KR100226315B1 - Rolling stock structure body - Google Patents

Abstract

Object: The first object of the present invention is to provide a light weight railway vehicle structure having excellent pressure resistance, breaking compression resistance and bending rigidity.

Structure: The structure of the present invention is a laminated outer plate soldering the surface material 61, 62, core 63, strength-type member 70, reinforcing member 65 and bonding member 66 made of a light alloy alloy. At least the roof structure of the roof structure 40, the horizontal plate 22, the window wall 23, the bottom frame 21, the body frame 30, the end partition structure 50 of the railway vehicle structure member 60 The outer plate member 60 is arranged on the 40, the horizontal plate 22, the window wall 23, and the lower frame plate 21.

Description

Railway vehicle structure

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

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

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

4 is a sectional view taken along the line IV-VI of FIG.

5 is an enlarged front view of part D of FIG.

6 is a perspective view including a section IV-VI section of FIG.

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

8 is a plan view showing the body frame of the railway vehicle structure of FIG.

9 is an enlarged plan view of part E of FIG.

10 is a sectional view taken along the line X-X in FIG.

11 is a sectional view taken along the line XI-XI of FIG.

12 is an enlarged front view of one embodiment of a side window portion of a side structure.

13 is a cross-sectional view of the XIII-XIII section of FIG.

14 is a cross-sectional view of the XIV-XIV section of FIG.

Fig. 15 is an enlarged front view of another embodiment of the side window portion in the side structure.

16 is a cross-sectional view of the XVI-XVI section of FIG.

FIG. 17 is a cross-sectional view of the XVII-XVII section of FIG. 15; FIG.

18 is a front view showing a detailed structure of a window wall provided with a reinforcing member in each component.

19 is a front view showing a detailed structure of a window wall provided with a member for strength in the horizontal direction.

20 is a front view showing a detailed structure of a window wall having a horizontal strength member and a reinforcing member.

21 is a front view showing the detailed structure of the window wall provided with the strength member and the reinforcement member of a horizontal and a vertical direction.

22 is a front view showing the detailed structure of the window wall provided with the cross-shaped reinforcing member.

23 is a front view showing the detailed structure of the window wall provided with the cross-shaped reinforcement member and the horizontal strength member.

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

25 is an enlarged plan view of an L portion of FIG. 24;

FIG. 26 is a front view showing the end partition structure of the railway vehicle structure of FIG.

Figure 27 is a front view showing a part of the surface material showing another embodiment of the bar plate member according to the present invention.

FIG. 28 is a cross-sectional view of XXVIII-XXVIII in FIG. 27; FIG.

29 is an enlarged plan view of a portion N of FIG. 27;

30 is a vertical cross-sectional view showing another embodiment of the body frame of a railway vehicle according to the present invention.

Figure 31 is a vertical cross-sectional view showing another embodiment of the body frame of a railway vehicle according to the present invention.

Explanation of symbols for main parts of drawings>

10: structure 20: side structure

21: window frame plate 22: horizontal plate

23: window wall 24: side window

30: body frame 31: side support

32: horizontal support 33: bottom plate

40: roof structure 50: end partition structure

60: outer plate member 61, 62: surface material

63 core material 64 strength member

65: reinforcing member 66: coupling member

The present invention relates to a structure of a railway vehicle structure, and relates to a railway vehicle structure suitable for a railway vehicle traveling at high speed.

The prior art uses a light alloy solder honeycomb panel as an outer plate of a side structure, a roof structure, a floor structure, and the like, and as described in Japanese Patent Application Laid-Open No. 1-339253, arranging a skeleton member on the inside of the vehicle rather than the panel. One structure is known.

In recent years, the demand for speeding up railroad cars is increasing. Increasing the speed of railroad cars causes problems such as track breakage, noise increase during driving, and increase in thrust ratio. In order to solve these problems, it is necessary to reduce the weight according to the traveling speed of the railway vehicle.

BACKGROUND ART Conventionally, in the steel structure and the light alloy structure, the weight reduction due to the thinning of the outer plate member and the skeleton member has been achieved, but there is a limit in the weight reduction in terms of strength and rigidity of the member. In addition, a honeycomb panel made of a light alloy is used for the outer plate member, and a welded structure with the skeletal member is employed, but stresses are locally concentrated at the point where the curvature of the vehicle body section changes or the joint of the panel. As it needed, it might hinder weight reduction.

It is known that when a railroad vehicle travels in a tunnel at high speed, the pressure difference inside and outside a vehicle changes abruptly. In particular, when the vehicles are staggered in the tunnel, a large pressure fluctuation occurs 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 pressure fluctuations from propagating in the vehicle so as not to cause discomfort to passengers.

Therefore, the structure of the vehicle is subject to the loads of passengers, various devices, the weight of the structure itself, and the load caused by the pressure difference between the inside and outside of the vehicle. For this reason, the strength of the structural body and the pressure load must be improved. However, there is a contrary relationship between improving the rigidity and strength of the structure and reducing the weight, and it is in a difficult situation to realize.

A first object of the present invention is to provide a light weight structure for a vehicle excellent in pressure resistance.

It is a second object of the present invention to provide a light weight structure for a vehicle having excellent vertical bending rigidity.

It is a third object of the present invention to provide a light weight structure for a vehicle excellent in breaking compressive strength.

It is a fourth object of the present invention to provide a laminate for a railway vehicle structure that can reduce the number of working steps in manufacturing.

A fifth object of the present invention is to provide a structure in which a watch can enable a good rectangular windshield while securing body rigidity.

A sixth object of the present invention is to provide a bonding structure of a laminated panel which can improve the strength of the panel bonding portion.

A seventh object of the present invention is to provide a laminated panel formed in a curved shape that can improve out-of-plane bending stiffness without joining a member to an outer surface of the panel.

The first, second, and third objects of the first, second and third objects of the structure of the railway vehicle consisting of a roof portion, a horizontal plate portion, a window wall portion, a lower frame plate portion, a body frame portion, an end partition portion, at least a roof portion, a horizontal plate portion, a window wall portion, It consists of a surface material, core material, strength member, reinforcement member, and coupling member made of a light alloy, and the surface material is disposed on both surfaces of the core member, and the strength of the inner plate member is required. This is achieved by arranging the member for strength, the member for reinforcement and the member for joining at the outer circumferential end thereof, and combining the outer plate member joined by soldering.

