21 and between the curtain plates 22 are aligned with the strength members on both sides in the width direction of the blow-in 23 so as to be offset from each other, the strength members 64 can be reduced. It is possible to reduce the weight. That is, the joining welding line 27 of the waist plates 21 is arranged so as to match one strength member in the width direction of the blower 23, for example, the strength member on the right side, and the joining welding line 27 of the curtain plates 22 is blown. The other strength member in the width direction, for example, the strength member on the left side is aligned with and arranged. By doing so, the side structure 20
In, the welding line 27 joining the waist plates 21 and the curtain plates 22 is displaced by the width dimension of the blow-in 23. According to such a configuration, first, the same effect as that of the structure shown in FIG. 7 can be achieved. In addition to this effect, the joining member 66 at the joint between the waist plates 21 and the curtain plates 22 can also be used as the strength member 64 arranged corresponding to the blow-up 23 shown in FIG. 7. Therefore, the strength member 64 of the outer plate member 60 can be reduced as compared with the structure shown in FIG. 7. This reduces the weight of each outer plate member.

Since the outer plate member 60 has high bending and shearing rigidity, when it is used for the side structure 20 as described above, the vertical stress and residual stress caused by welding hardly cause distortion on the vehicle body surface, and it is attractive. Can be improved. Further, by incorporating a strength member and a reinforcing member that match the shape of the vehicle body into the inside of the outer plate member 60, a vehicle body structure with less distortion of the vehicle body surface can be obtained as compared with a case where a flat plate-shaped outer plate member is bent. can get. As a result, the work of removing the distortion of the vehicle body surface can be omitted. Further, it is possible to simplify the smoothing work using the putty for coating on the surface of the side structure 20 which is conventionally performed after the completion of the structure.

The floor plate 33 of the underframe 30 shown in FIG. 8 is the outer plate member 60 or a member obtained by omitting the strength member 65 and the reinforcing member 66 in the outer plate member 60 depending on the operating conditions and load conditions of the vehicle. Use properly. In the underframe 30, it is the side beams 31 and the lateral beams 32 that bear the load applied to the floor plate 33 due to the pressure difference between the inside and the outside of the vehicle body. However, as the vehicle speed increases, the airtight load during traveling in the tunnel increases and the floor plate 33 A material with high out-of-plane bending rigidity is required. In addition, when it is necessary to reduce the weight, the outer plate member 60
It is effective to use. Underframe 30 as shown in FIG.
In, in the middle beam 3 is responsible for the load due to the end compression.
5 and the bolster 36, the outer plate member 60 is arranged on the floor plate 33 mounted on the middle beam 35 and the lateral beam 32 between the end beam 34 and the bolster 36. In particular, between the pillow beams 36, the side beams 3
Since 1 bears the load, in order to smoothly flow the load from the bolster 36 to the side beams 32, a strength member 64 is provided at a right angle to the coupling member 66 inside the floor plate 33 before and after the bolster 36.
The one arranged so as to form 30 ° or 60 ° is used. In addition, the floor plate 33 is arranged with the strength member 64 and the reinforcing member 65 omitted from the outer plate member 60. By arranging the core material 63 inside the outer plate member 60 in the longitudinal direction of the vehicle body, a vehicle body structure having high vehicle end compression strength can be obtained. Further, as shown in FIGS. 10 and 11, the floor plates 33 are arranged in the longitudinal direction of the vehicle body, and the U-shaped coupling members 66 of the outer plate members 60 are joined to each other on the upper surface of the lateral beam 32. That is, the lower flange of the connecting member 66 of the adjacent outer plate members 60 is the lateral beam 3
Abut on the side surface of the vertical portion of 2 and join by continuous or intermittent welding. The upper flanges of the joining members 66 of the adjacent outer plate members 60 are arranged with a root gap at the vertical end face of the horizontal beam 32, and are welded together in three parts. In order to allow the T-shaped vertical portion of the horizontal beam 32 to penetrate from one of the connecting surfaces of the adjacent outer plate members 60 and to arrange the tip of the T-shaped horizontal beam 32 in contact with the inside of the other connecting surface, the T-shaped vertical portion is arranged. A protrusion for positioning may be provided on the side surface of the part. Further, regarding the connection of the outer plate member 60 in the vehicle body width direction, the side surface 31a of the side beam 31 on the inner side of the vehicle body width direction vertical section is welded to the connection member 66.

