JPH01145259A - Body structure of railway rolling stock - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

[Detailed description of the invention] (Industrial application field) The present invention relates to the structure of a railway vehicle.

(Prior Art) As railway vehicles increase in speed, they are required to be lightweight and airtight to withstand changes in wind pressure when trains pass each other or when passing through tunnels.

In order to meet these requirements, a railway vehicle has been proposed in which all of the main structural members are made of extruded aluminum.

(Problem to be solved by the invention) However, in vehicles using aluminum structural members, in order to obtain the necessary strength, a large amount of thick material is required in the underframe, which is subject to a large load. However, there were problems in that it was expensive and rather heavy.

SUMMARY OF THE INVENTION In view of the above conventional problems, it is an object of the present invention to provide a railway vehicle structure in which the underframe is lightweight and has the necessary strength, and in which airtightness can be easily ensured.

(Means for Solving the Problems) In order to achieve the above object, the present invention provides a railway vehicle structure comprising an underframe, a side structure along the longitudinal direction of the underframe, gable structures at both ends in the longitudinal direction, and a roof structure. The underframe has a frame including a side beam serving as a connecting member with the side structure and an end beam serving as a connecting member with the end structure, and the side beams on both sides and the floor surface arranged between these side beams are provided. The constituent underframe constituent members are a shelf portion protruding from the side beam to the lower surface of the underframe constituent member, a wedge member interposed between the side beam and the upper surface of the underframe constituent member, and a side of the wedge member. It is characterized by being connected and fixed to the beam using bolts.

(Function) Since the present invention has the above configuration, the side beam and the underframe constituent member are connected to each other by bolting the wedge member with the underframe constituent member being sandwiched between the shelf portion and the wedge member. The load and moment acting on the underframe components are transmitted to the side beams via the shelf and wedge members, and no load is applied directly to the bolts, so they can be connected and fixed with sufficient strength just by simple bolt tightening work. . Furthermore, since the wedge member is interposed, airtightness at the joint can be easily ensured. moreover,
Since the side beams and the underframe components are fastened together, it is possible to select materials that cannot be welded together, such as aluminum alloy extrusions for the side beams and stainless steel plates for the underframe components. As a result, it is possible to reduce the weight and cost of a structure having sufficient strength.

(Example) Hereinafter, an example of the present invention will be described with reference to FIGS. 1 to 8.

This example shows the case of a lightweight airtight vehicle suitable for a super high-speed train of about 300 km/h, for example.
The underframe is made of extruded aluminum alloy except for the underframe, which is not subject to large loads; By making use of the characteristics of each material,
We aim to reduce weight and cost while ensuring sufficient strength.

As shown in FIGS. 4 and 5, side structures 2 are welded to both sides along the longitudinal direction of the underframe 1, and end structures 3 are welded to both ends of the underframe 1 in the longitudinal direction, and these side structures 2 and A roof structure 4 is welded to the upper ends of the four peripheral walls formed by the end structure 3 to form a structure 5 of the railway vehicle.

The side structures 2, the end structures 3, and the roof structures 4 are mainly composed of solid extruded aluminum alloy materials made of relatively thin plates with a relatively complex cross-sectional shape of the vehicle body, and some parts require torsional rigidity. is made of extruded material with a hollow cross-section.

As shown in FIG. 6, the underframe 1 has left and right side beams 11 that also function as joint members with the side structures 2, and an end structure 3.
end beams 12 at both front and rear ends that also function as joint members with the
Pillow 13 arranged at the boundary between the car end and the center of the underframe 5
A frame 10 is provided which is integrally welded. Each of the beams constituting the framework 10 is made of extruded aluminum alloy, which is the same material as the side structures 2 and end structures 3, and can be joined by welding. Mana, each beam 11
~13, in order to obtain more inhuman cross-sectional performance,
As shown in FIGS. 1, 4, 5, and 8, it is made of an extruded material with a hollow cross section.