The second and third objects of the present invention are in the length of the vehicle body so that the core material inside the outer plate member in the structure of the railway vehicle conforms to the strength direction which is mainly required according to the installation position of the outer plate member in the vehicle body. It is achieved by arranging in the cross-sectional direction. It is achieved by arrange | positioning in a vehicle length direction in the direction to which a load is applied, or other place.

The fourth object is that in the structure of the railway vehicle, the strength member inside the outer plate member is arranged to be 0 °, 30 °, 60 ° and 90 ° with respect to the coupling member for effective utilization of the core material arrangement Is achieved.

The fourth object is a structure of a railway vehicle, wherein the reinforcing member inside the outer plate member is disposed at 0 °, 30 °, 60 ° and 90 ° with respect to the strength member and the coupling member at the outer circumferential end of the core. It is achieved by making effective use of repositioning.

In a fourth aspect of the present invention, a side structure including the horizontal plate portion, the window wall portion, and the lower frame portion is provided from a widthwise end portion of the roof structure to an upper surface of the side support of the body frame, and the roof structure is formed on both side structures. A plurality of outer plate members are integrally formed between the upper surfaces and have a dimension obtained by dividing a plurality of side structures and a roof structure in the vehicle length direction and the width direction in the vehicle body length direction and the width direction of the side structure and the roof structure. This is achieved by aligning and again placing each outer plate member alternately.

The fifth object is achieved by providing a cutout for local stress relief in a structure of a railway vehicle, and appropriately arranging a strength member and a reinforcing member inside the outer plate member.

A sixth object of the present invention is to arrange a surface member on both sides of a core material and to arrange a joining member at an outer circumferential end thereof, and to join the joining member of the joining member of the adjacent laminated panel in the joining structure of the laminated panel in which these are joined by soldering. It is achieved by penetrating from one side of and through a T-shaped connecting member in contact with the inside of the other mating surface.

The seventh object is for strength in which two surface members, a core member disposed between the surface members, and a cross section of a widthwise edge are arranged in a curved direction between the surface members and are formed in a curved shape. It is achieved by constructing a member for coupling between the member and the core material, the panel outer periphery being provided.

When a railroad car travels inside a tunnel at high speed, pressure fluctuations occur inside and outside the car. In particular, when the vehicles cross each other, the variation is maximum. This pressure fluctuation acts on the airtight walls constituting the structure. In order to withstand such pressure fluctuations, the outer plate member of the present invention comprises a surface member, a core member, and a strength member such as a side column, a rafter, which is disposed inside the vehicle body of the outer plate member, and an equivalent member of the reinforcing member. It is comprised by the laminated material integrated in the outer periphery end, combining the coupling member, and joining the above by soldering. Since the outer plate member is hermetically supported by the core member, the outer plate member has a strong out-of-plane bending strength and can sufficiently withstand even if the pressure fluctuation is applied. Therefore, according to the present invention, it is possible to improve the pressure resistance when traveling in the tunnel of the structure of the railway vehicle.

Next, the outer plate member of the present invention has the outer surface and the inner surface of the coupling member at the outer circumferential end of the same surface as the surface of the surface plate. Smoothing is easy Therefore, the coating work on the outer surface of the vehicle body and the freedom of construction design of the interior material on the inner surface of the vehicle body become wider, and the construction work becomes easier.

In addition, since the joining of the outer plate members is carried out through the joining members constituting each outer plate member, the strength of the joining portion can be sufficiently secured, and the joining can be performed by welding, thereby facilitating the work. It can be done. Further, since the strength member and the reinforcing member, which have been conventionally provided inside the vehicle body with respect to the outer plate member, are put into the outer plate member, the structure assembly work is simplified. As a result, the number of work steps at the time of manufacturing the railway vehicle structure can be reduced.

In addition, according to the coupling structure of the laminated panel of the present invention, by interposing a connecting member in a joint portion of an adjacent panel, the cross-sectional coefficient of the connecting member can be increased by joining the panel, thereby improving the strength.

In addition, according to the laminated panel of the present invention, the core member and the member for strength are provided between the surface members, and the member for strength is formed in a bent shape, thereby forming the curved surface without providing a reinforcing material on the surface. It can improve.

First, an embodiment of the present invention will be described with reference to FIGS. 1 and 2. In the same figure, 10 is a railway vehicle structure, and is comprised from the side structure 20, the body frame 30, the roof structure 40, and the end partition structure 50. As shown in FIG.

The side structure 20 is composed of a lower window frame plate 21, a horizontal plate 22, a window wall 23, each of which is bonded to combine the outer plate member 60 of the laminated structure described later, According to the site | part used in a vehicle body, it has become the same name as mentioned above. The bottom frame plate 21 and the horizontal plate 22 are disposed in the upper and lower positions of the window opening of the side structure (20). The window wall 23 is provided between the lower frame plate 21 and the horizontal plate 22. The side structure 20 is integrally formed from the upper surface of the side support 31 of the vehicle body frame 30 to the vehicle body outer circumferential end of the roof structure 40 to be described later. The dimension in the vehicle body length direction of each outer plate member 60 is a length obtained by dividing the lateral structure 20 into a plurality of parts with respect to the vehicle body length direction, and preferably the length of an integer multiple of the seat pitch disposed in the cabin. . The side structure 20 aligns the individual outer plate members 60 in the vehicle body length direction and welds each to form each block of the lower frame 21 and the horizontal plate 22, and the window wall 23 is It is assembled by welding each.

31 is a side stand constituting the vehicle body frame 30, and is disposed to extend in the vehicle body length direction at both ends of the vehicle body body 30 in the vehicle body width direction. 32 is a cross beam which extends in the vehicle body width direction between the side stand 31 arrange | positioned in parallel, The both ends are joined to the side surface 31a of the side stand 31. As shown in FIG. Moreover, the horizontal support 32 is arrange | positioned in parallel between the said side support 31 by the predetermined pitch in the vehicle body length direction. 33 is a bottom plate installed on the horizontal support 32. The sea plate 33 is made of a laminated structural member described later. The bottom plates 33 are plurally aligned in the vehicle body length direction and bonded together via the horizontal support 32 as shown in FIGS. 10 and 11, and at the same time, each bottom plate 33 is a vehicle of the side support 31. The vehicle body frame 30 is constituted by joining to the side surface 31a of the inner side of the vertical section in the width direction. Moreover, the bottom plate 33 adjoins the end to the horizontal base 32, and each bottom plate 33 and each bottom plate 33 are bonded to the horizontal base 32, and are arrange | positioned.

