KR960008197B1 - Railway car body structures - Google Patents

Abstract

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Description

Railway vehicle structure

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

2 is a perspective view schematically showing the whole of the railway vehicle structure shown in FIG.

3 is a cross-sectional view taken along the line A-A of FIG.

4 is a sectional view along line B-B in FIG.

5 and 6 are cross-sectional views showing two laminates that may be used in the present invention and connected to the frame member of a railway vehicle structure.

7 and 8 are cross-sectional views of the laminate that can be used in the present invention and that form a junction area in the magnetic field.

9A and 9B are cross-sectional views of a pair of laminates before and after bonding that can be used in the present invention.

10 is a cross-sectional view of an alignment of another pair of laminates that may be used in the present invention to be joined.

11 and 12 are cross-sectional perspective views showing two other embodiments of the railway vehicle structure of the present invention.

FIG. 12A is an enlarged cross-sectional view of the portion X in FIG. 12. FIG.

FIG. 12B is an enlarged sectional view of a portion Y in FIG. 12. FIG.

Figure 13 is a cross-sectional view showing the joint portion between the two laminated materials that can be used in the present invention with the frame member.

14 is a cross-sectional view of a laminate that may be used in the present invention coupled to a frying member.

15 is a cross-sectional view of two laminates that may be used in the present invention including an integral frame member.

16 is a cross-sectional perspective view of a railway vehicle structure according to the present invention.

FIG. 17 is a view of the end of the vehicle body of FIG. 16 viewed from inside the vehicle. FIG.

18 is a cross-sectional perspective view of yet another railway vehicle structure embodying the present invention.

FIG. 18A is an enlarged cross-sectional view of the portion Z of FIG. 18. FIG.

The present invention relates to a railway vehicle structure. The present invention is applicable to the manufacture of railways and railway vehicles and track guide bodies including monorail and maglev trains, all of which are represented by the term railway vehicle structure as mentioned below. The present invention is applicable to railroad cars, non-motor cars, locomotives and especially passenger cars. Several features disclosed herein make it particularly suitable for railroad cars in which the vehicle structure is driven at high speed.

Conventionally, the railway vehicle structure is made of steel by connecting the longitudinal frame member and the transverse frame member and then the outer plate to the outside of the frame. In the case of a vehicle body manufactured using stainless steel as an outer plate, a three-dimensional joint is employed to improve the strength between the frame member and the outer plate. This is known from Japanese Patent Publication No. 62-35937. Also known is a technique for manufacturing railway vehicle structures using light metals such as aluminum alloys. The purpose of this technique is to reduce the working time required for the manufacture of the vehicle structure and to improve the strength of the vehicle body by using a preformed member integrally with the frame member and the outer plate. This is disclosed in the bodywork described on pages 70 to 72 of Report 3 of the Light Metal Railroad Commission issued in 1978 by the Japan Railway Industry Association. Here, the shape members are extruded.

Another known example of a preformed metal member is a sandwich structure having two metal plates spaced apart and fixed to opposite surfaces of a cell-shaped metal core. It can be fixed by adhesive or soldering. The core may be formed of a cell-shaped metal or honeycomb structure, which is manufactured by soldering a corrugated plate together. The use of such a sandwich structure has been proposed for railway vehicle structures, but in most cases it has not been proposed as a structural member of a vehicle body, that is, a member that contributes to the structural strength of the vehicle body.

In Japanese Utility Model Laid-Open No. 60-179569, a honeycomb sandwich panel is provided as a reinforcing material of an outer plate of a vehicle body by fixing a honeycomb panel to an inner surface of an outer plate with an adhesive. The honeycomb panel here acts as a reinforcement against bending of the outer plate.

In Japanese Utility Model Publication No. 54-183007, a panel has been proposed as a floor board, which is located on the bottom plate constituting the underframe of the vehicle body. Here the honeycomb panel does not act as a structural member but is connected to the bottom plate by bonding of the adhesive.

Japanese Utility Model Publication No. 63-18372 proposes the use of a honeycomb panel as a structural member in the bottom plate of a railway vehicle structure, which connects an extrusion member constituting a side seal of the vehicle body. The honeycomb panel is connected by riveting the extrusion member. Currently riveting is an improper connection method for structural members of railroad vehicle structures, at least in terms of appearance, and also cannot provide a sealing joint between the structural members.

Another disadvantage of riveting is the labor required, which is greater than the labor of welding.

Therefore, the above prior art does not provide a solution to the problem of weight reduction of railway vehicle structures. Problems such as an increase in power consumption due to an increase in the running speed of the railway vehicle as well as an increase in the noise and an impact on the railway can be alleviated by the weight reduction of the railway vehicle structure. The weight reduction is achieved by reducing the thickness of the frame member and the thickness of the outer plate member, but the amount of reduction is limited because the strength of the vehicle body must be maintained.

In the case of a member pre-molded with a light alloy by extrusion, there is a technical limitation in reducing the thickness of the molded member, and if the thickness is reduced too much, the bending strength and the shear strength are reduced, requiring many reinforcing members. This increases the labor required for production.

The problem with high-speed rail vehicles is that there is a significant external pressure change inside the tunnel, which occurs particularly rapidly when the vehicles are deviated from each other in the tunnel. The body can generally have a sealing structure so that such pressure changes that are very unpleasant to passengers are not transmitted to the interior of the vehicle. However, the body should not only bear the loads caused by the passengers, the various equipment attached to the body and the weight of the body, but also withstand the pressure loads caused by external pressure changes. Therefore, the strength of the vehicle body needs to be increased, and the strength against the pressure load must be accompanied.

It is a first object of the present invention to provide a railway vehicle structure having excellent pressure resistance.

A second object of the present invention is to provide a railway vehicle structure which can improve the strength of the window opening.