According to this structure, since the vertical beam end is continuously joined to the outer plate member 60, the horizontal beam 32 forms the upper flat plate portion of the conventional I-shaped or U-shaped horizontal beam. It is possible to achieve an equivalent section modulus without any. This reduces the weight of the cross beam 32 itself,
This leads to weight reduction of the structure 10. In addition, the connecting structure by the front cross beam 32 of the outer plate member can be adopted in other portions of the structure 10. That is, the outer plate member 6 of the lateral beam 32
It is also conceivable to use a protrusion from 0 for mounting the device. Further, this structure can be applied to a general structure such as a case where the outer plate member is used as a wall material of a building.

Next, as shown in FIG. 12, in order to secure the field of view by making the side window 24 into a rectangular parallelepiped, at the corners of the blower 23 of the side structure 20 and the curtain plate 22 and the waist plate 21,
A notch 25 for local stress relaxation is provided around the side window, and a reinforcing member 65 and a strength member 64 are provided inside the blower 23, the curtain plate 22 and the waist plate 21 facing the connecting line. There is a need. In this case, the stress concentrates on the farthest portion 26 of the side window 24 of the cutout portion 25. That is, the base material portion of the coupling member 66 takes charge of the portion having high stress. If further strength is required, the connecting member 66 in this portion is reinforced or the wall thickness is increased.

Next, the structure of the side window 24 will be described with reference to FIGS. The structure of the side window 24 may be a continuous window in which the side window glass 24 'is extended to the blow window 23 or a normal window by changing the thickness of the blow window 23 and the shape of the connecting member 66 of the blow window 23, the curtain plate 22 and the waist plate 21. Applicable to a single window. First, the side window glass 24 'is blown by 23
For the structure of the continuous window extended up to
4'is held by a fastening plate member 66a and a fastening member 66b with respect to a flange portion formed integrally with the joining member 66 for holding the glass. Examples of the fastening member 66b include bolts and rivets. This time,
Unnecessary portion 66 of the connecting member 66 in the side window 24 portion
It is also possible to reduce the weight by removing c. FIG. 12 shows a state in which the side window glass is not provided.
Reference numeral 14 shows a state in which a side window glass is provided.

Further, the structure of an ordinary single window will be described with reference to FIGS. FIG. 15 shows a state where the side window glass is not provided, and FIG. 17 shows a state where the side window glass is provided. A flange portion that holds the side window glass 24 'is integrally formed with each coupling member 66 that forms the periphery of the side window 24, and the fastening plate member 6 is attached to the flange portion.
The side window glass 24 'is fastened by the fastening member 66b via 6a. In this case, a glass holding flange portion is also integrally formed with the connecting member 66 installed on the side surface of the blow-in 23, and the side window glass 24 'is pressed and fastened by the fastening plate member and the fastening member. By removing the interior side 66c of each coupling member 66, the degree of freedom in the shape of the interior material installed in the opening of the side window 24 can be increased. Since this structure has the same thickness of the curtain plate 22 and the waist plate 21 and the thickness of the blow-in 23, it can be said that the structure is superior in strength to the vehicle structure 10 having the continuous window structure described above.