The roof structure 40 is a structure joined by combining the outer plate member 60 of the laminated structure to be described later. The roof structure 40 is composed of an integral block between the side structure 20 forming both sides of the structure 10 and the upper end of the partition structure 50 forming both end surfaces described later. The dimension of the vehicle body length direction and the width direction of each outer plate member 60 is the length and width which divided | segmented the roof structure 40 into the vehicle body length direction and the width direction plurally. In addition, in the vehicle structure 10 shown in FIGS. 1 and 2, the roof structure 40 is formed by aligning and joining the plurality of outer plate members 60 in the vehicle body length direction. If small, the roof structure 40 may be formed by aligning and joining in the vehicle body length direction and the vehicle body width direction. The roof structure 40 is welded by aligning the individual outer plate member 60 in the vehicle body length direction and the width direction to make a block of the roof structure 40, the side structure 20 and the end partition structure 50 It is assembled by welding.

The end partition structure 50 may be a structure in which an outer plate is welded to a skeleton member of a conventional vehicle, but a case in which the outer plate member 60 of a laminated structure described later is used will be described. This is effective when the pressure resistance at the time of traveling in a tunnel becomes a problem especially. When the vehicle body shape is approached in a spherical shape, the pressure resistance of the vehicle body is improved, but the end partition structure 50 is a vertical cross section because it corresponds to the connection portion between the vehicle bodies. For this reason, the displacement amount in the center part of the end partition structure 50 is large compared with another site | part. Therefore, the characteristic of the outer board member 60 mentioned later can be exhibited. The end partition structure 50 constitutes both end faces of the structure 10, and is configured by integrally forming end portions of the side structure 20, the vehicle body frame 30, and the roof structure 40. The outer plate member 60 is disposed on the upper and left and right sides of the through passage 51 of the end partition structure 50 to form the end partition structure 50.

In the above configuration, the assembling method of the structure 10 will be described. The structure 10 separately manufactures the side structure 20, the vehicle body frame 30, the roof structure 40, and the end partition structure 50, and joins them to each other to complete. First, the side structure 20 is vertically disposed on the upper surfaces of both sides of the vehicle body frame 30 in the vehicle body width direction, that is, on the upper side support 31, and on the upper surfaces of both ends of the vehicle body frame 30 in the vehicle body length direction. End partition structures 50 are disposed respectively. Then, the side structure 20 and the body frame 30 and the end partition structure 50 of the body frame 30 are bonded. At the same time, the side structure 20 and the end partition structure 50 are bonded to each other. The roof structure 40 is placed on the two side structures 20 and the two end partition structures 50, and the roof structure 40 and the two side structures 20 and the two end partition structures ( 50) are respectively bonded. In this way, the structure 10 is assembled.

Next, FIG. 3 and FIG. 4 will be described. The outer plate member 60 is a core member 63, a strength member 64, a reinforcing member 65, which are installed between the face plates 61 and 62 and the surface members 61 and 62, again. It is composed of a joining member 66 disposed at an outer end thereof. The strength member 64 is basically arranged to extend between the joining members 66, and is arranged to connect the respective joining members. In the case where two strength members 64 are arranged to intersect with each other, the strength members 64 are joined at their intersections, and the reinforcing member 65 is disposed between the adjacent strength members 64. And the strength member 64 and the coupling member 66. In addition, when the outer plate member 60 itself is curved, the strength member 64 is naturally an outer plate member ( 60. A plurality of bent core materials 63 constituting the curved outer plate member 60 are formed. In the case of a honeycomb core which is formed by joining a sheet of metal, the L direction 67a of the honeycomb core is a direction orthogonal to the strength member 64. In other words, the outer plate member 60 is used. Is arranged in the direction orthogonal to the L direction 67a of the honeycomb core that is the core material 63. However, a plurality of plate-like materials constituting the honeycomb core are arranged in a trapezoidal connection surface. When the honeycomb core itself is connected to each other in a curved shape, the strength member 64 may be disposed parallel to the curved direction of the outer plate member 60.

In the outer plate member 60, the surface members 61 and 62 are spaced apart by a predetermined thickness or more by the core member 63, and each core member 63 is tightly supported. High bending and shear stiffness As the outer plate member 60, for example, a surface alloy 61 and 62 made of a light alloy and a core 63 made of a hexagonal honeycomb core, a strength member 64, and a reinforcement member 65 are soldered. One honeycomb panel material is used. The honeycomb core is configured to have a plurality of cells communicated between two surface materials. Instead of the core 63 of the light alloy, a light alloy or resin thin plate or foamed material formed in a lattice shape or other continuity shape may be bonded by bonding. It is necessary to use thermosetting resin and adhesive which considered the temperature rise at the time of joining these panels. In addition, it is also effective to extend the joining flange portion of the joining member, and it is possible to prevent heat influence by welding. Moreover, you may combine dissimilar metal materials, such as the combination which uses stainless steel as a surface material, and uses a light alloy material as a core material.

The strength member 64 is itself formed in a flat plate shape, and is disposed so that its width direction is perpendicular to the surface material. Again, the longitudinal direction of the strength member 64 is arranged in the panel in accordance with the outer circumferential direction of the vehicle body. Therefore, when the outer plate member 60 is not flat but curved to fit the vehicle body shape, the strength member 64 can be easily and precisely produced by cutting the flat member from the flat plate into a fan shape. Since the core 63 is densely held in the plate-like strength member 64 in terms of strength, the bending rigidity can be sufficiently secured without the strength member 64 falling down. As the shape of the strength member, it is also possible to use a U-shaped or □ -shaped member other than the plate shape. In the case of these shapes, the whole cannot be bent extremely, but it is possible to bend without damaging the cross-sectional shape, and these shapes may be used. In addition, in these shapes, the decrease in dimensional accuracy due to bending can be avoided by machining. Thereby, it is also possible to use the above shapes as the strength member. When the pressure difference inside and outside of the structure 10 comprised as mentioned above fluctuates, the outer board member 60 becomes an airtight wall which keeps the pressure in a vehicle constant.