It is a third object of the present invention to provide a railway vehicle structure with a simple configuration.

The fourth object of the present invention is two railway vehicle structures that can be easily installed window glass or the like.

An object of the first invention consists of a pair of surface material, a core material disposed between the pair of surface materials, and a coupling member disposed at an edge portion of the surface material between the pair of surface materials, In a railway vehicle structure, wherein a core material and the coupling member are joined to form a laminate, and a plurality of the laminates are joined to each other, the pair of surface materials, core material, and coupling member constituting the laminate are soldered. Bonded to each other, and the joining member includes a pair of portions respectively joined to the pair of surface materials, and a web connecting the pair of portions, and at least one of the pair of portions is laminated from the end of the web. Protruding toward the end of the ash to form a flange portion, the flange portion being welded to the flange portion of the joining member of an adjacent laminate; The surface of the weld joint of each laminate is formed on a line connecting the vehicle outer surfaces of both adjacent laminates, and the joining member can be achieved by arranging its longitudinal direction along the circumferential direction of the vehicle body.

According to such a structure, since the welding of laminated materials welds the flange parts which protruded from the web, the influence of heat influence on the soldering of the core material and the surface material of the core material side from a web can be reduced.

In addition, since the joining member is disposed in the circumferential direction of the vehicle body, the joining member of the welded joint becomes a frame and the strength can be improved.

Moreover, since the laminated material is used, the weight and pressure resistance can be improved.

Further, a pair of adjacent laminates are connected to each other within the range of the vehicle inner portion of the coupling member by a frame member, and the frame member is welded within the range with the first side and the first side. It is composed of a second side perpendicular to the supporting member for the coupling by the frame member can further improve the strength.

A second object of the present invention, the side structure is composed of a window frame plate portion above the window opening, the bottom frame plate portion below the window opening and the window member between the window frame plate portion and the bottom frame plate portion, the window frame The plate portion and the lower window frame portion is constructed by welding the plurality of laminates, and the window member constitutes at least a member between the window opening and the window opening, and can be achieved by being formed of an extruded shape member.

According to such a structure, since the member between the window opening part and the window opening part which receive a big force is comprised by the extruded shape member, the strength can be easily improved by the firm extruded shape member.

The third object of the present invention is to protrude from both ends of the web of the joining member toward the end of the laminate to form a pair of flange portions, and the pair of flange portions respectively to the pair of flange portions of the joining member of the adjacent laminate. Can be achieved by welding.

According to such a structure, since each of the outer side and the inner side of the laminated material is welded to the adjacent laminated material, there is no need for a frame such as a plate or a post facing the inside of the vehicle, so that the structure can be simplified and the welding can be reduced. You can do it cheaply.

A fourth object of the present invention, the coupling member of the laminated member located in the opening portion and the edge portion provided in the railway vehicle structure is composed of a pair of parts respectively bonded to a pair of surface material, and a web connecting the pair of parts, The pair of portions of the coupling member located at the edge of the opening forms a flange portion protruding from the end of the web toward the opening side, and the tip of the flange portion of the Han group protruding toward the opening side This can be achieved by positioning the opening side rather than the position of the opening side on the other end side of the web.

According to such a structure, since the one flange part protrudes toward the opening side more than the other web, the one flange part can be a support sheet for supporting a member such as window glass, so that no other support sheet is required. It can be made simple, and it becomes cheap.

Hereinafter, embodiments of the present invention will be described by way of non-limiting example with reference to the accompanying drawings.

First, the embodiment of the present invention shown in FIGS. 1 to 4 will be described. The railway vehicle structure 1 is composed of an opposing side structure 2, a lower frame 3, a roof structure 4, and an end structure 5. The side seal 6 of the lower frame 3 is disposed at the bottom of the side structure 2 and extends in the longitudinal direction of the vehicle body. The cross beam 7 extends in the transverse direction of the vehicle body between the side seals 6. The end of the crossbeam 7 is connected to the side 6a of the side seal 6. The cross beams 7 are arranged parallel to each other at arbitrary pitch intervals in the longitudinal direction of the vehicle body. The bottom plate 8 in this embodiment is arranged on the cross beam 7 and consists of a plurality of light alloy extrusion members having ribs integrally formed on the upper surface side and extending in the longitudinal direction of the vehicle body. As seen from the transverse direction of the vehicle body, the bottom plate 8 is shaped into a curved surface which is convex to the outside of the vehicle body, i.e., convex downward.

The side structure 2 has a belt rail 9 and a window head 10 which are frame members. Vertical frame members in the form of side posts 11 are located between the windows. The side panels 12, which are made of laminates, to be described later, are joined to the outer surfaces of these frame members. The belt rails 9 and the window heads are arranged so as to correspond to the upper and lower positions of the window openings in the two side panels 12. The belt rails 9 and the window heads 10 are perpendicular to the side posts. It is fixed to the side 11a of the side post 11 to cross 11).

The side panel 12 is a cell-shaped metal core 15 disposed between the inner and outer plates 13 and 14 of the metal and the plates 13 and 14 as shown in FIG. It has a laminated structure composed of). The outer side plate 13 comprises the outer surface of the vehicle body 1. For example, a honeycomb material made of light alloy is used as the core material 15. Porous metals made of lattice-shaped metal sheets or light alloys may be used in place of honeycomb materials. The honeycomb core 15 is manufactured by soldering a thin corrugated sheet, and the surface plates 13, 14 and the core 15 are connected by soldering. The side panel 12 having two external pressures of the vehicle body 1 may provide a sealing wall for keeping the internal pressure constant.

The members of this structural panel are already known and therefore will not be described in detail. Preferred materials are aluminum and aluminum alloys.