As shown in FIG. 8, the pillow beam 13 is constructed by aligning a pair of extruded members having the same cross-sectional shape and joining them by welding.

As shown in FIG. 7, the car end of the underframe 1 is made of high-tensile steel, which can advantageously cope with the load that concentrates on the car end compressive load and whose cross-sectional shape changes in the longitudinal direction of the member. Ifft end frame member 14 is constructed of.

The central portion of the underframe 1 is constructed by arranging a large number of underframe constituent members 15, each of which has both ends in contact with the side beams 11, in parallel in the longitudinal direction of the side beams 11.

Each underframe component member 15 receives a load due to the pressure difference between the inside and outside caused by the airtight structure of the car body, a floor load, a load of equipment placed below the floor surface, and a relatively similar longitudinal compressive load, and has corrosion resistance and fire resistance. Since it is required to have excellent properties, it is constructed from stainless steel plate.

As shown in FIG. 4, a large number of reinforcing beads 21 are formed at appropriate pitches along the longitudinal direction of the side beams on the upper surface of the underframe component 15 that constitutes the floor surface of the underframe 1. As shown in FIG. 3, adjacent sides of the member 15 include a web 22 extending downwardly, a 7 flange 23 extending inwardly from its lower end, and a flange 23 extending upwardly from its tip. The reinforcing pieces 24 taken out are arranged in a row. When the underframe constituent members 15 are joined to each other, the web 22, the seven runs 23 and the reinforcing piece 2 are joined to each other.
4 constitutes a cross beam 25 that connects the side beams 11 and 11. The width of the underframe component 15, that is, the width in the longitudinal direction of the side beams 11 is set to, for example, about 8001III, and the cross beams 25 are arranged at that pitch.

Further, as shown in FIGS. 1 to 3, at both ends of the underframe component 15, a stainless steel plate is bent inward to have a trapezoidal cross-section and an inclined engagement surface 27 on the inner side surface. Side end joint beams 26 are formed. Incidentally, the side end joining beam 26 has a portion facing the cross beam 25 cut away.

Next, the connection structure between the side beam 11 and the underframe component member 15 will be explained based on FIGS. 1 to 3.

A shelf 31 is formed at the lower end of the side frame 11 to protrude toward the inside of the underframe 1 on which both ends of the car end underframe member 14 and the underframe component member 15 are placed and supported.

In addition, the side frame 1 is formed with an inclined opposing surface 32 that faces the floor surface diagonally from the outside at a position above the floor surface formed by the upper surface of the underframe component member 15, and the outer end thereof. An inclined receiving surface 33 is formed diagonally downward and inward from the underframe component 15 with an appropriate interval between it and the end surface of the underframe component 15, and further extends from the lower end position of the side end joint beam 26 of the underframe component 15. The receiver has a protrusion 34 protruding toward the lower position, and the side end joining beam 2 extends obliquely upward from the inner end thereof.
An inclined receiver 1'1S35 that engages with the inclined engagement surface 27 of No. 6 is formed in a protruding manner. In the receiver protrusion 34, a portion of the cross beam 25 constituted by the underframe constituent member 15 is cut off.

Vertically restricting wedge members 41 are inserted between the inclined facing surface 32 of the side beam 11 and the upper surface of the underframe component 15 so as to be pushed in, and the wedge members 41 are spaced at appropriate intervals in the longitudinal direction. It is fastened and fixed to the side beam 11 by arranged bolts 42 and nuts. In addition, the inclined receiving surface 33
A horizontal regulating wedge V member 43 is inserted so as to be pushed in between and the end face of the underframe component 15, and is fastened and fixed to the side beam 11 with bolts 44 and nuts arranged at appropriate intervals in the longitudinal direction. There is. Reference numerals 45 and 46 indicate heads of bolts 41 and 42 or rotation prevention pieces for nuts, and reference numerals 47 and 48 indicate work holes for fastening work.