The arrangement of the core agent 63 is shown in FIG. The core 63 has a structure in which a wave shaped plate is stacked so as to form a hexagonal cell 68 in the L direction 67a and the gaps are joined with a brazing filler material 69. In the case of the laminated panel using the core 63, the L direction 67a of the core 63, that is, the direction in which the plate is continuous, is about about the W direction 67b, that is, the direction perpendicular to the L direction. Shear strength is high about 60%. This is due to the difference in the arrangement of the cores 63.

When the reinforcing member 65 is installed at an angle of 60 ° with respect to the strength member 64 and 30 ° with respect to the coupling member 66, the core 63 of the outer plate member 60 is formed. Since it cut | disconnects in the mountain 63a or the valley 63b of each core agent 63, the form of the core agent 63 can be standardized into two types. When the reinforcing member 65 is installed at an angle of 30 ° with respect to the strength member 64 and 60 ° with respect to the coupling member 66, the core member 63 of the outer plate member 60 is individually opened. Since the core material 63 is cut in the middle of the acid 63a, the core material 63 can be normalized to one type.

In FIG. 6, the outer plate member 60 is provided with a joining member 66 at its outer circumferential end, and is coupled to another outer plate member 60 via this. For this reason, compared with the case where the surface materials 61 and 62 are directly bonded, the fall of the strength of a junction part can be prevented.

The strength member 64 is provided between the surface agents 61 and 62 as part of the laminated structure, which corresponds to a conventional side column, rafters and the like. In particular, the strength member 64 needs to be disposed in the outer circumferential direction of the vertical section of the vehicle structure 10 in consideration of the load caused by the pressure difference in and out of the vehicle body.

That is, in the lower frame 21, the horizontal plate 22, and the window wall 23, the strength member 64 extends in the vertical direction of the side structure 20 and is disposed. In addition, the strength member 64 is arranged to be orthogonal to the surface material as described above. The radius of curvature of the edges in the width direction of the strength member 64 of the horizontal plate 22 is smaller than the radius of curvature of the edges of the strength member 64 of the lower frame 21 and the window wall 23. . Further, the radius of curvature of the edges in the width direction of the strength member 64 of the horizontal plate 22 changes in a direction in which the radius of curvature becomes shorter as the roof structure 40 approaches. As described above, in the outer plate member 60, a laminated panel can be formed by arbitrarily forming a curved surface of the edge in the width direction of the strength member 64 provided therein, such as an arcuate curved surface or a curved surface having a different curvature.

In the roof structure 40, the strength member 64 extends in the width direction of the roof structure 40. That is, the strength member 64 is disposed to correspond to the conventional rafter. As for the structure 10, as shown in FIG. 7, the strength member 64 of each outer plate member 60 is arrange | positioned so that it may become in the same cross-sectional line. In addition, in FIG. 7, the surface material of the surface is disregarded in order to make it easy to understand the relationship between the arrangement | positioning of each outer board member 60, and each internal structure. That is, each of the outer plate members 60 so that the strength members 64 of the roof structure 40 and the bottom frame plate 21, the horizontal plate 22 and the window wall 23 are continuous in the circumferential direction of the vehicle body. ) Is arranged. Therefore, the load can be shared to each of the strength members 64. That is, since each strength member 64 is a ring-shaped strength member disposed between the side rests on both sides of the vehicle width direction, sufficient strength can be exhibited against pressure fluctuations acting on the structure 10.

In addition, by installing the reinforcing member 65 so as to couple the joining member 66 of the strength member 64, or the strength member 64 to each other, a welding line that is a joining portion of each outer plate member 60 ( 27), the stress concentration can be alleviated by dispersing the load. That is, by installing the strength member 64 inside each outer plate member 60, in the outer plate member 60, the coupling member 66 and the strength member 64 exert various forces. Will be delivered. Therefore, there is a high possibility that stress is concentrated at the junction between the strength member 64 and the coupling 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 is related to weight reduction by reducing the thickness of the coupling member 66 or improvement in strength of the structure 10 as a whole.

The manufacturing situation of the curved outer plate member 60 will be described. The surface member 61 is placed on the lower mold on which the support surface is formed with the required curved surface, and the plurality of core members 63, the strength member 64, and the reinforcing member (bent up on the surface member 61) ( 65). Although the positioning of each member is performed with each other, the strength member 64 and the reinforcing member 65 are each formed with curved edges, so that the positioning to the mold is performed accurately. The surface material 62 of these is placed and the upper mold is placed. In such a state, when each said member is joined by soldering, for example, it pressurizes with the said up-and-down mold, heating in a vacuum furnace, and joining is performed. In addition, the brazing filler metal is coated on the panel inner surface side of the surface members 61 and 62, the core material 63, the strength member 64 and the reinforcement member 65, respectively. If the surface members 61 and 62 are bent in a curved surface beforehand, workability is improved.

In addition, by manufacturing the vehicle structure 10 by the outer plate member 60 of the present invention, the inner side 10a of the vehicle structure 10 can be smoothed. Therefore, the degree of freedom of arrangement of the mounting hardware for interior materials, which has been restricted by the mounting position due to side columns, rafters, and the like, can be increased. This makes it possible to standardize the interior material installation metal mechanism or interior material and interior structure.

Hereinafter, the case where the outer plate member 60 is used for an individual structure is demonstrated in detail. In FIG. 6, the side structure 20 has a self load of the structure 10 itself, a vertical load by various devices and passengers installed on the lower surface of the body frame 30 transmitted from the body frame 30. And loads due to pressure fluctuations in and out of the vehicle. With respect to these loads, since the side structure 20 mainly consists of the outer plate member 60, it has sufficient out-of-plane bending stiffness and shear stiffness. That is, since the outer plate member 60 is bonded to each surface material so as not to shift each other by the core material, the out-of-plane bending rigidity is high, and sufficient rigidity can be ensured as the structure 10. In addition, since each of the outer plate members 60 has the strength member 64 embedded therein, the out-of-plane bending strength is higher than that of a normal laminated panel in which a surface material and a core material are combined, and the strength thereof is a normal laminated panel. This is equivalent to installing a skeletal member on the surface. In detail, since the strength member 64 of the outer plate member 60 is supported by the core material on both sides thereof, it is difficult to buckle even if it is relatively thin, and the plate thickness provided on the laminated panel surface is low. The strength equivalent to that of a thick member can be exhibited. Therefore, rigidity can be improved compared with the case where the shape member having the same cross-sectional area as the strength member 64 is joined to the laminated panel. In addition, the strength member 64 can improve the rigidity as described above even if the outer plate member 60 is formed in a curved shape. Therefore, the side structure 20 is hard to cause deformation, and can withstand the load sufficiently.