Honeycomb cores 15 made of a brazed plate that provide hexagonal fins with axes extending perpendicular to the plates 13 and 14 are preferred, but rectangular or square fins may also be used. In addition, it is possible to make a cell-shaped core structure by joining the sign curve plate. Instead of aluminum or aluminum alloy, stainless steel can be employed in particular in the plate 13 which provides the outer side of the panel.

Panels as described above are well suited for rail vehicles because of their light weight and great rigidity. Cellular cores attached to the surface plate have a low surface strain. Since high temperature strength is good, it may be welded as described below.

In a typical hexagonal honeycomb panel used in the present invention, the size of the core cell is in the range of 1/8 to 1 inch (0.3 to 2.5 cm). The core is made of a corrugated plate brazed in the range of 0.2 to 0.5 mm. The surface plate has a thickness in the range of 0.8 to 1.2 mm, and the overall panel thickness is in the range of 10 to 40 mm. Such aluminum panels may typically have a weight of 0.73 g / cm ² for a total thickness of 26.6 mm. Steel or aluminum plates of the same weight have much lower strength and therefore require reinforcement.

Each panel 12 extends to a can trail 16 which will be described later on the upper surface of the side seal 6 of the lower frame 3. The width dimension of each panel 12 in the longitudinal direction of the vehicle body corresponds to the unit length when the side structure 2 is divided into a plurality of units in the longitudinal direction of the vehicle body. The outer surface of the side structure 2 is formed by connecting the plurality of panels 12 by welding. The example in which the area | region between each pair of side posts 11 in the side structure 2 consists of one panel 12 is demonstrated. However, the width of each panel 12 may extend over three or more sideposts 11.

Next, the joining between the panel 12, the side post 11 and the belt rail 9 will be described with reference to FIG. 3 and FIG.

3 shows the metal joining member 17, which is an extruded member made of light alloy and continuously soldered to the edge of the panel 12 during fabrication. The coupling member 17 is formed in a substantially Z-shaped cross section, and has a flange portion 19a having a step corresponding to the plate thickness of the cross web 18 and the outer plate 13 through which the core 15 reaches. Equipped. The protruding flange 19b connected to the joining member 17 of the adjacent panel 12 by welding is the joining member 17 on the opposite side of the flange portion 19a so as to protrude laterally from the panel 12. Is provided. The outer surface of the flange 19b is at the same level, that is, at the same level as the outer plate 13. The flange 19b is thicker than the plates 13, 14. The weld 20 connects the flange 19b of the adjacent coupling member 17.

On the inner side, the flange portion 21 of the coupling member 17 has a step connected to the inner plate 14, and has a relatively large thickness. The flange 21 is connected to the side post 11 by the weld 20a. In other words, the side posts 11 are connected to bridge between the coupling members 17 of the adjacent side panels 12.

In the manufacture of the vehicle body, the first adjacent panels 12 are connected by welding at the individual flanges 19b. After the interconnection of the panels 12 is completed in this way, the sideposts 11 are connected to each joining member 17 as described above.

The surface 20b of the welding portion 20 on the exterior of the vehicle body is smoothed by grinding or the like after completion of the welding operation.

In all the embodiments described herein, the joining member 17 is attached to the plates 13, 14 of the panel at as many edge positions as necessary. In addition, various shapes and arrangements are possible depending on the position on the vehicle body. The coupling member shown generally includes one or more welding flanges which protrude as extensions of the plates 13, 14 and are thicker than the plates 13, 14.

In this way, the welding between the laminates welds the flange portions 19b and 19b protruding from the cross web, thereby reducing the influence of the welding heat on the core 15 side and the solder portions of the surface members 13 and 14. have. Moreover, since the coupling member 17 is arrange | positioned in the circumferential direction of a vehicle body, the coupling member of a welded joint becomes a frame and can improve strength. Moreover, since the laminated material is used, it is lightweight and can improve pressure resistance.

In addition, the side post 11 is welded to each other in the range of the inner side portion of each of the coupling members 17 and 17 by connecting the pair of adjacent laminates, thereby improving the strength. It is.

4 has a cross-sectional shape that becomes substantially L-shaped. The edge member 22 is arranged around the window opening 44 of the panel 12 shown in FIG. 1, ie around the corner 44a, and is continuously soldered to the panel 12. As shown in FIG. The edge member 22 reinforces the edge 44a of the window fitting portion and accommodates the window glass. The flange portion 22a acts as a backing plate of the surface members 13 and 14, and the flange portion 22b as a container for the window glass is formed on the edge member 22. As shown in FIG. The belt rail 9 is connected to the weld 20 at the inner end surface 22c of the edge member 22. The belt rail 9 is bent at the position of the side post 11 so that the longitudinal end is coupled to the side 11a of the side post 1. The panels 12 may be connected to the belt rail 9 to the edge member 22 before or after they are joined together.

The window head 10 is constructed in substantially the same way as the belt rail 9 and is coupled to the end surface 22c of the edge member 22 from the inside. The window head 10 is bent at the position of the side post 11 so that the longitudinal end of the vehicle body is coupled to the side 11a of the side post 11.

According to such a configuration, since the edge member 22 (flange portion) projects toward the window opening side rather than the cross web, the edge member 22 becomes a supporting sheet for supporting the window glass and the like, and there is no need to install another supporting sheet. The configuration can be simple and inexpensive.

