JP2004338601A

JP2004338601A - Body structure of high-speed rail car

Info

Publication number: JP2004338601A
Application number: JP2003138535A
Authority: JP
Inventors: Toshiyuki Hirashima; 利行平嶋; Satoru Akiyama; 悟秋山; Takashi Miki; 貴士三木
Original assignee: Kawasaki Heavy Industries Ltd
Current assignee: Kawasaki Heavy Industries Ltd
Priority date: 2003-05-16
Filing date: 2003-05-16
Publication date: 2004-12-02
Anticipated expiration: 2023-05-16
Also published as: JP3779283B2

Abstract

<P>PROBLEM TO BE SOLVED: To realize both weight reduction of an outer board for increasing speed and noise reduction by securing air layer. <P>SOLUTION: An outer board panel 1 facing an exterior and an interior board 2 facing cabin interior are jointed through a frame 3. The outer board panel 1 is a hollow shape material having a harmonica type section where two face plates 1a, 1b are jointed with a web 1c which is orthogonal to them and extends in longitudinal direction of the vehicle body. The hollow shape material having the harmonica type section is disposed so that a hollow part 1d having a rectangular section which is vertically and horizontally symmetrical extends in the longitudinal direction of the vehicle body. The frame 3 extends in the direction orthogonal to the web 1c, and has a longitudinal plate part 3a orthogonal to the inside face plate part 1b, an outside mounting flange part 3b which is connected to the outside end of the longitudinal plate part 3a and extends along the inside face plate part 1b, and an inside mounting flange part 3c which is connected to the inside end of the longitudinal plate part 3a and jointed to an interior board 2. The tip end edge of the inside mounting flange part 3c is connected to an extension part 3d extending parallel to the longitudinal plate part 3a. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

