JP2008024304A - Vehicle structure - Google Patents

Abstract

An object of the present invention is to provide good riding comfort performance of a railway vehicle by improving the bending rigidity of the structure while suppressing an increase in the structure mass as much as possible.
A strength plate is affixed to the inside of the roof structure 1 at the center in the longitudinal direction of a railway vehicle structure 10 comprising a roof structure 1, a side structure 2, a frame 3, and a wife structure 4. The pasting range of the strength plate 7 in the longitudinal direction of the railway vehicle structure 10 is between the two pillow beams 6, and the pasting range in the left-right direction of the roof structure 1 is about half of the length in the left-right direction of the roof structure 1. . The thickness of the strength plate 7 increases as the height of the roof structure 1 in the vertical direction increases. In such a structure, the deformation of the roof structure 1 at the central portion in the longitudinal direction of the railway vehicle structure 10 that causes a large amount of deformation can be suppressed, so that the bending rigidity of the railway vehicle structure 10 can be efficiently improved. That is, since the bending vibration in the vertical direction of the railway vehicle can be suppressed, good riding performance can be provided.
[Selection] Figure 1

Description

  The present invention relates to a configuration of a vehicle structure of a railway vehicle or a monorail vehicle.

The railway vehicle structure is composed of a roof structure that constitutes the upper surface, two side structures that constitute the side surfaces, a frame that constitutes the lower surface, and two wife structures that constitute the end surfaces. In recent years, aluminum alloy hollow extrusions have been used for roof structures, side structures and underframes, and ribbed extrusions made of aluminum alloy have been used for the end structures, with the primary objective of reducing weight and improving manufacturability. Became. This is shown in Patent Document 1 below.
Japanese Patent No. 2604226

In railway vehicles, it is necessary to suppress bending vibration in the vertical direction in order to ensure good riding comfort performance. In order to suppress this bending vibration, it is effective to improve (stiffen) the flexural rigidity of the structure. Specific methods include “increasing the cross-sectional secondary moment of the structure” and “vertical length of the material used for the structure. “Increase the elastic modulus”.
The most effective means for increasing the structural moment of inertia of the structure is to expand the height and width of the structure. However, this is not practical because it causes interference with surrounding infrastructure facilities.

Therefore, a practically effective means for increasing the sectional moment of inertia of the structure is to increase the thickness of the member used for the structure. However, increasing the thickness of all members used in the structure causes a significant increase in the structure mass. Similarly, increasing the longitudinal elastic modulus of all materials used in the structure causes a significant increase in structure mass. This is because a material having a high longitudinal elastic modulus generally has a high density.
An object of the present invention is to provide good riding comfort performance by improving the bending rigidity of the structure while suppressing the bending vibration in the vertical direction of the railway vehicle while suppressing an increase in the mass of the structure as much as possible.

  The purpose of the above is that the roof structure or the side beam of the underframe in the longitudinal center part of the vehicle structure is higher than the rigidity of the roof structure or the side beam in other parts, The thickness of the roof structure on the vehicle interior side can be achieved by attaching a strength plate to the surface of the roof structure on the vehicle interior side.

  Various embodiments of the invention are described below. In each figure, the same reference numerals as those in the previous figures appearing in the subsequent figures are omitted, and the same members described in the previous figures are shown.

  A first embodiment of the present invention will be described with reference to FIGS. The railway vehicle structure 10 includes a roof structure 1 that constitutes an upper surface, two side structures 2 that constitute a side surface, a frame 3 that constitutes a lower surface, and two wife structures 4 that constitute end surfaces. A side beam 5 is present at the lower end of the side structure 2 in the width direction. The underframe 3 includes pillow beams 6 that connect the underframe 3 and a traveling device (not shown).

  The roof structure 1, the side structure 2, the underframe 3, and the end structure 4 are each formed by joining a plurality of extruded shapes. The extruded shape members constituting the roof structure 1, the side structure 2, and the underframe 3 are aluminum alloy hollow shapes, and the extrusion direction is the longitudinal direction of the railcar structure 10. The extruded shape forming the end structure 4 is a shape with ribs made of aluminum alloy, and the extrusion direction is the vertical direction of the railway vehicle structure 10.

  The deformation state of the railway vehicle structure 10 will be described with reference to FIGS. FIG. 19A is a side view of the railway vehicle structure 10. The railway vehicle structure 10 is supported by a traveling device (not shown) at the longitudinal center of the pillow beam 6.

  In addition to the railway vehicle structure 10, a load 17 in the vertical direction of the railway vehicle structure 10 is applied to the railway vehicle structure 10 by a member such as an electric device or a person. Due to the load 17 in the vertical direction, a moment distribution 18 is generated in the railway vehicle structure 10.