Next, the roof structure 4 will be described with reference to FIG. The can trail 16 extends in the longitudinal direction of the vehicle body, and the horizontal member 23 is connected to the can trail 16 at a right angle. The roof structure 4 is composed of a can trail 16, a horizontal member 23, and a roof plate 24. The can trail 16 is disposed on both sides of the roof in the outer circumferential direction of the vehicle body. The horizontal members 23 extend between these can trails 16 and are arranged parallel to each other at arbitrary pitch intervals. Both ends of the horizontal member 23 are connected to the can trail 16. The roof plate 24 is connected to the upper surface of these can trail 16 and the horizontal member 23. The roof plate 24 is configured by aligning the molded extrusion members of the light alloy extending in the longitudinal direction of the vehicle body so as to be adjacent to each other in the transverse direction of the vehicle body and connecting them together. The roof plate 24 has a longitudinal rib 24a integrally formed inside the vehicle body. The end structures 5 at each end of the vehicle body 1 are constructed as described below by connecting the vertical frame members and the horizontal frame members and placing the panels on the outer surfaces of these frame members.

Most of the load acting on the end structure 15 is a pressure load caused by a pressure change outside the vehicle body. For this reason, the strength does not need to be improved as compared with the side structure 2 in which the vertical load and the pressure load due to the pressure change at the outside of the vehicle body simultaneously act.

Hereinafter, the assembly of the above-described structure will be described. The vehicle body 1 is completed by manufacturing the side structure 2, the lower frame 3, the roof structure 4 and the end structure 5 and joining them together. First, manufacture of the laminated material as a basic structural member of the vehicle body 1 is demonstrated. The panel 12 is composed of the surface plates 13 and 14 and the core material 15. In order to form the surface plates 13 and 14, the side window opening 44 is formed in a light alloy plate acting as a blank, corresponding to the dimensions from the two side seals 6 to the can trail 16. It is cut into a width corresponding to the length and the space gap of the side post (11). In addition, a honeycomb is made by combining a light alloy plate having an arbitrary shape for the core 15 in advance. Spaces for the coupling member 17 and the edge member 22 are cut and molded to an arbitrary length. These surface plates 13, 14, the core 15, and the members 17, 22 are connected to continuous joining points by heating to a soldering temperature through a solder material which is a metal connecting material at each connection position.

The panel 12 made in this way may be a flat panel having any thickness or the bottom frame plate portion on the lower side of the window opening 44 and the sun shade on the upper side of the window opening 44 on the side of the vehicle body 1. In the case of the structure consisting of curved surfaces in the structure 2, the curved shape is produced after the side panel 12 is completed.

Alternatively, the curved shape of the panel 12 may be achieved by forming the plates 13, 14 and the core 15 into a predetermined shape after cutting the light alloy sheet material and the light alloy honeycomb material and before soldering them. However, in this case, there is a problem that the number of members to be molded increases, and dimensional accuracy must be secured in each member.

The panel 12 having the desired shape is completed when the plates 13, 14 and the core 15, the coupling member 17 and the edge member 22 are connected. This assembly can be quick.

Next, the fabrication of the side structure 2 using the panel 12 manufactured in the above manner will be described.

The supporting surface of the jig for receiving the panel 12 is formed to correspond to the outer surface of the side structure 2. The panel 12 is continuously arranged and aligned in the longitudinal direction of the vehicle body on the surface of this jig. The joining flange 19b of the joining member 17 of the adjacent panel 12 is positioned with a welding gap. The panel 12 is fixed and the opposing joining flanges 19b of the adjacent panels 12 are connected by welding. Welding is carried out on the inner side of the body. The frame, ie the sidepost 11, the window head 10 and the belt rail 9 are then covered and fixed to the welded panel 12. A predetermined portion of the coupling member 17, the side post 11, the edge member 22, the window head 10 and the belt rail 9, the side post 11, the window head 10 and the belt rail (9) ) Is connected by welding. When the connection of all members is completed in this way, the side structures are separated from the jig and then on the outer side of the vehicle body the outer surface of the welded portion 20 of each joining member 17 is smoothly finished by a grinder or the like. In this way the side structure 2 is completed.

When the side structure 2 is manufactured in this manner, the connecting operation can be performed while sequentially placing the panel 12, the side post 11, the window head 10 and the belt rail 9 on the jig. In other words, since the components do not need to be moved or flipped on the jig, work efficiency can be improved and many manufacturing steps can be reduced. The connection of the panel 12, the side post 11, the window head 10, and the belt rail 9 is all downward welding on the jig. In other words, the work is performed from the inside of the side structure (2). Therefore, the reliability of the welded part of each member is large, and work efficiency can be improved. The above mentioned connection work can be automated.

The connection of the belt rail 9 and the window head 10 to the panel 12 is such that the belt rail 9 and the window head 10 are connected to the edge member 22 of the side panel 12 when the edge member 22 is a unitary body. Can be combined. In this case the working process is somewhat different. In other words, after the connection of each panel 12 is completed, the sidepost 11 is positioned in such a manner that the adjacent panels 12 are bridged between the coupling members 17 so that only the coupling members 17 are connected to the side posts 11. ) And the side post 11 to the end surfaces of the belt rail 9 and the window head 10 is sufficient. By this process, the connection work of each member on the jig can be reduced, and the efficiency can also be improved.

The lower frame 3 is manufactured by connecting the side seal 6 and the cross beam 7 in combination and aligning and connecting the molding members of the bottom plate 8 in the horizontal direction.

The roof structure 4 is manufactured by combining and connecting the can trail 16 and the horizontal member 23 and then aligning and connecting the forming plates 24 in the horizontal direction.

The end structure 5 is formed by connecting the outer plate after the frames are combined and connected.

The vehicle body 1 is manufactured by combining the side structure 2, the lower frame 3, the roof structure 4, and the end structure 5. Firstly, the side structures 2 are arranged vertically on both sides of the lower frame 3, ie, on top of the side seals 6, and the end structures 5 are arranged on the upper surfaces of both ends of the lower frame 3. Subsequently, the lower frame 3 and the side structure 2 are connected, and the lower frame 3 and the end structure 5 are connected. At the same time the side structure and the end structure 5 are connected. The roof structure 4 is overlaid on two side structures 2 and two end structures 5, the roof structure 4 and the two side structures 2, the roof structure 4 and the two end structures. (5) are respectively connected. In this way, the vehicle body 1 is assembled.