【０００１】
【発明の属する技術分野】
この発明は、新幹線などの高速鉄道車両の車体構造に関する。
【０００２】
【従来の技術】
一般に、高速鉄道車両においては、高速化の点から、車体重量を軽量にすることが望まれる。
【０００３】
一方、騒音問題を解消するために、遮音性を確保する必要があるが、その遮音性を確保するためには、次のように構成すればよいことが知られている。
（ｉ）空気層（外板と内装板との間の空気層）の厚さを大きくする。
（ｉｉ）内装板の面密度（単位面積あたりの質量）を大きくする。
（ｉｉｉ）外板の面密度を大きくする。
【０００４】
そこで、前記（ｉ）〜（ｉｉｉ）の観点から、高速化と騒音低減の両立を図るためには、たとえば内装板の面密度を大きくするのであれば、車体の重量を変更しないために、その分だけ他の部分で軽量にしなければならない。また、遮音性を高めるためには、空気層を多くとればよいことから、外板の厚さを薄くすることも有利である。
【０００５】
ところで、従来の車体構造の外板としては、きわめて高価なハニカム構造を利用したもののほか、コスト面で有利である外板として、例えば図９に示すように、トラス型断面の中空形材１００を用いる、いわゆるダブルスキン構造のものが知られている（例えば、特許文献１参照）。
【０００６】
また、例えば図１０に示すように、シングルスキン形材１０１（Ｔ型リブ付き大型形材）を用いる、いわゆるシングルスキン構造の外板も知られている。
【０００７】
【特許文献１】
特開平１０−８６８２０号公報（段落番号０００８、図１参照）
【０００８】
【発明が解決しようとする課題】
トラス型断面ダブルスキン構造の外板パネルを用いる場合には、面密度は大きいが、図１１に示すように、中空形材１００の総厚ｔ１が５０ｍｍ程度であるため、空気層の厚さｔ２（内装板１０２までの距離）としては５０ｍｍ程度しか確保することができず、遮音性の点で不利である。また、軽量化の点でも不利である。すなわち、縦横の剛性比を最適化できず、無駄が多いのに加えて、中空形材（ダブルスキン構造）の寸法精度に限界がある。つまり、中空形材１００の面板部１００ａ，１００ｂの厚さｔ３を２ｍｍ〜１．８ｍｍ、ウエブ１００ｃの厚さｔ４を１．５ｍｍ程度までにしかすることができず、車体の強度上は厚さが必要ないにもかかわらず、薄くすることができない。これは、トラス型断面であると、形材断面が上下非対称であるため、押し出し成形する際に流動が不安定になって中子が揺れ、板厚にばらつきが生じるので、余代を見込んで成形する必要があるためである。
【０００９】
一方、シングルスキン構造の場合は、図１２及び図１３に示すように、外板パネル１０１におけるリブ１０１ａ，１０１ａ’が遮音性（遮音性能）に効果がなく、遮音性に有効である部分の面密度を重量の割に大きくとれないので、遮音性の点で不利であるが、空気層の厚さは大きくとれる。
【００１０】
そこで、発明者は、ハモニカ型断面中空形材は、上下左右が対称な断面であり成型時における中子の振れが少なく、押し出し性に優れるという点に着目して、外板パネルをハモニカ型断面中空形材で構成し、フレームを介して内装板に結合するようにすれば、外板パネルの寸法精度が向上して高速化のための軽量化が図れ、空気層の増大により遮音性も確保できることに着想し、本発明を開発するに至ったものである。
【００１１】
この発明は、高速化のための外板重量軽減と空気層の確保による騒音低減との両立を図った高速鉄道車両の車体構造を提供することを目的とする。
【００１２】
また、外板パネルとしてハモニカ型断面中空形材を用いれば、外板パネルを含む構体重量を低減でき、その低減できた分を内装板の質量にまわせば、内装板の面密度を大きくして、遮音性を高めることができる、と考えられる。そこで、発明者は、内装板と構体との面密度２０ｋｇ／ｍ^２で空気層１００ｍｍという条件の下で、内装板の占める重量割合と共鳴透過数周波数との関係を調べたところ、図１８に示す結果が得られた。これから、発明者は、構体と内装板との重量に対する内装板の重量割合が一定の範囲内にあれば、遮音性に優れる構体構造が得られることも見い出した。
【００１３】
この発明は、構体と内装板との重量に対する内装板の重量割合が一定の範囲内になるようにして、遮音性に優れる高速鉄道車両の車体構造を提供することを目的とする。
【００１４】
【課題を解決するための手段】
請求項１の発明は、外部に臨む外板パネルと車室内に臨む内装板とがフレームを介して結合される高速鉄道車両の車体構造において、前記外板パネルは、２つの面板部がそれらに直交し車体長手方向に延びるウエブにて結合されるハモニカ型断面中空形材とされ、前記フレームは、前記ウエブに直交する方向に延びていることを特徴とする。ここで、ハモニカ型断面中空形材は、２つの面板部とウエブとによって囲まれ車体長手方向に延びる中空部が断面矩形状であるものを意味し、ウエブが縦通材（ストリンガ）としての機能を発揮するものである。ここで、高速鉄道車両の車体とは、気密構造であるため圧力が作用するものであることを意味し、例えば、一種の「圧力容器」である新幹線の車体が該当する。
【００１５】
このようにすれば、外板パネルをハモニカ型断面中空形材としているので、ダブルスキン構造と同様に、外側及び内側に面板部を有することで面密度を重量に比して効率的に確保することができるため重量当たりの遮音性能を高めることができる。ハモニカ型断面中空形材は、押出し成形時に中子がふれることなく、押し出し性が向上し、寸法精度が優れることから、面板部の板厚を強度的に必要な厚さにまで下げて軽量化を図ることができる。さらに、ハモニカ型断面中空材は、ウエブに直交する方向のせん断剛性をほとんど有しないものの、その不足するせん断剛性は、前記ウエブに直交する方向に延びるフレームで補われるため、外板パネルの総厚を薄くして空気層のアップを図り、遮音性を高めることができる。このように、遮音性、軽量性についてのバランスがとれることになる。
【００１６】
よって、ハモニカ型断面中空材を外板パネルに採用し、フレームを組み合わせて用いることで、高速鉄道車両の車体として必要な強度と剛性を確保して、遮音性能と軽量化の両立が図れる。
【００１７】
その場合、請求項２に記載のように、前記フレームが、前記ウエブに直交する方向に延びる取付フランジ部を有し、この取付フランジ部が、前記ハモニカ型断面中空形材の内側（車室内側）の面板部に各ウエブの部位でスポット摩擦撹拌接合（スポットＦＳＷ）されている構成とすることができる。
【００１８】
また、請求項２においてはスポット摩擦撹拌接合をしているが、それに代えて、請求項３に記載のように、取付フランジ部が、前記ハモニカ型断面中空形材の内側の面板部に各ウエブの部位でプラグ溶接（ミグスポット溶接）されているようにしてもよいし、請求項４に記載のように、取付フランジ部が、前記ハモニカ型断面中空形材の内側の面板部に各ウエブのない部位でリベット接合されているようにしてもよい。
【００１９】
このようにすれば、フレームはハモニカ型断面中空形材（外板パネル）の内側の面板部側に（スポットＦＳＷ、プラグ溶接あるいはリベット結合により）間欠的に接合することができ、施工性が向上する。
【００２０】
請求項５に記載のように、前記フレームが、フレーム長手方向に延びる取付部を有し、この取付部が、前記ハモニカ型断面中空形材の内側の面板部に連続的にミグ溶接されている構成としてもよい。
【００２１】
このようにすれば、内側の面板部に連続的にミグ溶接することができるので、継ぎ手効率がよくなる。
【００２２】
また、請求項６に記載のように、前記外板パネルは、車両長手方向に延びる複数の板要素が結合されてなり、その結合部分は、各板要素を構成するハモニカ型断面中空形材の端部に形成され面板部よりも厚肉である結合板部が摩擦撹拌接合又はミグ溶接されている構成とすることも可能となる。
【００２３】
このようにすれば、フレームを設けているので、必ずしも各面板部同士を接合する必要がなく、また、一方向から接合できるので、施工性がよくなる。
【００２４】
請求項７に記載のように、外部に臨む外板パネルを含む構体と、その構体の一部であるフレームを介して結合され車室内に臨む内装板とを有する高速鉄道車両の車体構造において、前記構体の重量と内装板の重量との和である総重量に対して、前記内装板の重量割合が１５〜５０％の範囲を占めていることを特徴とする。なお、前記総重量に対する内装板の重量割合は、図１８に基づき、好ましくは２０〜５０％の範囲（より好ましくは３０〜５０％の範囲）を占めていることが望ましい。
【００２５】
その場合には、請求項８に記載のように、前記外板パネルが、２つの面板部がそれらに直交し車体長手方向に延びるウエブにて結合されるハモニカ型断面中空形材とされ、前記フレームが、前記ウエブに直交する方向に延びる構成とすることができる。