Next, the structure of the blower 23 of the side structure 20 will be described in detail with reference to FIGS. Since the strength members 66 installed on the edges of the outer plate member 60 used for the blow-in 23 in the front-rear direction of the vehicle body, that is, the edges on both sides in the left-right width direction of the blow-off 23 shown in the figure have relatively strong strength, basically, against twisting. It has a strong structure. Further, here, the core material 63 of the outer plate member 60 is arranged in the vertical, horizontal, and oblique cross-section directions when the outline of the blow-in 23 is a straight line,
By adapting to the main load direction, the strength member 64,
The reinforcing member 65 can be omitted. However, when the outer shape is a curved shape, it is preferable to dispose in the longitudinal direction of the vehicle body (left and right direction in FIG. 18) for manufacturing. This is because the shape of the thin plate, which is the material of the core material 63, becomes a rectangle, which is easy to process and easy to obtain accuracy. As it is, the body circumferential direction
When arranged in the vertical direction in FIG. 18, the shape of the thin plate that is the material of the core material 63 becomes a fan shape, and complicated processing is performed in order to ensure surface accuracy after processing.

The blower 23a in FIG. 18 has a structure in which a reinforcing member 65 is installed in a diamond shape inside the outer plate member 60. The reinforcing member 65 serves to improve the shear rigidity of the blower 23a and to transmit a load especially to the vicinity of the center of the horizontal connecting member 66, and to average the stress generated in the weld line of the connecting portion.

Next, the structure of the blowing 23b shown in FIG. 19 will be described. This is done by connecting the strength member 64b to the outer plate member 60.
A plurality of them are installed at right angles to the connecting members 66 arranged in the outer peripheral direction of the vehicle body, that is, in the vertical direction. This structure is the simplest and is suitable when the load applied to the vehicle body is low.

The structure of the blower 23c in FIG. 20 is a combination of the blowers 23b and 23c described above, and the connecting portion between the strength member 64b and the vertical connecting member 66 in the structure shown in FIG. In order to alleviate the stress concentration of the welding line, the reinforcing member 65 is arranged between the members. It is suitable when the load applied to the vehicle body is relatively high.

The structure of the blowing 23d shown in FIG. 21 will be described. Vertical coupling member 66 and separate strength member 64
The cuff portion is subdivided by c and the reinforcing member 65 is diagonally arranged with respect to each coupling member 66 in the divided portion to form braces. This structure enhances the out-of-plane bending rigidity of the main blower itself when the member with high rigidity as the connecting member 66 installed in the vertical direction on the left and right cannot be installed due to the stress concentration, and the joining portion weld line 27 This structure is effective for making the stress distribution uniform.

22 and 23, yet another blowing 23
The structure of is explained. The breeze 23e has a structure in which reinforcing members 65 are installed in braces so as to connect the joining positions of the joining members 66 in the horizontal and vertical directions. According to the structure of the blow-in 23e, the shear rigidity can be improved with a relatively simple structure. Further, the blowing 23f has a structure in which a strength member 64b is added to the structure of the blowing 23e. According to the structure of the blow-off 23f, the shear rigidity can be further improved as compared with the blow-off 23e. By the way, in these blow-in structures, the reinforcing members are provided so as to intersect with each other, but the reinforcing member may be provided only on one side. That is, in consideration of the joining position in the blown-up structure, the reinforcing member may be arranged so as to incline such that the upper end of the reinforcing member falls toward the vehicle end side with the center portion in the vehicle longitudinal direction as a boundary.

The above-mentioned FIG. 18, FIG. 19, FIG. 20, and FIG.
1, FIG. 22 and FIG. 23 are drawn by ignoring the surface material of the surface for the sake of clarity.

Next, the roof structure 40 will be described with reference to FIGS. As described above, the roof structure 40 is composed of the outer plate member 60, and the strength members 64 are arranged in the circumferential direction of the widthwise vertical cross section of the vehicle structure 10 in consideration of the load due to the difference in the atmospheric pressure inside and outside the vehicle body. There is. Further, a reinforcing member 65 is arranged at a portion where the strength member 64 is joined to the coupling member 66 in order to prevent stress concentration. Further, the outer plate members 60 of the roof structure 40 and the curtain plates 22 are alternately arranged in the longitudinal direction of the vehicle body. As a result, most of the welding line 27 extending in the vehicle body circumferential direction is displaced with respect to the vehicle body longitudinal direction. This can improve the strength reliability by reducing the portion where the welding line 27 is concentrated as described above. Further, the roof structure 40 needs a mount for installing a pantograph insulator. The pedestal 41 for that purpose is arranged inside the outer plate member 60. Strength members 64 are arranged on the four sides of each pedestal 41 and joined to the joining members 66. The load applied from the pantograph fluctuates in the vehicle body vertical direction and the vehicle body width direction and is applied. According to this structure, the strength member 6 is provided on the four sides of the pedestal 41.
Since 4 is arranged, it has sufficient strength for the above-mentioned load conditions.