In this structure, the weight of the vehicle body 1, the various loads arranged on the lower surface of the lower frame 3 and the vertical load by the passenger to be transmitted to the lower frame 3, and the pressure due to the pressure change on the outside of the vehicle body The load acts on the side structure 2. Since the side structures 2 mainly consist of panels 12, the side structures 2 have sufficient strength for these loads. In other words, since the panel 12 is formed by stacking the surface plates 13 and 14 and the core 15 to connect these members, the bending strength and the shear strength become larger than the flat plate. Accordingly, the panel 12 can withstand deformations other than the plane and can withstand the load sufficiently. In particular, it is effective against the pressure load acting on the vehicle body by the pressure change outside the vehicle body, and it is not necessary to improve the strength by arranging the reinforcing material on the panel 12. Furthermore, the connection of the surface plates 13, 14 and the core 15 by the use of a metal binder is effective in providing strength.

The panel 12, which consists of the surface plates 13, 14 and the core 15, has a much greater bending strength than the conventional molded member of a light alloy having a weight equal to the total weight. This means that the vehicle body 1 using the panel 12 has greater strength when the weight of the structure is the same. If the strength of the structure is substantially the same, the vehicle body 1 using the panel 12 has a small weight.

Since the panel 12 has greater bending strength and shear strength, deformation due to two welding residual stresses or vertical loads on the side structure 2 does not occur on the surface of the vehicle body, and the appearance can be improved. Since the deformation on the body surface is reduced, the work of removing the deformation can be omitted. Furthermore, the panel 12 has a structure in which the joining member 17 is disposed at the edge of the panel, and the panel 12 is connected to a member such as the next panel or side post 11 through the joining member 17. Combined. Therefore, as compared with the case where the honeycomb member made of the light alloy itself is connected, the decrease in strength at the joint can be prevented. When a molding member made of a light alloy is used as the coupling member 17 described above, a very complicated shape can be produced precisely, easily and economically. The panel 12 is connected to the belt rail 9 and the window head 10 via the edge 22. Therefore, a decrease in strength at each connection portion can be prevented. Furthermore, since the surface of the connecting flange 19b is flush with the surface of the surface plate 13 at the outside of the vehicle body, the surface of the side structure 2 will be smoothed by gliding only the surface of the weld 20 at the outside of the vehicle body. Can be. Therefore, after completion of the vehicle body, the work of smoothing the surface of the conventionally performed side structure by putty can be simplified.

If the side post 11, which is a reinforcing member, is formed integrally with the coupling member 17, the number of constituent members can be reduced and the connection work between the coupling member and the side post can be eliminated. Therefore, the labor time required for the manufacture of the side structures is reduced.

FIG. 5 shows a panel 25 which is a variant of the panel of FIG. 3 capable of attaching the sidepost 11 in the middle space between the edges of the panel. Two flanges 27 for the connection of the side posts 11 are integrally formed on the inner plate of the panel 25. The inner plate 26, the outer plate 13, and the core 5 are soldered to form the laminated panel 15. In this structure, the side post 11 is connected to the flange 27 by the welding portion 20, so that the connection strength is improved as compared to the case where the side post 11 is directly welded to the flat portion of the plate 26. When the side post 11 is connected to the panel 25, the flange 27 can be used as a positioning means for the side post 11. Furthermore, the influence of welding heat on the soldering portion of the panel 25 is not affected, and deformation of the plates 26 and 13 can be prevented. The construction of this panel is different from that already disclosed.

The panel 28 of FIG. 6 has two flanges 30 which are integrally formed in the inner plate 29 on the inner side of the panel 28 and connect the sideposts 11. The region 31 of the plate 29, on which the flange 30 is arranged, has a thickness that is greater than the other parts of the plate 29, that is, than the hearing plate thickness. The side post 11 is connected to the flange 30 by welding. In this structure, the load transmitted from the sidepost 11 to the panel 28 is transmitted through the flange 30 and the thicker region 31. Since the cross-sectional area of the thick area 31 is larger than the cross-sectional area of the flange 30, the transmitted load per unit area of the area 31 can be reduced. Because of this, an improvement in strength can be achieved in the connection between the panel 28 and the sidepost 11.

In the embodiment shown in FIG. 6, the flange 30 and the thick area 31 are integrally formed on the plate 29 but may be formed separately. In this case, the flange 30 and the backing plate are molded members integrally formed by projections, for example, and when the molded members are connected to the plate 29 by soldering, the same effects as those of the panel 28 mentioned above will be exhibited. Can be. In this case, the connection position of the side post 11 may be arbitrarily selected.

Next, another embodiment of the connection between two adjacent panels will be described with reference to FIGS. 7 and 8.

In Fig. 7, the same reference numerals as those in Fig. 3 indicate the same constituent members. The panel 33 here is provided with a joining member 32 which is connected by continuous solder at the edge of the panel and is I-shaped in cross section. The joining member includes an inwardly stepped flange 32a connected to the plates 13 and 14 by soldering, and a protruding flange 32b for welding to another joining member so that the panel is applied. The welding position is shown at 20.

In this structure, when the coupling members 32 are connected to each other, a cross-sectional shape like a structural member having a box-shaped cross section is obtained. Therefore, the connection strength between the panels 33 can be improved. As a result, the strength of the structure constructed by using the panel 33 is improved.

The coupling member 34 soldered to the panel 36 of FIG. 8 has substantially the same shape as the coupling member 17 of the embodiment shown in FIG. The metal plate 35 connects the flange 34b of the coupling member 34 of the inner surface of the panel in the welding line 20.