【００２６】
また、それらの場合には、請求項９に記載のように、前記外板パネルと内装板との間に形成される空気層の厚さは、８０〜１００ｍｍであることが望ましい。
【００２７】
【発明の実施の形態】
以下、この発明の実施の形態を図面に沿って説明する。
【００２８】
図１は本発明に係る実施の形態である高速鉄道車両の車体構造の要部を断面で示す斜視図である。
【００２９】
図１に示すように、高速鉄道車両の車体構造は、外部に臨む外板パネル１と車室内に臨む内装板２とがフレーム３を介して結合されてなる。
【００３０】
外板パネル１は、２つの面板部１ａ，１ｂがそれらに直交し車体長手方向に平行に延びるウエブ１ｃにて結合されるハモニカ型断面中空形材とされ、前記フレーム３が、前記ウエブ１ｃに直交する方向に延びている。このハモニカ型断面中空形材は、上下左右が対称な矩形断面である中空部１ｄが車体長手方向に延びるように配置されている。中空部１ｄの断面形状は、トラス型断面のダブルスキン構造の場合とは異なり、厚さ方向の長さが短く幅方向の長さがそれより長い矩形状であるので、成型時におけるダイスの中子の振れが少なく、押し出し性に優れる。例えば、面板部１ａ，１ｂが１．３〜１．５ｍｍ、ウエブ１ｃが０．９〜１．０ｍｍで成立し、外板パネル１の総厚Ｗ１（板厚）を１５ｍｍ程度と薄くすることができるので（図２参照）、シングルスキン構造の場合と同様に、空気層の厚さＷ２を大きく確保することができる。また、２つの面板部１ａ，１ｂを有するので、トラス型断面のダブルスキン構造と同様に、断面構成要素のうち遮音に効果のある部分の割合が多く、重量に比して面密度を効率的に確保でき、遮音効率の向上の点で有利である。
【００３１】
それに加えて、車体構造として同じ質量とするのであれば、（従来構造よりも）外板パネルをできるだけ軽くする一方、内装板２を重く柔らかくして、空気層を確保し、フレームを少なくした方が遮音構造としては優れることも確認されており、この点からも、前述したように外板パネル１の面板部及びウエブの板厚と外板パネル１の総厚を薄くできるのは、遮音効率の向上に有利であると言える。
【００３２】
前記フレーム３は、前記ウエブ１ｃに直交する方向に延びるものであり、内側（車室内側）の面板部１ｂに直交する縦板部３ａと、この縦板部３ａの外側端に連接され内側の面板部１ｂに沿って延びる外側取付フランジ部３ｂと、この縦板部３ａの内側端に連接され内装板２に接合される内側取付フランジ部３ｃとを有する。この内側取付フランジ部３ｃの先端縁には、さらに、縦板部３ａと平行に延びる延長部３ｄに連接されている。
【００３３】
なお、前記フレーム３の断面形状は、重量と強度とのバランスを考える上でもっとも合理的なものであるが、これに限定されるものではなく、ハット形状としてもよい。このフレーム３”は、図２に示すようにフレーム３を対称に並べてフランジ部３ｃを結合したものであるから、外板パネル１の接合方法や内装板２の取付方法において本質的な相違はない。
【００３４】
この外側取付フランジ部３ｂは、図２に示すように、外板パネル１（ハモニカ型断面中空形材）の内側面板部１ｂに対し各ウエブ１ｃの部位で、回転工具１１にてスポット摩擦撹拌接合されている。すなわち、一定間隔（ウエブ１ｃの設けられている間隔）ごとに間欠的に接合されている（接合点Ｐ参照）。
【００３５】
ここで、ハモニカ型断面中空形材の場合には、上下左右対称断面なので、押し出し性がよく、ウエブ１ｃの配列ピッチを小さくすることができる。例えばシングルスキン形材の場合には、図１３に示すように、ウエブの配列ピッチがＬ１＝１００ｍｍ程度であるが、ハモニカ型断面中空形材の場合には、図３に示すように、ウエブの配列ピッチをＬ２＝５０ｍｍ程度にできる。よって、ウエブのピッチを小さくした分だけ、面板部の板厚を薄くでき、重量軽減に有利である。
【００３６】
すなわち、従来のシングルスキン構造の場合には、図１３に示すように、シングルスキン形材１０１のウエブ１０１ａに連接するフランジ１０１ｂに断面ハット形状のフレーム１０４をスポットＦＳＷする場合には、ミグ溶接ほど継ぎ手効率がよくないので、ウエブ１０１ａのピッチＬ１を小さくする必要があるが、上下非対称な断面を持つ形材１０１の押し出し精度の問題から、ハモニカ型断面中空形材（外板パネル１）のように、そのウエブのピッチを小さくすることに応じて板厚を薄くすることが困難であり、不必要に重量増加の原因となる。さらに、図１３に示すように形材１０１のＴリブにフレーム１０４を接合する構造では、フレーム１０４が面外に曲げを受ける場合、形材１０１の面板部がフレームと直接に接合されていないので、これがフレームの変形に追従せず、面板部は強度部材として機能しない。つまり、その分フレームの板厚を大きくとらなければならないので、やはり重量的に不利である。このことを回避する場合、またあるいは接合法として抵抗スポットを適用する場合、図１４に示すように、シングルスキン形材２０１の面板部２０１ａとフレーム２０２とを直接に接合しなければならないことから、フレーム２０２にストリンガ部（ウエブ２０１ｂ）を逃げるための切り欠き２０２ａを設けてやる必要があり、コストアップの原因となる。
【００３７】
また、前記外板パネル１は、図４に示すように、複数の形材１Ａ，１Ｂが接合されてなり（接合線は車体長手方向に延びる）、その接合部分Ｓは、各形材１Ａ，１Ｂ（ハモニカ型断面中空形材）の端部に、面板部１Ａａ，１Ａｂ，１Ｂａ，１Ｂｂやウエブ１Ａｃ，１Ｂｃよりも厚肉である結合板部１Ａｄ，１Ｂｄが形成され、それらが突き合わされた状態で摩擦撹拌接合（又はミグ溶接）されている。これは、板要素１Ａ，１Ｂ（外板パネル１）は、要所にフレーム３が設けられており、ダブルスキン構造のように、必ずしも面板部１Ａａ，１Ｂａ同士及び面板部１Ａｂ，１Ｂｂ同士を接合する必要がないからである。
【００３８】
すなわち、従来のトラス型ダブルスキン構造の場合には、図１５に示すように、外側及び内側の面板部１００ａ，１００ａ’及び面板部１００ｂ，１００ｂ’を接合（ミグ溶接又は摩擦撹拌接合）しなければならない。つまり、外側及び内側の両側から接合しなければならないので、２つの接合部分Ｓ１，Ｓ２があり、組んだ２つの形材１００，１００’について一方の側を接合した後、他方の側を接合するために裏返す必要があり、接合作業が面倒であった。また、図１６に示すように、ハモニカ型断面中空形材の場合と同様に、一方の側からの接合のみの構造とすることも可能であるが、その場合には、他方の側にふさぎ板１０５を設け、それを接合する必要があるため、その接合線が２つで、接合部分Ｓ３〜Ｓ５が合計で３つになり、図１５に示す場合よりも、さらに１つ接合線の数が増える（たとえば特開平０９−２２１０２４号公報参照）。
【００３９】
上述したほか、本発明に係る高速鉄道車両の車体構造は、次のように構成することも可能である。
【００４０】
前記フレームと外板パネルの内側の面板部との接合は、必ずしもスポットＦＳＷで行う必要はなく、代わりにプラグ溶接やリベット結合とすることもできる。また、これらのような間欠的な接合だけでなく、ミグ溶接により連続的に接合することも可能である。この場合、図５に示すように、フレーム３’は、断面コの字形状で、フレーム長手方向に延びる取付部３ａ’を有し、この取付部３ａ’が、外板パネル１（ハモニカ型断面中空形材）の内側の面板部１ｂに連続的にミグ溶接されている（接合部分（溶接部分）Ｓ’参照）。
【００４１】
このようにすれば、連続ミグ溶接できるので、継ぎ手効率がよくなり、面板部１ａ，１ｂの板厚ｔ１１が１．３〜１．５ｍｍ、ウエブ１ｃの板厚ｔ１２が０．９〜１．０ｍｍ、ピッチＬ２が５０ｍｍ程度、フレーム３’（側柱（タルキ）幅１７０ｍｍ×高さ８５〜１１２ｍｍ）の厚さｔ１３が２〜３ｍｍと薄くすることも可能となる。なお、外板パネル１の総厚Ｗ１は１５ｍｍである。また、３ｅは軽量孔である。
【００４２】
すなわち、従来のシングルスキン構造の場合には、ミグ溶接においては、図１７に示すように、溶接止端部は溶接品質が悪い上に、溶接ビードＳが間欠的で短いので、接合の信頼性が低く、継ぎ手効率がよくない。そのため、その分Ｔリブフランジ部の板厚ｔ２１を２ｍｍ、それと接合されるフレーム１０２’の板厚ｔ２３も２ｍｍ以上にする必要がある。加えて、フレームが曲げ変形を受けるとき、形材１０１の面板部は強度部材として寄与しないので、フレーム１０２’の板厚ｔ２３はさらに４ｍｍと大きくとらなければならない。
【００４３】
続いて、構体と内装板との重量に対する、内装板の重量比による遮音性についての実験結果について説明する。表１に示すケース１〜３の場合について実験を行った。
【００４４】
【表１】