  Here, the horizontal axis of FIG. 19B indicates the position in the longitudinal direction of the railway vehicle structure 10, and the vertical axis indicates the amount of moment generated at the corresponding position. In proportion to this moment amount, a strain distribution 19 is generated as shown in FIG. Here, the vertical axis represents the vertical position of the railcar structure 10, and the horizontal axis represents the amount of strain generated at the corresponding position.

  From this, it can be seen that the railway vehicle structure 10 is greatly deformed in the roof structure 1 and the side beams 5 at the center in the longitudinal direction of the railway vehicle structure 10. That is, in order to efficiently improve the bending rigidity of the railway vehicle structure 10, it can be seen that it is effective to suppress the deformation of the roof structure 1 and the side beams 5 at the center in the longitudinal direction of the railway vehicle structure 10.

  Here, the structure of FIG. 2 will be described. A strength plate 7 is attached to the inner side of the hollow shape member 1b of the roof structure 1 at the center in the longitudinal direction of the railway vehicle structure 10. Pasting is performed by welding. In this welding, the outer peripheral portion of the strength plate 7 is a fillet weld 7b, and the outer peripheral portion of the strength plate 7 is provided with a hole 8 penetrating the strength plate 7, and the hole 8 is plug welded 9 to the hollow profile 1b. is doing. Even if it is called plug welding, it is not necessary to fill the hole 8, and it is sufficient if the holes 8 are joined together. Fillet welding may also be used here. The hole 8 is welded to the intersection of the connection plate 1e and the face plate 1c that connect the face plate 1c on the vehicle interior side and the face plate 1d on the vehicle exterior side of the hollow shape member 1b. The intersection may be welded continuously or intermittently along the longitudinal direction of the vehicle.

The pasting range in the vehicle longitudinal direction of the railway vehicle structure 10 of the strength plate 7 is between the two pillow beams 6 and is substantially symmetric from the longitudinal center of the railway vehicle structure 10.
The pasting range of the strength plate 7 in the width direction (the width direction of the vehicle, the direction perpendicular to the longitudinal direction of the vehicle) is about half the length in the width direction of the roof structure 1, and the width direction of the roof structure 1. It is almost symmetrical from the center.

  These ranges and the thickness of the strength plate 7 vary depending on the bending rigidity required for the railcar structure 10, the mass limit of the railcar structure 10, the allowable space, the construction limit, and the like. The strength plate 7 may be composed of a plurality of plates. The change in the thickness of the strength plate 7 can be handled by the thickness of the face plates 1c and 1d of the hollow profile 1b.

  The plate | board thickness of the intensity | strength board 7 is thick as it approaches the center of the width direction of a vehicle. In other words, the thickness of the strength plate 7 increases as the height of the roof structure 1 in the vertical direction increases.

  This is because, in general, the height in the vertical direction of the roof structure 1 increases as it approaches the center in the width direction of the roof structure 1. The outer surface of the strength plate 7 (the surface along the inner surface plate 1b of the hollow member of the roof structure 1) is machined along the inner surface of the roof structure 1 and is in contact with the surface plate 1b. be able to. The inner surface of the strength plate 7 is not machined from the viewpoint of processing cost.

  The material of the strength plate 7 is an aluminum alloy. The material of the strength plate 7 may be other materials such as iron. If the material of the strength plate 7 is a material having a high longitudinal elastic modulus such as iron, it is advantageous in terms of rigidity and space, but disadvantageous in terms of recyclability and bondability. When different materials are joined and used, it is necessary to separate these materials during recycling. Moreover, it is difficult to mainly use welding as a method of joining different materials.

  According to such a configuration, the deformation of the roof structure 1 at the center in the longitudinal direction of the railway vehicle structure 10 can be suppressed, so that the bending rigidity of the railway vehicle structure 10 can be improved efficiently. That is, since the bending vibration in the vertical direction of the railway vehicle can be suppressed, good riding performance can be provided.

  In the above embodiment, since the strength plate 7 is stretched on the inner surface of the roof structure, the appearance of the vehicle is not impaired as compared with the tension plate 7 on the outer surface.

A second embodiment of the present invention will be described with reference to FIG. FIG. 3 shows an example in which a strength plate 7 having the same thickness is used. The strength plate 7 is bent by machining. The fixing structure of the strength plate 7 is the same as that shown in FIG.
According to this, machining of the strength plate 7 on the vehicle exterior side can be made unnecessary, which is advantageous in terms of cost.