Since the strength member 64 and the reinforcement member 65 are disposed at the window peripheral portion, which is required in terms of strength, the vehicle structure 10 with less localized stress concentration is obtained. In addition, among the outer plate members constituting the structure 10, each of the outer plate members constituting the bottom frame 21, the horizontal plate 22, the window wall 23 and the roof structure 40 in the vehicle body length direction. By designing the structure 10 by standardizing the arrangement of the strength member 64 and the reinforcement member 65 in the same manner, it is possible to reduce the price of the outer plate member 60. The lower frame plate 21 and the horizontal plate 22 may be the same outer plate member with the same dimensional relationship.

7 shows the arrangement of the roof structure 40, the bottom frame plate 21, the horizontal plate 22, the window wall 23 and the side frame 31 of the vehicle body frame portion. The outer plate members 60 constituting the roof structure 40, the horizontal plate 22, the window wall 23, and the lower frame plate 21 are alternately arranged with respect to the vehicle body length direction so that the vehicle body width direction or the vehicle body upper and lower sides are alternately arranged. Concentration of the welding line 27 in the direction is avoided. This is because the mechanical properties of the weld portion are inferior to the mechanical properties of the base material in the joining member 66, and by preventing the concentration of the weld line 27 of each outer plate member 60, Strength reliability can be improved. It is also possible to promote weight reduction by arranging the coupling member 66 to be joined at the welding line 27 at the position of the strength member 64 and using the same. By the way, the coupling member 66 arranged in the vertical direction of both sides of the window wall 23 in the horizontal direction 22 or lower window frame than the coupling member 66 arranged in the horizontal direction perpendicular to the end thereof. It is comprised by protruding to the board 21 side. By the protrusion of the joining member 66 of the window wall 23, the weld line length of the joint portion between the lower window frame plate 21 and the horizontal plate 22 can be lengthened, thereby improving the strength.

In the structure of FIG. 7, the welding line 27 which joins the lower frame 21 and the horizontal plate 22 is located in the center part of the side window 24. As shown in FIG. However, when the welding lines 27, that is, the joints between the lower frame plates 21 and the horizontal plates 22, are arranged so as to be shifted (deviated) from each other in accordance with the strength members on both sides in the width direction of the window wall 23, The strength member 64 can be reduced, and weight reduction can be achieved. That is, the joining welding line 27 between the lower window frame plates 21 is arranged in accordance with one strength member in the width direction of the window wall 23, for example, the strength member on the opposite side, and the horizontal plate 22 ) And the joining welding line 27 between each other is arrange | positioned in accordance with the strength member of the other side in the width direction of the window wall 23, for example, the strength member on the opposite left side. By doing in this way, in the side structure 20, the welding line 27 which joins the lower frame 21 and the horizontal plate 22 mutually shifts by the width dimension of the window wall 23. As shown in FIG. According to such a structure, the effect similar to the structure shown in FIG. 7 can be achieved first. In addition to this effect, the member for strength, in which the joining member 66 of the joint portion between the lower window frame plates 21 and the horizontal plate 22 is disposed corresponding to the window wall 23 shown in FIG. 64). Therefore, the strength member 64 of the outer plate member 60 can be reduced compared with the structure shown in FIG. This reduces the weight of each outer plate member.

Since the outer plate member 60 has high bending and shear stiffness, when used in the side structure 20 as described above, less distortion occurs on the surface of the vehicle body due to residual stress due to vertical load and welding. , The appearance can be improved. Further, by incorporating the strength member and the reinforcement member in the shape of the vehicle body into the outer plate member 60, a vehicle structure having less distortion on the surface of the vehicle body can be obtained as compared with the bending of the plate-like outer plate member. As a result, it is possible to omit the distortion removal work on the body surface. In addition, it is possible to simplify a smoothing operation using a putty for coating the surface of the side structure 20 that has been conventionally performed after the completion of the structure.

The bottom plate 33 of the body frame 30 shown in FIG. 8 has a strength element 65 and a reinforcing member 66 in the outer plate member 60 or the outer plate member 60. And classify them according to the use according to the vehicle's operating conditions and load conditions. In the body frame 30, the side rest 31 and the side rest 32 are responsible for the load applied to the bottom plate 33 due to the pressure difference between the inside and outside of the body, and the higher the speed of the vehicle, the more the vehicle is driven in the tunnel. The airtight load of the is increased, so that the out-of-plane bending rigidity of the bottom plate 33 is required. In addition, it is also effective to use the said outer plate member 60, when weight reduction is needed there. As shown in FIG. 9, in the vehicle body frame 30, the load of the bottom support 36 is applied from the middle 35, the bottom support 36 or the end support 34 to bear the load by the blocking compression. The outer plate member 60 is disposed on the bottom plate 33 that rises above the middle 35 and the horizontal support 32 between the branches. In particular, since the side rest 31 is responsible for the load between the floor support 36, the bottom of the bottom support 36 to smoothly flow the load (36) from the bottom rest 36 to the side rest (32) In the inside of the front and rear bottom plate 33, a member disposed for the strength member 64 to be formed at right angles, 30 degrees or 60 degrees with respect to the coupling member 66 is used. In addition, the bottom plate 33 is arranged to omit the strength member 64 and the reinforcing member 65 from the outer plate member 60. When the core 63 in the outer plate member 60 is disposed in the vehicle body length direction, a vehicle structure having a high breaking compression strength can be obtained. 10 and 11, the bottom plate 33 is arranged in plural in the vehicle body length direction, and the U-shaped coupling members of the outer plate members 60 are arranged on the upper surface of the horizontal support 32. As shown in FIG. Join (66). That is, the flange of the lower side of the coupling member 66 of the adjacent outer plate member 60 is joined by continuous or intermittent welding against the vertical side surface of the horizontal support 32. The flange of the upper side of the coupling member 66 of the adjacent outer plate member 60 is disposed by installing a root gap in the vertical section of the horizontal support 32, and welded in three pieces. In order to insert the T-shaped vertical portion of the horizontal support 32 from one side of the engaging surface of the adjacent outer plate member 60, and to place the tip of the T-shaped horizontal support 32 in contact with the inside of the other engaging surface. The positioning projection may be provided on the side of the T-shaped vertical portion. In addition, for the engagement in the vehicle body width direction of the outer plate member 60, the inner side surface 31a of the vertical section of the vehicle body width direction of the side rest 31 and the coupling member 66 are welded.