試験結果は、図６に示すとおりである。すなわち、内装板の重量比（重量割合）が高いほど、音響透過損失が大きく、遮音性が高いことがわかる。
【００４５】
よって、図６及び図１８の結果から、前記構体の重量と内装板の重量との和である総重量に対して、前記内装板の重量割合は、遮音性の観点から、１５〜５０％の範囲（好ましくは２０〜５０％の範囲、より好ましくは３０〜５０％の範囲）であることが望ましい。
これは、前述したように、外板パネルをハモニカ型断面中空形材とすれば、無理なく実現される。
【００４６】
また、その場合には、前記外板パネルと内装板との間に形成される空気層の厚さは、８０〜１００ｍｍであることが望ましい。
【００４７】
前記実施の形態は、フレーム３の取付フランジ部３ａが、前記ハモニカ型断面中空形材１の内側の面板部１ｂに各ウエブ１ｃの部位でスポット摩擦撹拌接合されているが、図７に示すように、取付フランジ部３ａが、前記ハモニカ型断面中空形材の内側の面板部１ｂに各ウエブ１ｃの部位でプラグ溶接されるようにしたり（溶接点Ｐ’参照）、図８に示すように、取付フランジ部３ａが、前記ハモニカ型断面中空形材の内側の面板部１ｂに各ウエブ１ｃのない部位でブラインドリベット１２により接合されている構成を用いることも可能である。
【００４８】
【発明の効果】
この発明は、以上に説明したように実施され、外板パネルをハモニカ型断面中空形材としているので、トラス型断面のダブルスキン構造と同様に、外側及び内側に面板部を有することで、遮音として有効である部分の面密度を効率的に確保することができるのに加えて、外板パネルだけでは不足するせん断剛性を補うためのフレームを有することから、外板パネルの総厚を下げて空気層のアップを図ることができ、遮音性能をより高めることが可能となる。また、上下左右に対称な断面を持つハモニカ型断面中空形材は、前述したように、中子がふれることなく、押し出し性が向上し、寸法精度が高まるので、外板パネルにおける面板部やウエブの板厚を下げて軽量化が図れる。このように、遮音性、軽量性、コスト維持についてのバランスがとれることになる。
【００４９】
よって、ハモニカ型断面中空形材を外板パネルに採用することで、車体として必要な剛性を確保して、遮音性能と軽量化の両立が図れる。
【００５０】
さらに、外板パネルを軽量化した分を、内装板に付与して内装板の面密度を高め、構体と内装板との面密度の比率を変えることにより、さらに遮音性能の向上を図ることもできる。
【図面の簡単な説明】
【図１】本発明に係る実施の形態である高速鉄道車両の車体構造の要部を断面で示す図である。
【図２】前記車体構造において、外板パネルとフレームとを接合する方法の説明図である。
【図３】本発明に係る実施の形態である高速鉄道車両の車体構造の接合部分の説明図である。
【図４】本発明に係る実施の形態である高速鉄道車両の車体構造の、構体同士の接合部分の説明図である。
【図５】本発明に係る実施の形態である高速鉄道車両の車体構造の、フレームと外板パネルとの接合部分の他の実施の形態を示す図である。
【図６】試験結果の説明図である。
【図７】他の実施の形態についての図３と同様の図である。
【図８】他の実施の形態についての図３と同様の図である。
【図９】従来の高速鉄道車両の車体構造（ダブルスキン構造）の要部斜視図である。
【図１０】従来の高速鉄道車両の構体構造（シングルスキン構造）の要部斜視図である。
【図１１】図９に示す構造の詳細図である。
【図１２】図１０に示す構造の詳細図である。
【図１３】従来のシングルスキン形材を用いた場合の構造の説明図である。
【図１４】従来のシングルスキン形材を用いた場合の別の構造の説明図である。
【図１５】従来のダブルスキン構造の中空形材を用いた場合の、構体同士の接合部分の説明図である。
【図１６】従来のダブルスキン構造の中空形材を用いた場合の、他の構体同士の接合部分の説明図である。
【図１７】従来の構造の、フレームと外板パネル（シングルスキン構造）との接合部分の他の実施の形態を示す図である。
【図１８】内装板の占める重量割合と共鳴透過数周波数との関係を示す図である。
【符号の説明】
１外板パネル
１ａ面板部（外板）
１ｂ面板部（内板）
１ｃウエブ
１ｄ中空部
２内装板
３フレーム
３ｃ内側取付フランジ部
１１回転工具
１２ブラインドリベット[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a body structure of a high-speed railway vehicle such as a bullet train.
[0002]
[Prior art]
Generally, in a high-speed railway vehicle, it is desired to reduce the weight of the vehicle body in terms of speeding up.
[0003]
On the other hand, in order to solve the noise problem, it is necessary to ensure sound insulation. It is known that the sound insulation can be ensured by the following configuration.
(I) The thickness of the air layer (the air layer between the outer panel and the inner panel) is increased.
(Ii) Increase the surface density (mass per unit area) of the interior board.
(Iii) Increase the surface density of the outer plate.
[0004]
Therefore, from the viewpoints of the above (i) to (iii), in order to achieve both high speed and noise reduction, for example, if the surface density of the interior board is increased, the weight of the vehicle body is not changed. The other parts must be lightweight by the minute. In order to increase the sound insulation, it is only necessary to increase the air space, so it is advantageous to reduce the thickness of the outer plate.
[0005]
By the way, as the outer plate of the conventional vehicle body structure, in addition to the one using an extremely expensive honeycomb structure, as an outer plate which is advantageous in terms of cost, for example, as shown in FIG. A so-called double skin structure is known (for example, see Patent Document 1).
[0006]
Further, as shown in FIG. 10, for example, a so-called single-skin structure outer panel using a single-skin profile 101 (large profile with a T-shaped rib) is also known.
[0007]
[Patent Document 1]
JP-A-10-86820 (paragraph number 0008, see FIG. 1)
[0008]
[Problems to be solved by the invention]
When an outer panel having a truss-type double skin structure is used, the surface density is large, but as shown in FIG. 11, since the total thickness t1 of the hollow profile 100 is about 50 mm, the thickness t2 of the air layer is large. (Distance to the interior board 102) can be secured only about 50 mm, which is disadvantageous in terms of sound insulation. It is also disadvantageous in terms of weight reduction. That is, the rigidity ratio in the vertical and horizontal directions cannot be optimized, and there is much waste, and there is a limit in the dimensional accuracy of the hollow profile (double skin structure). That is, the thickness t3 of the face plate portions 100a and 100b of the hollow profile member 100 can be reduced to only about 2 mm to 1.8 mm, and the thickness t4 of the web 100c can be reduced to about 1.5 mm. Although it is not necessary, it cannot be thinned. This is because the cross section of the truss-shaped section is vertically asymmetrical, so the flow becomes unstable during extrusion molding, the core shakes, and the sheet thickness varies, so allow for extra margin. This is because molding is necessary.
[0009]
On the other hand, in the case of the single-skin structure, as shown in FIGS. 12 and 13, the ribs 101 a and 101 a ′ of the outer panel panel 101 have no effect on the sound insulation (sound insulation performance), and the surface of the portion where the sound insulation is effective. Since the density cannot be made large for the weight, it is disadvantageous in terms of sound insulation, but the thickness of the air layer can be made large.
[0010]
The inventor of the present invention focused on the fact that the harmonica-shaped cross-section hollow profile has a symmetrical cross section in the top, bottom, left, and right directions, has a small core runout during molding, and has excellent extrudability. If it is made of hollow material and connected to the interior panel via the frame, the dimensional accuracy of the outer panel can be improved, the weight can be reduced for high speed, and the sound insulation can be secured by increasing the air space Inspired by what can be done, the present invention has been developed.
[0011]
SUMMARY OF THE INVENTION It is an object of the present invention to provide a vehicle body structure of a high-speed railway vehicle that achieves both reduction of the weight of an outer plate for speeding up and noise reduction by securing an air space.
[0012]
In addition, if a hollow panel material with a harmonica type cross section is used as the outer panel, the weight of the structure including the outer panel can be reduced, and the reduced amount can be applied to the mass of the interior panel to increase the surface density of the interior panel. Therefore, it is considered that the sound insulation can be improved. Then, the inventor examined the relationship between the weight ratio occupied by the interior plate and the resonance transmission number frequency under the condition that the surface density of the interior plate and the structure was 20 kg / m ² and the air layer was 100 mm. The results shown were obtained. From this, the inventor has also found that if the weight ratio of the interior board to the weight of the interior body and the interior board is within a certain range, a body structure excellent in sound insulation can be obtained.
[0013]
An object of the present invention is to provide a vehicle body structure of a high-speed railway vehicle having excellent sound insulation by setting the weight ratio of the interior board to the weight of the structure and the interior board within a certain range.
[0014]
[Means for Solving the Problems]