A third embodiment of the present invention will be described with reference to FIGS. In this embodiment, the strength plate 7 is not used.
The thickness of the inner face plate 1c and the outer face plate 1d of the hollow member 11 of the roof structure 1 in the longitudinal center portion (referred to as V portion) of the roof structure 1 is the longitudinal end portion (VI portion). It is thicker than the thickness of the face plates 1b and 1c of the hollow shape member 12).
According to this, the strength plate 7 can be omitted, which is advantageous in terms of space, the number of parts, welding costs, and the like. A frame indicated by a dotted line between the V part and the VI part indicates a section, and there is no frame itself.

  A fourth embodiment of the present invention will be described with reference to FIGS. The material of the hollow shape member 11 in the longitudinal center V of the roof structure 1 in FIG. 4 is a material having a high longitudinal elastic modulus. The hollow shape member at the end VI in the longitudinal direction of the roof structure 1 is a hollow shape 12 that is normally used. In the case where the hollow shape material in the central portion V in the longitudinal direction cannot be extruded, a connection plate (iron-based material) 1e is welded or mechanically coupled to normal plates (iron-based material) 1c, 1d.

  A fifth embodiment of the present invention will be described with reference to FIGS. The inner side of the vertical surface below the horizontal surface of the frame of the side beam 5 of the side frame 5 of the frame in the longitudinal center of the railway vehicle structure 10 (the vehicle interior here does not mean that it faces the vehicle, The strength plate 7 is affixed to the face plate 5b. The longitudinal range of the strength plate 7 to which the railcar structure 10 is attached is between the two pillow beams 6 and is substantially symmetrical from the longitudinal center of the railcar structure 10. The vertical range of the strength plate 7 is attached to the vertical surface plate 5b of the side beam 5 and the bottom surface of the frame 3 by fillet welding 7b. You may weld to the face plate 5b, without welding to the lower surface of the base frame 3. FIG. Further, the lower end of the strength plate 7 may be welded at the lower end of the side beam, but may be terminated in the middle of the vertical plane. A groove is provided at the lower end of the strength plate 7, and the space of this groove is welded 7d.

  Between the upper and lower sides of the strength plate 7, plug welding 9 is performed at the intersection of the connection plate 5 d and the face plate 5 b that connect the face plate 5 b inside the car and the face plate 5 c outside the car. The strength plate 7 has a hole 8 at a location of the plug weld 9. The plug weld 9 may be fillet weld.

  The strength plate 7 is thinner on the underframe side than the lower end. This is formed by machining. The outer surface of the strength plate 7 is machined along the inner surface of the side beam 5. When the inner surface of the vertical surface of the side beam 5 is a straight line, the outer surface of the strength plate 7 is not machined from the viewpoint of processing cost. The inner surface of the strength plate 7 is machined according to the required plate thickness.

The material of the strength plate 7 is an aluminum alloy. The material of the strength plate 7 may be other materials such as iron. If the material of the strength plate 7 is a material having a high longitudinal elastic modulus such as iron, it is advantageous in terms of rigidity and space, but disadvantageous in terms of recyclability and bondability. When different materials are joined and used, it is necessary to separate these materials during recycling. Moreover, it is difficult to mainly use welding as a method of joining different materials.
The range of the strength plate 7 and the thickness of the strength plate 7 vary depending on the bending rigidity required for the railway vehicle structure 10, the mass limit of the railway vehicle structure 10, the allowable space, the construction limit, and the like. The strength plate 7 may be composed of a plurality of plates.

  When the strength plate 7 is composed of a plurality of plates, the plurality of plates are welded together by butt welding. Constructing the strength plate 7 with a plurality of plates is advantageous in terms of transportation and handling, but is disadvantageous in terms of the number of parts and welding costs.

  The strength plate 7 may be joined to the roof structure 1 by other methods such as rivet joining or bolt fastening. These methods are mainly used as methods for joining different kinds of metals.

  According to such a structure, the deformation of the side beam 5 at the central portion in the longitudinal direction of the railway vehicle structure 10 can be suppressed, so that the bending rigidity of the railway vehicle structure 10 can be improved efficiently. That is, since the bending vibration in the vertical direction of the railway vehicle can be suppressed, good riding performance can be provided. Since the strength plate 7 becomes thicker toward the lower end, as shown in FIG. 20, the strain can be increased as the distance from the vertical center of the vehicle body increases.

  A sixth embodiment of the present invention will be described with reference to FIG. FIG. 11 shows the strength plate 7 with a constant thickness. The strength plate 7 is bent along the surface if the vertical surface 5b on the vehicle interior side of the side beam 5 is bent. When the inner surface of the side beam 5 is a straight line, the strength plate 7 is not bent from the viewpoint of processing cost.