FIG. 26 illustrates a case where the outer plate member 60 is used for the end structure 50. An opening of a through passage 51 is formed in the end structure 50. As described above, the end structure 50 has a vertical cross section because it hits the connecting portion between the vehicle bodies. As the vehicle speed increases, the pressure resistance during traveling in the tunnel becomes a problem. Therefore, the strength members 64 of the outer plate members 60 are arranged so as to be aligned with each other to secure the pressure resistance. Further, the wife structure 50 needs a cradle 52 for installing a device for preventing the swing of the vehicle body.
The pedestal 52 for that purpose is arranged inside the outer plate member 60. Strength members 64 are arranged on the four sides of each pedestal 52 and joined to the joining members 66. The load applied from the device for preventing swinging is fluctuated and applied in the vehicle body longitudinal direction, the vehicle body vertical direction, and the vehicle body width direction. According to this structure,
Since the strength members 64 are arranged on the four sides of the cradle 52, the strength is sufficient for the above-mentioned load conditions.

Note that, in FIGS. 25 and 26, the surface material of the surface is neglected for the sake of clarity.

[0060]

According to the present invention, at least the roof portion, the curtain plate portion, the blower portion, among the roof portion, the curtain plate portion, the blower portion, the waist plate portion, the underframe portion and the wife portion which constitute the railway vehicle structure, By using the outer plate member made of a light alloy for the waist plate part, while improving the pressure resistance, reducing the number of work steps, and securing the vehicle body rigidity,
A structure is obtained that allows a rectangular car window with good visibility.

[Brief description of drawings]

FIG. 1 is a cross-sectional perspective view showing an embodiment of a railway vehicle structure according to the present invention.

FIG. 2 is a perspective view showing an overall appearance of the railway vehicle body structure shown in FIG.

3 is a front view showing a configuration of an outer plate member used in the railway vehicle body structure of FIG. 1. FIG.

FIG. 4 is a sectional view of a CC portion of FIG.

FIG. 5 is an enlarged front view of a portion D of FIG.

6 is a perspective view including a cross section taken along the line AA of FIG.

FIG. 7 is a front view showing an enlarged part B of FIG.

8 is a plan view showing an underframe of the railway vehicle body structure of FIG. 2. FIG.

9 is an enlarged plan view of a portion E of FIG.

10 is a cross-sectional view of the FF portion of FIG.

11 is a cross-sectional view of a GG part in FIG.

FIG. 12 is a front view showing an enlarged example of a side window portion of the side structure.

FIG. 13 is a sectional view taken along line HH of FIG.

FIG. 14 is a sectional view taken along the line II in FIG.

FIG. 15 is an enlarged front view showing another embodiment of the side window portion of the side structure.

16 is a sectional view taken along line JJ of FIG.

17 is a cross-sectional view of the KK part of FIG.

FIG. 18 is a front view showing the detailed structure of blow-by with a reinforcing member provided at each corner.

FIG. 19 is a front view showing the detailed structure of the blow-by provided with the horizontal strength member.

FIG. 20 is a front view showing a detailed structure of the blow-by including a horizontal strength member and a reinforcing member.

FIG. 21 is a front view showing a detailed structure of the blow-by including horizontal and vertical strength members and reinforcing members.

FIG. 22 is a front view showing the detailed structure of the blow-by including the cross-shaped bracing reinforcing members.

FIG. 23 is a front view showing the detailed structure of the blow-by including the cross-reinforcing reinforcing member and the horizontal strength member.

FIG. 24 is a plan view showing a roof structure of the railway vehicle structure of FIG. 2.

25 is a plan view showing an enlarged part L of FIG. 24. FIG.