The invention according to claim 1 is a vehicle body structure of a high-speed railway vehicle in which an exterior panel facing the outside and an interior panel facing the interior of the vehicle are coupled via a frame, wherein the exterior panel has two face plates. It is a harmonica-shaped cross-section hollow member joined by a web extending orthogonally in the longitudinal direction of the vehicle body, and the frame extends in a direction orthogonal to the web. Here, the harmonica-type hollow hollow section means a hollow section which is surrounded by two face plates and a web and has a rectangular cross section extending in the longitudinal direction of the vehicle body, and the web functions as a stringer. It demonstrates. Here, the vehicle body of a high-speed rail vehicle means that a pressure acts because of its airtight structure, and for example, a Shinkansen vehicle body that is a kind of "pressure vessel".
[0015]
With this configuration, since the outer panel is made of a harmonica-shaped hollow section, the surface density is efficiently secured in comparison with the weight by having face plates on the outside and the inside, similarly to the double skin structure. Therefore, the sound insulation performance per weight can be improved. Holmonica-type hollow cross-section material has a core that does not touch during extrusion, improves extrudability, and has excellent dimensional accuracy. Can be achieved. Furthermore, although the harmonica type hollow material has little shear rigidity in the direction perpendicular to the web, the insufficient shear rigidity is compensated for by the frame extending in the direction perpendicular to the web, so that the total thickness of the outer panel is To increase the air space and enhance the sound insulation. Thus, the sound insulation and the lightness can be balanced.
[0016]
Therefore, by using a harmonica-type hollow member for the outer panel and using the frame in combination, the strength and rigidity required for the body of the high-speed railway vehicle can be secured, and both sound insulation performance and weight reduction can be achieved.
[0017]
In this case, as described in claim 2, the frame has a mounting flange portion extending in a direction orthogonal to the web, and the mounting flange portion is inside the harmonica-type hollow cross-section member (on the vehicle interior side). ) Can be configured to be spot friction stir welded (spot FSW) at each web portion on the face plate portion.
[0018]
Further, in the second aspect, spot friction stir welding is performed, but instead, as described in the third aspect, the mounting flange portion is provided on each of the inner face plate portions of the harmonica-type hollow cross-section material by each web. May be made by plug welding (Mig spot welding) at the portion, or as described in claim 4, the mounting flange portion is formed on the face plate portion inside the harmonica-type hollow cross-section material of each web. Riveting may be performed at a portion that does not exist.
[0019]
In this way, the frame can be intermittently joined (by spot FSW, plug welding or rivet connection) to the face plate side inside the harmonica-shaped hollow section material (outer panel), improving workability. I do.
[0020]
As described in claim 5, the frame has a mounting portion extending in the longitudinal direction of the frame, and the mounting portion is continuously MIG-welded to a face plate portion inside the hollow shape member having a harmonica-type cross section. It may be configured.
[0021]
By doing so, MIG welding can be continuously performed on the inner face plate portion, so that the joint efficiency is improved.
[0022]
Further, as set forth in claim 6, the outer panel is formed by connecting a plurality of plate elements extending in the vehicle longitudinal direction, and the connected portion is formed of a harmonica-type hollow cross-section member constituting each plate element. It is also possible to adopt a configuration in which the coupling plate portion formed at the end portion and having a greater thickness than the face plate portion is subjected to friction stir welding or MIG welding.
[0023]
In this case, since the frame is provided, it is not always necessary to join the respective face plate portions, and since the joining can be performed from one direction, the workability is improved.
[0024]
As described in claim 7, in a body structure of a high-speed railway vehicle having a structure including an outer panel facing the outside, and an interior panel facing a vehicle interior coupled via a frame that is a part of the structure, The weight ratio of the interior plate occupies a range of 15% to 50% of the total weight which is the sum of the weight of the structure and the weight of the interior plate. The weight ratio of the interior plate to the total weight preferably occupies a range of 20 to 50% (more preferably, a range of 30 to 50%) based on FIG.
[0025]
In such a case, as set forth in claim 8, the outer panel is a harmonica-type hollow hollow section in which two face plate portions are connected to each other by a web extending perpendicularly to them and extending in the longitudinal direction of the vehicle body. The frame may be configured to extend in a direction orthogonal to the web.
[0026]
In those cases, it is desirable that the thickness of the air layer formed between the outer panel and the inner panel be 80 to 100 mm.
[0027]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the drawings.
[0028]
FIG. 1 is a perspective view showing a cross section of a main part of a vehicle body structure of a high-speed railway vehicle according to an embodiment of the present invention.
[0029]
As shown in FIG. 1, the vehicle body structure of a high-speed railway vehicle is configured such that an outer panel panel 1 facing the outside and an interior panel 2 facing the passenger compartment are connected via a frame 3.
[0030]
The outer panel 1 is a harmonica-type hollow cross section in which two face plates 1a and 1b are connected to each other by a web 1c which is orthogonal to the web and extends in parallel with the longitudinal direction of the vehicle body. The frame 3 is attached to the web 1c. It extends in a direction orthogonal to the direction. The harmonica-type hollow hollow section member is arranged such that a hollow portion 1d having a rectangular cross section symmetrical in the vertical and horizontal directions extends in the longitudinal direction of the vehicle body. The cross-sectional shape of the hollow portion 1d is different from the double-skin structure of the truss-shaped cross-section, and is a rectangular shape having a shorter length in the thickness direction and a longer length in the width direction. Less deflection of the child and excellent extrudability. For example, the face plate portions 1a and 1b are formed with 1.3 to 1.5 mm, the web 1c is formed with 0.9 to 1.0 mm, and the total thickness W1 (plate thickness) of the outer panel 1 is reduced to about 15 mm. Since it is possible (see FIG. 2), a large thickness W2 of the air layer can be ensured as in the case of the single skin structure. In addition, since it has two face plate portions 1a and 1b, as in the case of the double-skin structure having a truss-shaped cross-section, the ratio of the portion that is effective for sound insulation among the cross-sectional components is large, and the surface density is more efficient than the weight. This is advantageous in terms of improving sound insulation efficiency.
[0031]