  A seventh embodiment of the present invention will be described with reference to FIGS. This is because the lowermost surface of the side beam 5 of the strength plate 7 has an arc shape, and is bent along an arc shape along the arc surface. The outer side of the strength plate 7 is welded to the hollow profile 7e. A groove is provided between the inner side of the strength plate and the hollow shape member, and the groove is welded by 7 g.

As the target position moves away from the stop of the vehicle body as shown in FIG. 20, the amount of distortion increases.
According to this, the magnitude | size of an intensity | strength board can be made small.

An eighth embodiment of the present invention will be described with reference to FIGS. This is an example in which the deformation of the side beam 5 is suppressed by increasing the thickness of the side beam 5 instead of attaching the strength plate 7. The plate thickness of the lower portion 16 of the side beam 5 at the longitudinal center (referred to as XV part) of the railway vehicle structure 10 is that of the side beam 5 constituting the longitudinal end part (referred to as XVI part) of the railway vehicle structure 10. Thicker than the thickness of the lower portion 15.
This eliminates the need to attach the strength plate 7, which is advantageous in terms of space, the number of parts, welding costs, and the like.

A ninth embodiment of the present invention will be described with reference to FIGS. This is because the longitudinal elastic modulus of the material of the lower portion 16 of the side beam 5 constituting the central portion in the longitudinal direction (shown as XV portion) of the side beam 5 is the side constituting the longitudinal end portion (shown as XVI portion). It is higher than the longitudinal elastic modulus of the material of the lower part 15 of the beam 5.
According to this, since it is not necessary to increase the plate thickness of the lower portion 16 of the side beam 5 constituting the longitudinal center portion (XV portion) of the side beam 5, regardless of the position in the longitudinal direction of the railway vehicle structure 10, As for the shape of the side beam 5, the shape of the railway vehicle structure 10 can be unified.

  The technical scope of the present invention is not limited to the language described in each claim of the claims or the language described in the means for solving the problem, and is also within a range easily replaced by those skilled in the art. It extends.

1 is a perspective view of a railway vehicle structure according to a first embodiment of the present invention. II-II sectional drawing of FIG. FIG. 2 is a diagram corresponding to FIG. The perspective view of the railway vehicle structure of 3rd Example of this invention. The longitudinal cross-sectional view of the roof structure of the V section of FIG. The longitudinal cross-sectional view of the roof structure of the VI section of FIG. FIG. 5 is a diagram corresponding to FIG. FIG. 6 is a diagram corresponding to FIG. The perspective view of the railway vehicle structure of 5th Example of this invention. XX sectional drawing of FIG. FIG. 10 shows the sixth embodiment of the present invention and is equivalent to FIG. 10. The perspective view of the railway vehicle structure of 7th Example of this invention. III-III sectional drawing of FIG. The perspective view of the railway vehicle structure of 8th Example of this invention. XV-XV part sectional drawing of FIG. XVI-XVI part sectional drawing of FIG. FIG. 15 is a diagram corresponding to FIG. 15, which is a ninth embodiment of the present invention. FIG. 16 is a diagram corresponding to FIG. 16, which is a ninth embodiment of the present invention. It is a figure explaining the moment of a railway vehicle structure, (a) is a side view of a railway vehicle structure, and (b) is a moment distribution map. The figure explaining distribution of the amount of distortion of the up-and-down direction of a railway vehicle structure.

Explanation of symbols

1: Roof structure 2: Side structure 3: Underframe 4: Wife structure 5: Side beam 6: Pillow beam 7: Reinforcement plate 8: Hole 9: Plug welding 10: Railway vehicle structure

Claims (4)

The roof structure or the side beam of the underframe at the center in the longitudinal direction of the vehicle structure is higher than the rigidity of the roof structure or the side beam of the other part,
The plate thickness on the vehicle inner side of the roof structure at the center in the longitudinal direction of the vehicle structure is thickened by attaching a strength plate to the vehicle inner surface of the roof structure,
A vehicle structure characterized by. The vehicle structure of claim 1,
The roof structure is a hollow material,
The strength plate is welded to a face plate on the vehicle interior side of the hollow profile, and the entire circumference of the strength plate is fillet welded, and the strength plate is a face plate on the vehicle interior side of the hollow profile. Plug welded at the intersection of the connection plate and
A vehicle structure characterized by. The vehicle structure of claim 1,
The longitudinal elastic modulus of the material of the roof structure at the center in the longitudinal direction of the vehicle structure is higher than the longitudinal elastic modulus of the material of the roof structure of the other part,
A vehicle structure characterized by. The vehicle structure of claim 1,
The longitudinal elastic modulus of the material of the roof structure in the central portion in the longitudinal direction is higher as approaching the center in the width direction of the roof structure,
A vehicle structure characterized by.

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