26 is a front view showing a wife structure of the railway vehicle structure of FIG. 2. FIG.

[Explanation of symbols]

10 ... Body, 20 ... Side body, 21 ... Waist board, 22 ... Curtain board, 23 ... Windward, 24 ... Side window, 30 ... Underframe, 31 ...
..Side beams, 32 ... Lateral beams, 33 ... Floor plates, 40 ... Roof structure, 50 ... Wife structure, 60 ... Outer plate members, 61, 62 ...
Surface material, 63 ... Core material, 64 ... Strength member, 65 ... Reinforcing member, 66 ... Coupling member.

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Masato Okazaki Masato Okazaki 794 Azuma Higashitoyo, Kudamatsu City, Yamaguchi Prefecture Stock company Hitachi Kasado Factory (72) Inventor Sumio Okuno 502 Kandachimachi, Tsuchiura, Ibaraki Hitachi, Ltd. (72) Inventor Takeshi Tomon, 502, Kamimachimachii, Tsuchiura-shi, Ibaraki Hitachi Machinery Research Laboratory, Ltd.

Claims (9)

[Claims] 1. In a structure of a railway vehicle comprising a roof portion, a curtain plate portion, a blow-up portion, a waist plate portion, an underframe portion, and a wife portion, at least the roof portion, the curtain plate portion, the blow-up portion, and the waist plate portion are light alloys. Made of a surface material, a core material, a strength member, a reinforcing member, and a joining member, and the surface material is arranged on both surfaces of the core material, and the strength required for the core material and the surface material is arbitrary. A structure of a railway vehicle having a structure in which a strength member, a reinforcing member, and a connecting member are arranged inside the location, and an outer plate member joined by brazing is combined and joined. 2. The structure of the railway vehicle according to claim 1,
A railway vehicle structure comprising an outer plate member in which a surface member, a core member, a strength member, a reinforcing member, and a joining member formed in conformity with a vehicle body shape are joined by brazing. 3. The structure of the railway vehicle according to claim 2,
The strength member inside the outer plate member is 0 ° from the joining member,
A railway vehicle structure characterized by being arranged at 30 °, 60 ° and 90 °. 4. The structure of the railway vehicle according to claim 2,
A railway vehicle structure characterized in that the reinforcing member inside the outer plate member is arranged at 0 °, 30 °, 60 ° and 90 ° with respect to the strength member and the connecting member. 5. The structure of the railway vehicle according to claim 2,
The side structure composed of the curtain plate part, the blowing part, and the waist plate part is formed from the end of the roof structure in the width direction to the upper surface of the side beam of the underframe, and the roof structure integrally configures both side structure upper surfaces, and the side structure and A plurality of outer plate members obtained by dividing the roof structure into a plurality are arranged in the vehicle body longitudinal direction and width direction of the side structure and the roof structure, and,
A railcar structure characterized by alternately arranging each outer plate member. 6. The structure of the railway vehicle according to claim 2,
An outer plate member facing the joining line by forming an arcuate notch in contact with the joining line end on at least one of the joining members of the respective outer plate members of the opening formed by joining the plurality of outer plate members. A railway vehicle structure characterized in that a strength member and a reinforcing member are provided inside. 7. The structure of the railway vehicle according to claim 1, wherein:
A railcar structure characterized in that a core material inside the outer plate member is arranged in a longitudinal cross-sectional direction of a vehicle body, and a strength member and a reinforcing member are not provided and only the core material is provided. 8. A joining member for adjoining laminated panels in a joining structure for laminating panels, wherein surface members are arranged on both surfaces of a core member, and joining members are arranged at outer peripheral ends and these are joined by brazing. From one of the butting surfaces of
A combined structure of a laminated panel, characterized in that it is connected through a T-shaped connecting member that is in contact with the inside of another butt surface. 9. Two end members, a core member disposed between the end members, and a front end of a widthwise edge formed so as to extend in a curved direction between the end members and formed in a curved shape. Strength member,
A laminated panel comprising: a joining member installed between the core members on the outer periphery of the panel.