In addition, if the body structure is the same, the outer panel should be as light as possible (compared to the conventional structure), while the interior panel 2 should be heavy and soft to secure the air space and reduce the number of frames. Has been confirmed to be excellent as a sound insulation structure. From this point, as described above, the thickness of the face plate portion and the web of the outer panel panel 1 and the total thickness of the outer panel panel 1 can be reduced because of the sound insulation efficiency. It can be said that it is advantageous for improvement of
[0032]
The frame 3 extends in a direction orthogonal to the web 1c, and has a vertical plate 3a orthogonal to the inner (inside the vehicle compartment) face plate 1b, and an inner end connected to the outer end of the vertical plate 3a. An outer mounting flange portion 3b extending along the face plate portion 1b and an inner mounting flange portion 3c connected to the inner end of the vertical plate portion 3a and joined to the interior plate 2 are provided. The distal end edge of the inner mounting flange 3c is further connected to an extension 3d extending in parallel with the vertical plate 3a.
[0033]
The cross-sectional shape of the frame 3 is the most rational in consideration of the balance between weight and strength, but is not limited thereto, and may be a hat shape. As shown in FIG. 2, the frame 3 ″ is formed by symmetrically arranging the frames 3 and connecting the flange portions 3 c, so that there is no essential difference in the method of joining the outer panel 1 and the method of attaching the interior panel 2. .
[0034]
As shown in FIG. 2, the outer mounting flange portion 3b is spot friction stir welded by the rotary tool 11 to the inner surface plate portion 1b of the outer panel panel 1 (harmonic hollow section) at each web 1c. Have been. That is, they are intermittently joined at regular intervals (intervals at which the webs 1c are provided) (see joining points P).
[0035]
Here, in the case of the harmonica-shaped hollow section material, since the section is symmetrical in the vertical and horizontal directions, the extrudability is good and the arrangement pitch of the webs 1c can be reduced. For example, in the case of a single-skin profile, as shown in FIG. 13, the arrangement pitch of the web is about L1 = 100 mm. In the case of a harmonica-type hollow cross-section, as shown in FIG. The arrangement pitch can be about L2 = 50 mm. Therefore, the thickness of the face plate portion can be reduced by an amount corresponding to the reduced web pitch, which is advantageous for weight reduction.
[0036]
That is, in the case of the conventional single-skin structure, as shown in FIG. 13, when the frame 104 having a hat-shaped cross section is spot FSW to the flange 101 b connected to the web 101 a of the single-skin profile 101, the MIG welding becomes It is necessary to reduce the pitch L1 of the web 101a because the joint efficiency is not good. In addition, it is difficult to reduce the thickness of the web as the pitch of the web is reduced, which unnecessarily causes an increase in weight. Further, in the structure in which the frame 104 is bonded to the T-rib of the profile 101 as shown in FIG. 13, when the frame 104 is bent out of plane, the face plate of the profile 101 is not directly bonded to the frame. This does not follow the deformation of the frame, and the face plate does not function as a strength member. In other words, the thickness of the frame must be increased accordingly, which is disadvantageous in weight. When avoiding this, or when applying a resistance spot as a joining method, as shown in FIG. 14, since the face plate portion 201a of the single-skin profile 201 and the frame 202 must be directly joined, It is necessary to provide a cutout 202a for escaping the stringer portion (web 201b) in the frame 202, which causes an increase in cost.
[0037]
As shown in FIG. 4, the outer panel 1 is formed by joining a plurality of sections 1A and 1B (joining lines extend in the longitudinal direction of the vehicle body). At the end of 1B (Harmonica-type hollow section material), coupling plate portions 1Ad and 1Bd which are thicker than face plate portions 1Aa, 1Ab, 1Ba and 1Bb and webs 1Ac and 1Bc are formed and abutted. And friction stir welding (or MIG welding). The plate elements 1A and 1B (outer panel 1) are provided with a frame 3 at an important point, and necessarily join the face plate portions 1Aa and 1Ba and the face plate portions 1Ab and 1Bb like a double skin structure. It is not necessary to do it.
[0038]
That is, in the case of the conventional truss type double skin structure, as shown in FIG. 15, the outer and inner face plate portions 100a and 100a 'and the face plate portions 100b and 100b' must be joined (MIG welding or friction stir welding). Must. That is, since it is necessary to join from both the outer and inner sides, there are two joining portions S1 and S2, and after joining one side of two assembled members 100 and 100 ', the other side is joined. It was necessary to turn it over, and the joining work was troublesome. Further, as shown in FIG. 16, similarly to the case of the hollow shape member having the harmonica-type cross section, it is possible to adopt a structure in which only the joining is performed from one side. Since it is necessary to provide 105 and join them, the number of the joining lines is two, and the joining portions S3 to S5 are three in total, and the number of the joining lines is one more than that shown in FIG. (For example, refer to Japanese Patent Application Laid-Open No. 09-221024).
[0039]
In addition to the above, the vehicle body structure of the high-speed railway vehicle according to the present invention can be configured as follows.
[0040]
The joining between the frame and the face plate inside the outer panel does not necessarily have to be performed by the spot FSW, but may be replaced by plug welding or rivet connection. In addition to such intermittent joining, continuous joining by MIG welding is also possible. In this case, as shown in FIG. 5, the frame 3 ′ has a U-shaped cross section and has a mounting portion 3 a ′ extending in the longitudinal direction of the frame, and the mounting portion 3 a ′ is attached to the outer panel 1 (harmonic type cross section). It is continuously MIG-welded to the inner face plate portion 1b of the hollow member (see the joining portion (welding portion) S ').
[0041]
In this manner, continuous MIG welding can be performed, so that the joint efficiency is improved, and the thickness t11 of the face plate portions 1a and 1b is 1.3 to 1.5 mm, and the thickness t12 of the web 1c is 0.9 to 1.0 mm. The pitch L2 can be as small as about 50 mm, and the thickness t13 of the frame 3 ′ (side pillar (talky) width 170 mm × height 85 to 112 mm) can be as thin as 2 to 3 mm. The total thickness W1 of the outer panel 1 is 15 mm. 3e is a lightweight hole.
[0042]
That is, in the case of the conventional single-skin structure, in the MIG welding, as shown in FIG. 17, the welding toe portion has poor welding quality, and the welding bead S is intermittent and short, so that the reliability of joining is small. And the joint efficiency is not good. Therefore, the plate thickness t21 of the T-rib flange portion needs to be 2 mm, and the plate thickness t23 of the frame 102 'to be joined therewith needs to be 2 mm or more. In addition, when the frame undergoes bending deformation, the face plate portion of the profile 101 does not contribute as a strength member, so the thickness t23 of the frame 102 'must be further increased to 4 mm.
[0043]
Next, a description will be given of an experimental result on sound insulation by the weight ratio of the interior board to the weight of the structure and the interior board. Experiments were performed on cases 1 to 3 shown in Table 1.
[0044]
[Table 1]