When the panel 36 having the coupling member 34 having such a structure is connected to each other, the outer welding flange 34a of the coupling member 34 is first connected. Next, the coupling member 34 is connected through the metal plate 35. The welding work involved in connecting the panel 36 in this manner can be performed from only one side of the panel 36. This means that the panel 36 does not need to be turned over on the jig because all the welding work is done on one side, thus simplifying the process. As in the embodiment shown in FIG. 7, the panel 36 is connected to form a structure having a cross-sectional shape of the upper limb.

9 and 10 illustrate another embodiment of forming a laminated panel and panel assembly embodying the present invention. FIG. 9a shows two panels composed of plates 13, 14 and core 15 as above. One panel has connecting plates 17b soldered to the plates 13 and 14 at their edges so that a part of the plate 17b projects laterally like a welding flange. The plate 17b has a thickness larger than the plates 13 and 14. In another panel, the core 15 is concave at the ends of the plates 13, 14 so that welding is performed on the weld line 20 so that the panels can enter the dowels 17b between the plates 13, 14. Is formed. In FIG. 10, the welding flange 17c is integrally formed as a coupling member protruding to the side surfaces of the plates 13 and 14. The flange 17c has a thickness larger than the nominal thickness of the plates 13 and 14. The flange 17c has a beveled end to join the panel by V-welding.

Next, another embodiment of various railway vehicle structures using the panel described above will be described with reference to FIGS.

The same reference numerals in the embodiment of Fig. 11 to Fig. 1 are used for the same member. The upper frame plate portion 37 forms an upper portion of the side structure at the upper portion of the window opening 44, and the lower frame plate portion 38 forms a lower portion under the window opening. The upper frame plate portion 37 and the lower frame plate portion 38 is formed by welding a plurality of panels side by side according to the present invention. In the longitudinal direction of the vehicle body, the widths of the panels of the sole frame plate portion 38 and the panels of the sole frame plate portion 37 correspond to the spaces of the adjacent sideposts, but this width can be varied. As shown in FIG. 4, the panel of the upper frame plate portion 37 and the lower frame plate portion 38 has two surface plates, a core and a coupling member connected by solder, and the edge member is the same as that of the panel 12 described above. Welded in a manner.

11 shows an embodiment in which the window frame member 39 is disposed between the upper frame plate portion 37 and the lower frame plate portion 38. Each window frame member 39 is a light alloy molding member, and one or more molding members are arranged in the longitudinal direction of the vehicle body. Corresponding portions of each member 39 are cut to form the window opening 44. The upper frame plate portion 37 is connected to the upper window frame member 39, the lower frame plate portion 38 is connected to the lower window frame member (39). This connection is carried out by welding the window frame member 39 to the edge frame 22 of the upper frame plate portion 37 and the lower frame frame portion 38 shown in FIG. Since the vehicle body 1a of FIG. 11 differs only in the side structure 2a compared with the embodiment of FIG. 1, the description of the same parts is omitted.

In the structure of FIG. 11, the window post portion 45 to which the most heavy load is applied in terms of strength among the side structures 2a can be formed as a single body such as the window frame member 39. This improves the strength of the side structure 2a and reduces its weight. In other words, the window frame member 39 may have sufficient strength, and the upper frame plate portion 37 and the lower frame plate portion 38 obtain sufficient strength and reduced weight. The window frame member 39 is formed of a light alloy, and the belt rail 9 and the window head 10 are formed of the window frame member 39 and reduce the labor time and the number of parts required for the assembly of the window frame member 39. It can be formed integrally.

Even when the window frame member 39 is made of structural steel or stainless steel, the strength and weight reduction of the side structure 2a can be achieved. However, if the window frame member 39 is made of a material different from that of the upper frame 37 and the lower frame 38, their connections need to be made by welding using a composite or by mechanical connecting means such as rivets. There is.

In FIG. 12, the same reference numerals are used for the same parts. In this embodiment, the roof plate member 40 is composed of a laminated panel of the present invention formed by connecting two plates and a core and at least one joining member disposed on the outer circumference. The plurality of roof plate members 40 are arranged side by side in the longitudinal direction of the vehicle body between the can trails 16 arranged in parallel on both sides. Adjacent roof plate members 40 are connected by welding, and horizontal members 41 are connected to the respective junction point portions to constitute the roof structure 4a. Each roof plate member 40 extends over the entire width between the can trails 16.

The roof structure 4a is manufactured in the following manner. The jig for constructing the roof structure 4a has a support surface for receiving the roof plate member 40 corresponding to the outer surface of the roof structure 4a. First, a plurality of roof plate members 40 are placed on the jig and aligned. The roof plate member 40 is then fixed and connected by welding. The can trail 16 and the transverse member 41 are then placed and connected on the assembly of the roof plate member. The roof structure 4a assembled in this way is withdrawn from the jig, and the outer surface of the junction of each roof plate member 40 is smoothly finished.

The above applies when the can trail and the horizontal member are separate members. It is possible to connect the can trail 16 and the horizontal member 41 on the roof plate member 40 in advance, and then align and connect the roof plate member 40 in the transverse direction of the vehicle body. This is described below.

The dimensions of each roof plate member 40 in the longitudinal direction of the vehicle body are substantially the same as the dimensions of the side panel 12. The embodiment of FIG. 12 differs from the above embodiment only in the structure of the roof structure 4a, and thus description of other parts is omitted.