According to such a configuration, since the vertical support end is continuously joined to the outer plate member 60, the horizontal support 32 does not form an upper plate portion of the horizontal support, which is conventionally I-shaped or c-shaped. Equivalent cross section modulus can be achieved. This is to reduce the weight of the crossrest 32 itself is connected to the weight of the structure (10). In addition, the coupling structure passing through the horizontal support 32 of the adjacent outer plate member may be employed in other parts of the structure 10. That is, it is also contemplated to use the protrusion from the outer plate member 60 of the horizontal support 32 for installation (attachment) of the device. In addition, this structure is applicable also when the said outer board member is used for a general structure, for example, a wall of a building.

Next, in order to secure the view from the side window 24, as shown in FIG. 12, the side window 24 is formed in a rectangle, and the window wall 23 and the horizontal plate of the side structure 20 are formed. The cutout part 25 for local stress relaxation is provided in the edge of the side window in the vicinity of the junction part with 22 and the window frame board 21. As shown in FIG. The reinforcing member 65 and the strength member 64 are provided inside the window wall 23, the horizontal plate 22, and the lower window frame plate 21 facing the coupling line between the members. In this case, stress concentrates on the part 26 which is furthest from the side window 24 of the cutout 25. That is, the high stressed portion is responsible for the base material portion of the coupling member 66. If more rigidly required, reinforcement is added to the joining member 66 of this portion, or the thickness of itself is thickened.

Next, the structure of FIG. 13, the 14th road side window 24 is demonstrated. The structure of the side window 24 is changed by changing the thickness of the window wall 23 and the shape of the joining member 66 of the window wall 23, the horizontal plate 22, and the lower window frame plate 21. ′) Can be applied to continuous windows or ordinary single windows extending to the window wall 23. First, the side pane 24 'can be applied to a continuous window that extends to the window wall 23 or to a conventional single window. First, regarding the structure of the continuous window in which the side window glass 24 'extends to the window wall 23, the side window glass 24' is fastened to the flange portion supporting the glass formed integrally with the joining member 66. (Iii) supported by a member 66a and a fastening member 66b. Examples of the fastening member 66b include bolts and rivets. At this time, the weight reduction can be achieved by removing the unnecessary portion 66c of the coupling member 66 in the side window 24. FIG. 12 shows a state in which the side window glass is not provided, and FIG. 13 and FIG. 14 show a state in which the side window glass is installed.

Moreover, the structure of a normal single window is demonstrated by FIG. 15, FIG. 16, and FIG. FIG. 15 shows a state in which the side window glass is not installed, and FIG. 17 shows a state in which the side window glass is installed. Each coupling member 66 forming the periphery of the side window 24 is integrally formed with a flange portion holding the side window glass 24 ', and is fastened to the flange portion via a fastening plate member 66a. Fasten the side window glass 24 'to 66b. In this case, the glass retaining flange is integrally formed in the joining member 66 provided on the side of the window wall 23, and the side window glass 24 'is press-fitted with the fastening plate member and the fastening member. Tighten by If the vehicle body inner side 66c of each coupling member 66 is removed, the degree of freedom of the shape of the interior material provided in the opening of the side window 24 can be expanded. This structure is said to be superior in strength compared to the vehicle structure 10 having the structure of the continuous window because the thickness of the horizontal plate 22 and the lower frame 21 is the same. Can be.

Next, the structure of the window wall 23 of the side structure 20 will be described in detail with reference to FIGS. 18, 19, 20, and 21. Since the strength member 64 provided at the edges in the front and rear direction of the vehicle body of the outer plate member 60 used for the window wall 23, that is, at the edges on both sides in the left and right width directions of the window wall 23 shown in FIG. Basically, it has a strong structure against torsion. In addition, the core material 63 of the outer plate member 60 is arranged in the longitudinal, horizontal, and inclined cross-sectional directions when the outline of the window wall 23 is a straight line, so that the core material 63 is suitable for the main load direction. The member 64 and the reinforcing member 65 can be omitted. However, when the external shape is curved, it is preferable to arrange the vehicle body in the longitudinal direction of the vehicle body (left and right in Fig. 18). This is because the shape of the thin plate, which is the material of the core material 63, becomes rectangular, so that processing is easy and precision is easily obtained. Moreover, when it arrange | positions in a vehicle body outer peripheral direction (up-down direction in FIG. 18), the shape of the thin plate which is the material of the core agent 63 becomes a fan shape, and complex processing is performed to ensure the surface precision after processing.

The window wall 23a of FIG. 18 is a structure in which the reinforcing member 65 is provided in a lozenge inside the outer plate member 60. The reinforcing member 65 improves the shear stiffness of the window wall 23a and transfers the load to the center of the coupling member 66 in the horizontal direction in particular, thereby averaging the stress generated in the weld line of the coupling portion. do.

Next, the structure of the window wall 23b of FIG. 19 is demonstrated. This is provided at right angles and plural to the coupling member 66 in which the strength member 64b is arranged in the outer circumferential direction of the vehicle body cross section of the outer plate member 60, that is, in the vertical direction. This structure is the simplest and is suitable when the vehicle structure has a low load.

The structure of the window wall 23c in FIG. 20 is a structure in which the above-described window walls 23b and 23c are combined, and the joining member in the vertical direction and the strength member 64b in the structure shown in FIG. The reinforcing member 65 is disposed between the members in order to alleviate the stress concentration of the weld line at the joint portion 66). It is suitable when the load of the body is relatively high.