The test results are as shown in FIG. That is, it is understood that the higher the weight ratio (weight ratio) of the interior board, the greater the sound transmission loss and the higher the sound insulation.
[0045]
Therefore, from the results of FIGS. 6 and 18, the weight ratio of the interior board is 15 to 50% from the viewpoint of sound insulation, based on the total weight that is the sum of the weight of the assembly and the weight of the interior board. It is desirably in the range (preferably in the range of 20 to 50%, more preferably in the range of 30 to 50%).
As described above, this can be realized without difficulty if the outer panel is made of a harmonica-shaped hollow section.
[0046]
In this case, the thickness of the air layer formed between the outer panel and the inner panel is preferably 80 to 100 mm.
[0047]
In the above-described embodiment, the mounting flange portion 3a of the frame 3 is spot friction stir welded to the inner face plate portion 1b of the harmonica-shaped hollow section 1 at each web 1c, as shown in FIG. In addition, the mounting flange portion 3a may be plug-welded to the face plate portion 1b on the inner side of the harmonica-shaped hollow section material at the portion of each web 1c (see welding point P '), or as shown in FIG. It is also possible to use a configuration in which the mounting flange portion 3a is joined to the inside face plate portion 1b of the harmonica-type hollow hollow member by a blind rivet 12 at a portion where each web 1c is not provided.
[0048]
【The invention's effect】
Since the present invention is implemented as described above and the outer panel panel is made of a harmonica-type hollow section material, similar to the double-skin structure of the truss-type section, it has sound insulation by having face plates on the outside and inside. In addition to being able to efficiently secure the area density of the part that is effective as well as having a frame to compensate for the shear rigidity that is insufficient with the outer panel alone, reducing the total thickness of the outer panel The air space can be increased, and the sound insulation performance can be further improved. Also, as described above, the harmonica-type hollow hollow section having a symmetrical cross section vertically and horizontally improves the extrudability and improves the dimensional accuracy without causing the core to touch. The thickness can be reduced to reduce the weight. In this way, sound insulation, light weight, and cost maintenance can be balanced.
[0049]
Therefore, by adopting the harmonica-type hollow cross-section material for the outer panel, rigidity required for the vehicle body can be secured, and both sound insulation performance and weight reduction can be achieved.
[0050]
Furthermore, by adding the weight of the outer panel to the interior panel to increase the surface density of the interior panel, and changing the ratio of the surface density between the structure and the interior panel, the sound insulation performance can be further improved. it can.
[Brief description of the drawings]
FIG. 1 is a cross-sectional view showing a main part of a vehicle body structure of a high-speed railway vehicle according to an embodiment of the present invention.
FIG. 2 is an explanatory view of a method of joining an outer panel and a frame in the vehicle body structure.
FIG. 3 is an explanatory view of a joint portion of a vehicle body structure of a high-speed railway vehicle according to an embodiment of the present invention.
FIG. 4 is an explanatory view of a joint portion between structures in a vehicle body structure of a high-speed railway vehicle according to an embodiment of the present invention.
FIG. 5 is a view showing another embodiment of the joint portion between the frame and the outer panel of the vehicle body structure of the high-speed railway vehicle according to the embodiment of the present invention.
FIG. 6 is an explanatory diagram of test results.
FIG. 7 is a diagram similar to FIG. 3 for another embodiment.
FIG. 8 is a view similar to FIG. 3 for another embodiment.
FIG. 9 is a perspective view of a main part of a body structure (double skin structure) of a conventional high-speed railway vehicle.
FIG. 10 is a perspective view of a main part of a structure structure (single skin structure) of a conventional high-speed railway vehicle.
FIG. 11 is a detailed view of the structure shown in FIG. 9;
FIG. 12 is a detailed view of the structure shown in FIG. 10;
FIG. 13 is an explanatory diagram of a structure when a conventional single-skin profile is used.
FIG. 14 is an explanatory view of another structure when a conventional single-skin profile is used.
FIG. 15 is an explanatory view of a joint portion between structures when a conventional double-skin hollow member is used.
FIG. 16 is an explanatory view of a joint portion between other structures in the case of using a conventional double-skin hollow member.
FIG. 17 is a view showing another embodiment of a joint portion between a frame and an outer panel (single skin structure) having a conventional structure.
FIG. 18 is a diagram illustrating a relationship between a weight ratio occupied by an interior plate and a resonance transmission frequency.
[Explanation of symbols]
1 outer panel 1a face panel (outer panel)
1b Face plate (inner plate)