In the structure of FIG. 12, the roof structure 4a is composed of the laminated panel of the present invention. Thus, an improvement in strength can be achieved, and sufficient pressure resistance is compensated. In other words, since the roof plate member 40 simply has a greater bending strength than the flat plate, the roof plate member 40 can withstand the pressure load due to the change in the outdoor pressure. Therefore, the roof structure 4a may have a better pressure resistance than the conventional roof structure composed of a molded member of light alloy having substantially the same weight as the roof structure 4a.

Since the roof plate member 40 has a large bending strength, the number of horizontal members 41 constituting the roof structure 4a can be reduced. Because of this, the number of members constituting the roof structure 4a can be reduced. Reducing the number of horizontal members 41 reduces the weight of the roof structure 4a.

In this embodiment, the side structure 2 and the roof structure 4a have a structure composed of a laminate, but an increase in the pressure resistance of the structure can be achieved by manufacturing only the roof structure 4a of the laminate. In other words, the roof structure occupies a large area, and the pressure load caused by the outdoor pressure change is large. On the other hand, it is difficult to arrange many frames on the roof structure in order to reduce the overall weight and also to secure a large space for the passengers. Therefore, the use of the laminate for the roof structure as described above means that the strength of the laminate can be supported by a frame with a low pressure load. Therefore, the pressure resistance of the entire vehicle body and the roof structure itself is improved.

Next, the connection structure between the horizontal member 41, the can trail 16 and the roof plate member 40 in the above-mentioned roof structure will be described with reference to FIGS. 12A, 13, 14, and 15 degrees.

FIG. 12A shows that the can trail 16 is formed by two joining members 16a, 16b attached by soldering to adjacent panels 40, 12 of the roof and side structures, respectively. The joining member has a protruding flange welded together at the welding line 20 and thicker than the surface plate of the panel, and a small flange soldered to the inner surface of the outer plate of the panels 12 and 40. Butt welding is used on the outside of the vehicle body, and overlap welding is performed on the flange as long as it serves as a supporting member. In this way, the box structure of the can trail 16 is provided. The side post 11 and the horizontal member 41 are welded to the side surface of the can trail 16.

The lower end of the side panel 12 is preferably connected to the side seal as shown in Figure 12b. The lower edge of the panel 12 includes a large coupling member 51 soldered to the surface plate of the panel 12 and two protruding flanges welded to the top of the side seal 6 in the welded portion 20. The side post 11 is welded to the side of the coupling member 51.

FIG. 13 shows the connection between two adjacent roof plate members 40 and the horizontal member 41 in the roof structure shown in FIG. The coupling member 17a is soldered around the roof plate member 40. The coupling member 17a has the same Z shape as the coupling member 17 of the side panel 12, and a step is provided to accommodate the surface plate of the panel 40. The flange protruding to the side of the adjacent coupling member 17a is fixed by welding 20. The horizontal member 41 disposed to bridge between the coupling members 17a of the panel 40 is connected to the inner flange of the coupling member 17a by welding 20.

The connection work of the adjacent roof plate members 40 in this roof structure can be made from one side, that is, from the inside. Therefore, the operation of connecting the plurality of roof plate members 40 and the horizontal member 41 may be performed on the same jig. Therefore, the roof structure 4a can be manufactured in the same manner as the side structure 2 described above to reduce the process. In the roof structure 4a, the coupling members 17a may be connected to each other by welding, and the coupling member 17a and the horizontal member 41 may be connected by downward welding, so that the reliability of the strength of each joint point may be reduced. Can be improved.

14 shows a structure in which the horizontal member 41a is connected to the inner plate of the roof plate member 40a at an intermediate position of the joint between the roof plates. The flange 27a is integrally formed on the inner plate of the roof plate member 40a on the inner surface. The horizontal member 41a has a substantially Z-shaped cross section and has a shape that can be inserted between the flanges 27a. The flange 27a and the horizontal member 41 are connected by the welding 206.

By such a structure, positioning of the horizontal member 41a on the roof plate member 40a can be easily performed. Moreover, since the flange 27a has an arbitrary height and is connected to the horizontal member 41a at the tip portion, the thermal effect resulting from welding the core of the panel 40a to the plate can be minimized. In addition, since the welding heat influence can be prevented on the outer plate of the panel 40a, deformation of the outer plate can be prevented.

The flange 27a may be formed integrally with the inner plate, but may be formed as a separate member and connected to the plate with solder. The flange may be formed of a flat plate separate from the surface member, or the flat plate may be soldered to the surface member.

Next, FIG. 15 shows a structure in which the horizontal member is integrally formed with the joining member of the roof plate member 40c. The coupling member 17a of the other roof plate member 40b is formed in a Z shape as shown in FIG. The horizontal member 41b is integrally formed with the coupling member of the other roof plate member 40c. This unitary member is composed of a light alloy molded member, such as the above-mentioned joining member 17a, and is soldered to the surface plate and the core in the manufacture of the roof plate member 40c.

In this structure, since the horizontal member 41b acts as the coupling member, the number of members is reduced and the connection work between the coupling member and the horizontal member does not need to be executed.

Next, the embodiment shown in FIGS. 16 and 17 will be described. Like reference numerals refer to like elements as in the embodiment shown in FIG. The end structure 5a is composed of an end post 46, an edge post 47, an end plate 48, a cross beam 49 and an end plate member 50. The end plate member 50 is made in accordance with the present invention by connecting at least one joining member, a core member and two surface members by soldering, respectively.

The end structure 5a is manufactured by positioning and joining a plurality of end plate members 50 formed on the jig in accordance with the shape of the end structure 5a. The end posts 46, the edge posts 47, the end plates 48 and the cross beams 49 are then covered by a plurality of end plate members 50 and connected. Each connection mentioned above is made by welding.

The vehicle body is completed by connecting the end structure 5a and thus consists of a lower frame 3 and two side structures 2 and a roof structure 4a and an end.