The structure of the window wall 23d in FIG. 21 will be described. The window wall portion is subdivided and partitioned by the vertical joining member 66 and the other strength member 64c, and the reinforcing member 65 is inclined with respect to each joining member 66 in the partitioned portion. To intersect. This structure is a coupling member 66 provided in the left and right vertical directions, and when the rigidity cannot be installed due to the stress concentration relationship, the out-of-plane bending rigidity of the window wall itself is increased, and the joining welding line 27 It is effective to equalize the stress distribution.

22 and 23, another structure of the window wall 23 will be described. The window wall 23e has a structure in which the reinforcing member 65 is installed obliquely so as to connect the joining positions of the joining members 66 in the horizontal and vertical directions. According to the structure of the window wall 23e, the shear stiffness can be improved with a relatively simple structure. The window wall 23f has a structure in which the strength member 64b is added to the structure of the window wall 23e. According to the structure of the window wall 23f, the shear stiffness can be further improved than the window wall 23e. Therefore, these window wall structures are provided with the reinforcing members crossing at an angle, but the reinforcing members may be provided on only one side. That is, the reinforcing member may be inclined so that the upper end may fall to the blocking side at the boundary between the center of the vehicle body length direction in consideration of the joining position in the structure of the window wall.

18, 19, 20, 21, 22 and 23 are drawn to ignore the surface material of the surface for clarity of drawing.

Next, the roof structure 40 will be described with reference to FIGS. 24 and 25. As described above, the roof structure 40 is composed of an outer plate member 60, the strength member 64 is a vertical cross section of the width direction of the vehicle structure 10 in consideration of the load due to the pressure difference between the inside and outside of the vehicle body It is arrange | positioned in the circumferential direction. Again, the portion where the strength member 64 is joined to the coupling member 66 arranges the reinforcing member 65 to prevent stress concentration. In addition, the outer plate member 60 between the roof structure 40 and the horizontal plate 22 is alternately arranged in the vehicle body length direction. As a result, most of the welding lines 27 extending in the vehicle body outer circumferential direction are displaced with respect to the vehicle body length direction. This can improve the strength reliability by reducing the portion where the weld line 27 concentrates as described above. Again, the roof structure 40 requires a mount for installing the insulator of the pantograph. For this reason, the base 41 is arrange | positioned inside the outer plate member 60. As shown in FIG. The strength member 64 is arrange | positioned at the four sides of each pedestal 41, and is joined to the coupling member 66. As shown in FIG. The load applied from the pantograph is changed in the vehicle body up and down direction and the vehicle body width direction. According to this structure, since the strength member 64 is arrange | positioned at the four sides of the base 41, it has sufficient strength with respect to the load condition mentioned above.

FIG. 26 illustrates a case where the outer plate member 60 is used for the end partition structure 50. As shown in FIG. An opening of the through passage 51 is formed in the end partition structure 50. As described above, since the end partition structure 50 corresponds to the connection portion between the vehicle bodies, the end partition structure 50 has a vertical cross section, and the higher the speed of the vehicle, the higher the pressure resistance when driving in the tunnel. Therefore, the strength members 64 of the outer plate members 60 are arranged so as to be in a straight line to secure the breakdown strength. In addition, the end partition structure 50 requires a pedestal 52 for installing a device for preventing the shaking of the vehicle body. For this reason, the pedestal 52 is arranged inside the outer plate member 60. The strength member 64 is arrange | positioned at four sides of each pedestal 52, and is joined to the coupling member 66. As shown in FIG. The load applied from the device for preventing the fluctuation is changed in the vehicle body length direction, the vehicle body vertical direction and the vehicle body width direction. According to this structure, since the strength member 64 is arrange | positioned at four sides of the base 52, it has sufficient strength with respect to the above-mentioned load conditions.

25 and 26 show the surface material on the surface for clarity.

The embodiment shown in FIGS. 27-29 will be described.

FIG. 29 shows the contact portions separated to show the directions of the plate materials 78a and 79a of the cores 78 and 79.

The strength member 70 is disposed in the longitudinal direction in the center portion in the left and right directions. The strength member 70 is a pipe each made of an extruded shape member made of, for example, an aluminum alloy having a square cross section, and is joined to the surface members 61 and 62 and the core 78 by soldering. The end portions in the longitudinal direction of the strength member 70 are joined to the coupling members 66 and 66 by soldering. The strength member 70 is thicker than the surface members 61 and 62 and the core 78. The reinforcing member 75 disposed at the corner portion of the outer plate member 60X is a plate-shaped member and is in contact with the surface members 61 and 62 at a right angle. The reinforcing member 75 is disposed at an edge portion formed by adjacent coupling members 66 and an edge portion formed by the coupling member 66 and the strength member 70. Two reinforcing members 75 are arranged in a V-shape around the intermediate position between the coupling member 66 and the strength member 70. The reinforcement member 75 is arrange | positioned so that it may correspond to the quadrilateral part of a right triangle. The honeycomb cores 78 and 79 are disposed in the two surface members 61 and 62 (in the space therein. The longitudinal direction or the L direction of the plate-like materials 78a and 79a constituting the cores 78 and 79 is for strength. It is arrange | positioned in parallel to the longitudinal direction of the member 70. Moreover, when the said strength member 70 is each curved, when the outer board member 60X forms a curved surface, the L-direction of plate-shaped material 78a, 79a is carried out. Is disposed in a direction perpendicular to the longitudinal direction of the strength member 70. One end of the plate-like material 78a of the core 79 disposed in the corner portion or one length in the vertical direction of each portion is the reinforcing member 75. The brazing material is applied to each of the vertical surfaces of the strength member 70 and the reinforcement member 75. The strength member 70, the reinforcement member 75, and the core 78 79) is made of aluminum alloy.

According to this, since the reinforcing member 75 is only a triangular quadrilateral part, the weight does not increase significantly. In addition, since the height dimensions of the cores 78 and 79 can be the same, the plate-like materials 78a and 79a can be standardized.

Since the reinforcing member 75 is plate-shaped, the contact area between the joining member 66 and the strength member 70 is small. Therefore, the end portions of the reinforcing member 75 are bent at their ends to form contact pieces 75a and 75b, thereby increasing the contact with the joining member 66 and the reinforcing member 70. We are planning. The contact pieces 75a and 75b are located in the cell S. This can eliminate unfinished cells.

When there are other reinforcing members 75 adjacent to the contact piece 75b, the two reinforcing members 75 may be connected to each other at the portion of the contact piece 75b to be integrated.