1c Web

1d Hollow portion 2 Interior plate 3 Frame 3c Inner mounting flange portion 11 Rotary tool 12 Blind rivet

Claims

In a vehicle body structure of a high-speed railway vehicle in which an outer panel facing the outside and an interior panel facing the passenger compartment are coupled via a frame,
The outer panel is a harmonica-shaped cross-section hollow member in which two face plate portions are connected to each other by a web extending in a vehicle body longitudinal direction orthogonal to the two, and the frame extends in a direction orthogonal to the web. The body structure of a high-speed rail car characterized by the following.

The frame has a mounting flange portion extending in a direction perpendicular to the web,
The vehicle body structure of a high-speed rail vehicle according to claim 1, wherein the mounting flange portion is spot friction stir welded to a face plate portion inside the harmonica-shaped hollow section at each web portion.

The frame has a mounting flange portion extending in a direction perpendicular to the web,
The body structure of a high-speed railway vehicle according to claim 1, wherein the mounting flange portion is plug-welded at a portion of each web to a face plate portion inside the harmonica-type hollow hollow member.

The frame has a mounting flange portion extending in a direction perpendicular to the web,
The body structure of a high-speed rail vehicle according to claim 1, wherein the mounting flange portion is riveted to a face plate portion inside the harmonica-type hollow hollow member at a portion where each web is not provided.

The frame has a mounting portion extending in a frame longitudinal direction,
The body structure of a high-speed rail vehicle according to claim 1, wherein the mounting portion is continuously MIG-welded to a face plate portion inside the harmonica-type hollow hollow section member.

The outer panel is formed by combining a plurality of plate elements extending in the vehicle longitudinal direction,
The joint portion is formed at an end of a hollow cross section of a harmonica-type hollow member constituting each plate element, and a joint plate portion thicker than a face plate portion is subjected to friction stir welding or MIG welding. The body structure of the high-speed railway vehicle according to any one of the above.

In a body structure of a high-speed railway vehicle having a structure including an outer panel facing the outside and an interior panel facing a vehicle interior coupled via a frame that is a part of the structure,
The body structure of a high-speed railway vehicle, wherein a weight ratio of the interior plate occupies a range of 15 to 50% with respect to a total weight which is a sum of a weight of the structure and a weight of the interior plate.

In a body structure of a high-speed railway vehicle having a structure including an outer panel facing the outside and an interior panel facing a vehicle interior coupled via a frame that is a part of the structure,
The outer panel is a harmonica-type hollow cross section in which two face plate portions are connected to each other by a web extending in the vehicle body longitudinal direction orthogonal to the two, and the frame extends in a direction orthogonal to the web,
The body structure of a high-speed railway vehicle, wherein a weight ratio of the interior plate occupies a range of 15 to 50% with respect to a total weight which is a sum of a weight of the structure and a weight of the interior plate.

The body structure of a high-speed rail vehicle according to claim 7 or 8, wherein a thickness of an air layer formed between the outer panel and the interior panel is 80 to 100 mm.