In this structure, the end structures 5a are each composed of end plate members 50 which are laminated panels of the present invention. The pressure resistance can thus be improved in the same way as in the roof structure 4a or side structure 2 of the above embodiment. The vehicle body 1b including the end structure 5a mentioned above has two side structures 2, a roof structure 4a and two end structures 5a respectively comprising the laminated panel of the present invention. Pressure resistance can be improved. In other words, the pressure resistance of the vehicle body can be improved, except for the lower frame part, which already has sufficient strength to withstand the pressure load.

Next, the embodiment shown in FIGS. 18 and 18A will be described. The same reference numerals in the drawings denote the same members as in the above embodiment. The bottom plate 42 is comprised by the assembly of the laminated panel of this invention formed by connecting the board | substrate and the core and two board | plates arrange | positioned at the outer circumference by soldering. The plurality of panels are joined together by welding at side-by-side, longitudinally extending joints (not shown) of the vehicle body, and then on the side surface 6A of the side seal 6 and on top of the crossbeam 43. Welded to the surface. In this way, the lower frame 3a is constructed. In this structure the crossbeams 43 are arranged in such a way as to bridge between the joining members of the adjacent panels of the bottom plate 42.

The bottom plate 42 has an arcuate convex downward view in the cross section of the vehicle body to allow for reduced weight and thickness reduction of the core or plate of the panel while allowing it to resist outdoor pressure changes such as compressive stress or tension. The radius of curvature of the arched cross section of the bottom plate 42 may gradually increase toward both sides in the transverse direction.

FIG. 18a shows that the bottom panel 42 of the bottom plate 42 is connected to the seal 6. The panel includes a joining member 52 having protrusions securely soldered to the inner and outer plates and welded to the flange of the seal 6 at welding position 20.

Since this embodiment is different from the vehicle body shown in FIG. 16 only in the bottom plate 42 of the lower frame portion, description of portions other than the bottom plate is omitted.

Since the bottom plate 42 has sufficient bending rigidity in this structure, its number can be reduced by extending the position interval of the cross beam 43. In addition, since the bottom plate 42 has sufficient bending rigidity, the weight of the cross beam itself can be reduced. As a result, the weight of the body and the underframe as a whole is reduced.

In the vehicle body of this embodiment, sufficient pressure resistance and strength are obtained because the sealing wall surrounds the passenger space, i.e., the side 12, the roof 40, the bottom plate 42 and the end 50, which are composed of the laminated panel of the present invention. At the same time weight reduction can be achieved.

Claims (12)

And a pair of surface material, a core material disposed between the pair of surface materials, and a coupling member disposed at an edge portion of the surface material between the pair of surface materials, and the core material and the coupling material on the pair of surface materials. In a railway vehicle structure, in which a member is joined to form a laminate, and a plurality of the laminates are joined to each other, the pair of surface materials, core materials, and joining members constituting the laminate are joined by soldering, and the bonding is performed. The molten member is composed of a pair of portions joined to the pair of surface materials, respectively, and a web connecting the pair of portions, and at least one of the pair of portions protrudes from the end of the web toward the end side of the laminate. Forming a branch, and the flange portion is welded to the flange portion of the joining member of an adjacent laminate. Surface of the folded junction is formed on a line connecting the both adjacent laminated material vehicle outer surface, the railway car body structure, characterized in that the coupling member is that the longitudinal direction thereof is arranged along the peripheral direction of the vehicle body. The said flange part protrudes from the edge part of the said surface material to the adjacent laminated material side, The outer surface of the said plan material part protruded to the adjacent laminated material side is in the same surface as the outer surface of the said surface material, It is characterized by the above-mentioned. Railway vehicle structure. The railway vehicle structure according to claim 1, wherein the pair of flange portions are joined by butt welding to the flange portions of adjacent laminates. The said pair of adjoining laminated materials is connected by welding the said part of the inside of a said pair of each said couple | bonding member to a frame member, and the said frame member is connected to the said vehicle inner side part. A railway vehicle structure comprising a welded first side and a second side orthogonal to the first side. The railway vehicle structure according to claim 1, wherein the pair of portions of the coupling member also protrude from both ends of the web to the core material side. The railway vehicle structure according to claim 4, wherein the flange portion of the frame member is directly welded to the flange portion of the coupling member of the laminate. According to claim 1, wherein the upper window frame plate portion above the window opening portion, the lower window frame plate portion lower than the window opening portion and the window frame between the window frame plate portion and the lower window frame plate portion, the window frame plate portion and the window frame The plate portion is constructed by welding the plurality of laminated materials, and the window member further comprises a side structure composed of an extruded shape member constituting a member between the window opening portion and the window opening portion. 8. The railway vehicle structure according to claim 7, wherein the window member is formed by opening a window opening in the extruded shape member. 8. The railway vehicle structure according to claim 7, wherein the extrusion direction of the window member is a longitudinal direction of the vehicle. 2. The joining member of claim 1, wherein the joining member has a pair of flange portions protruding from both ends of the web toward the end side of the laminate, and the pair of flange portions are respectively welded to the pair of flange portions of the joining member of the adjacent laminate. Railway vehicle structure, characterized in that. According to claim 1, wherein the coupling member of the laminated material disposed on the edge portion of the opening provided in the railway vehicle structure consists of a pair of parts respectively bonded to the pair of surface material and a web connecting the pair of parts. The pair of portions of the coupling member positioned at the edge of the opening portion constitute a flange portion protruding from the end of the web toward the opening portion, and the tip of the flange portion protruding toward the opening portion is formed from the web. A railway vehicle structure, characterized in that positioned on the opening side than the position on the opening side on the other end side. 12. The railway vehicle structure according to claim 11, wherein the flange portion of the edge portion of the opening portion is located outside the vehicle.

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