The strength member 70 is an extruded shape member of an aluminum alloy. The strength member 70 can be welded to an external strength member (skeleton member) 85 or the like through the surface agents 61 and 62. Further, the strength type member 70 can be a sheet of a fastening means such as a screw. The same applies to the coupling member 66. In the case where the cross-sectional shape of the strength type member 70 is in the channel shape, it is arranged between the two surface materials so that the sides between two parallel sides contact one surface material. In addition, the strength member 70 may have an I cross-sectional shape. In the strength member 70 of the cross-section of type I, the area of the flange portion at both ends greatly influences the bending rigidity of the outer plate member. That is, when the area of the flange portions at both ends of the I-shaped cross section of the strength member 70 is large, the bending rigidity of the outer plate member constituted thereby can be improved.

Width dimension (W) of the strength member (70) is when the external strength member 85 is joined by welding, the welding heat to the solder material to join the surface material (61, 62) and the core (78, 79) It is recommended to have dimensions that can ensure a distance without adverse effects.

27, 28 and 29, the size of the cell of the core 79 of the triangular portion on the corner side of the reinforcing member 75 is larger than that of the core 78 of the other portion. If it is made small, the edge strength will be improved further. In the outer plate member, soldering is employed as a joining means for each member, but diffusion bonding and resistance welding are considered. As the shape of the cell of the core, other than hexagonal shape is considered, and the inclination angle of the reinforcing member is set corresponding to the shape of the cell.

An embodiment of the body frame of FIGS. 30 and 31 will be described. These body frames are an example of the case where the adjacent outer plate member 60 is joined by welding via the horizontal support 32a and the horizontal support 32b. The horizontal support 32a constituting the vehicle body frame of FIG. 30 inserts an upper end portion between adjacent outer plate members 60. On both sides of the web 32w of the horizontal support 32a, projections 32r are formed at positions contacting the surface of the surface material 61, respectively. By the projection 32r, the arrangement of the outer plate member 60 adjacent to the horizontal support 32a is accurately performed. The horizontal support 32a is configured such that the upper end of the horizontal support 32a contacts the end of the coupling member 66 while the protrusion 32r is in contact with the surface material 61. The end surface of the outer plate member 60 adjacent to the upper end of the horizontal support 32a is joined by forming a weld 27. In addition, the web 32w and the outer plate member 60 are joined by forming a welded portion 27.

A projection 32r is formed at the upper end of the horizontal support 32b constituting the vehicle body frame of FIG. 31. The protrusion 32r of the horizontal support 32b is placed in contact with the coupling member 66 of the adjacent coupling member 66. In this way, the adjacent outer plate member 60 is accurately disposed with respect to the horizontal support 32b.

According to the structure of the vehicle body frame shown in FIGS. 30 and 31, the outer plate member 60 is placed in contact with the protrusions 32r formed on the horizontal supporters 32a and 32b to be joined by welding. The member can be placed accurately. In addition, the strength of the joint can be improved by welding each horizontal support 32a, 32b and the outer plate member 60 at the part of the projection 32r. The welds 27 in FIGS. 30 and 31 are shown smaller than actual in order to clarify the shapes of the projections 32r and the ends of the outer plate member 60, but the welds 27 are joined to each member. It melt | dissolves in the edge part of each, and is comprised.

According to the present invention, the outer portion of the light alloy made of at least a roof portion, a horizontal plate portion, a window wall portion, and a horizontal plate portion among the roof portion, the horizontal plate portion, the window wall portion, the lower frame plate portion, the body frame portion and the end partition portion constituting the railway vehicle structure. By using the plate member, a structure capable of enabling a rectangular windshield with a good watch can be obtained while improving the pressure resistance, reducing the number of work steps, and securing the body rigidity.

Claims (9)

In the structure of a railway vehicle comprising a roof portion, a horizontal plate portion, a window wall portion, a lower frame portion, a body frame portion, and an end partition portion, at least the roof portion, the horizontal plate portion, the window wall portion, and the lower frame portion are made of light alloy surface material and core material. And a member for strength, a member for reinforcement, and a member for joining, the surface material being disposed on both surfaces of the core material, and the strength member and the reinforcing member inside the core material and any portion necessary for the strength of the surface material. And a joining member disposed at an outer circumferential end thereof, and the outer plate member joined by soldering in combination. The railway vehicle structure according to claim 1, wherein an outer plate member, which is formed by bonding a surface member, a core member, a strength member, a reinforcing member, and a coupling member in the shape of a vehicle body by soldering, is used. The railway vehicle structure according to claim 2, wherein the strength member inside the outer plate member is disposed at 0 °, 30 °, 60 ° and 90 ° with respect to the coupling member. The railway vehicle structure according to claim 2, wherein the reinforcing member inside the outer plate member is disposed at 0 °, 30 °, 60 ° and 90 ° with respect to the joining member for the strength member. According to claim 2, wherein the side plate structure consisting of the horizontal plate portion, the window wall portion, the lower frame frame portion from the widthwise end of the roof structure to the upper surface of the side support of the body frame, the roof structure is integrally formed between the upper surface of both side structures In addition, the outer plate member which is divided into a plurality of side structures and a roof structure is arranged in a plurality in the vehicle body length direction and the width direction of the side structure and the roof structure, and each railway plate characterized in that alternately arranged Vehicle structure. 3. An outer plate member according to claim 2, wherein an arcuate cutout is formed on at least one of the joining members of each outer plate member of the opening formed by joining a plurality of outer plate members to face the joining line. A railway vehicle structure, wherein a strength member and a reinforcement member are installed therein. The railway vehicle structure according to claim 1, wherein the core material inside the outer plate member is arranged in the longitudinal cross-sectional direction of the vehicle body, and is constituted only by the core material without providing the strength member and the reinforcing member. In the joining structure of the laminated panel in which the surface member is disposed on both sides of the core material and the joining member is disposed at the outer circumferential end and these are joined by soldering, they are drilled from one side of the butt face of the joining member of the adjacent laminated panel. And joining via a T-shaped connecting member in contact with an inner side of another mating surface. A panel between the two surface members, a core member disposed between the surface members, a strength member extending in a curved direction between the surface members and a cross section of a widthwise edge formed in a curved shape, and a panel between the core members. A laminated panel comprising a joining member provided on an outer circumference.