The above-described joining structure between the side beam 11 and the underframe component member 15 is also applied to the joint between the side beam 11 and the car end underframe member 14, and furthermore, the joint configuration between the side beam 11 and the car end underframe member 14 is also applied to the joint between the side beam 11 and the car end underframe member 14. The same applies to the section.

Further, as shown in FIGS. 7 and 8, the joint portion between the pillow support 13 and the underframe component 15 is located between the waist plate 51 of the pillow support 13 and the web of the underframe component 15, which face each other in the longitudinal direction of the vehicle body. 22 and is fastened to a bolt 53 with a nut via a spacer 52. In addition, the pillow 13 and the car end underframe member 14 are arranged such that bolts 56 and nuts are inserted through spacers 55 between the waist plate 53 of the pillow support 13 and the waist plate 54 of the car end underframe member 14, which face each other in the longitudinal direction of the vehicle body. At the same time, the car end underframe member 14
A lower abutment plate 57 for receiving the lower surface of the pillow beam 13 extends from the lower abutment plate 57, and the lower abutment plate 57 and the lower wall of the pillow beam 13 are joined by fastening with bolts 58 and nuts.

Incidentally, working holes 59 for fastening bolts 56 and 58 are formed on the upper surface of the pillow support 13, and after fastening, they are airtightly sealed with a cover plate.

Note that the joint boundaries between the side beams 11, end beams 12, pillow supports 13, vertically regulating wedge members, underframe constituent members 15, and car end underframe members 14 are all hermetically sealed.

In the above structure of the underframe 1, the vertical load from the underframe constituent members 15 is supported by the shelf portion 31 of the side beam 11, and the bending moment is supported by the shelf portion 31 and the vertical regulating wedge member 41. At this time, no tensile force or shearing force other than the tightening force is directly applied to the bolt 42 fastening the wedge member 41. In addition, when a load is applied from the side structure 2 to the side beam 11 in the vehicle width direction due to the airtight structure of the vehicle, the side beam 11
Since the side end joint beam 26 of the underframe component 15 is sandwiched between the inclined receiving surface 33 and the inclined receiving part 35 via the lateral regulating wedge member 43, the load is transferred via the underframe component 15. It is transmitted to and supported by the entire underframe 1.

The above load supporting action is the same at the joint between the car end underframe member 14 and the side beam 11 and between the car end underframe member 14 and the end beam 12.

Further, the compressive load due to the car end load and bogie reaction force acting on the car end underframe member 14 is transmitted to the pillow beam 13 via the lower support plate 57, and the pillow beam 13 is welded to the side beam 11. Therefore, it is reliably transmitted to the side beam 11. Therefore, this pillow beam 13
In addition to the relatively small coupler tensile force, tensile force and shearing force act on the bolts 53, 56, and 58 at the joints between the overlapping end members 14 and I11 and the joints between the support beams 13 and the underframe constituent members 15. Never.

Next, to explain the method of assembling the structure 5, the side beams 11, end beams 12, and pillow beams 13 are welded together to form the framework 10 of the underframe 1, and the side structures 2, which are separately assembled on this framework 10, The end structure 3 and the roof structure 4 are assembled using a conventional structure assembly jig. Next, the car end underframe member 1 is assembled.
4 and the underframe component 15 are fitted from below into the framework 10, and the bolts are fastened and airtight seals are prepared. After that, the wedge members 41 and 43 are fastened and fixed.
The underframe 1 is completed by tightening the front and rear bolts 53, 56, and 58 of the support beam 13, and the assembly of the body structure 5 is completed.

According to the configuration of the above embodiment, the structure 5 can be assembled using a conventional construction method, and highly reliable assembly is possible. In addition, since the lower surface of the center of the underframe 1 is made up of a large number of underframe constituent members 15 made of stainless steel plates, mass production of the underframe constituent members 15 is possible, which is effective in reducing costs. Since there is no need to install it as a separate member, the amount of Z M can be significantly reduced, and there is no need to install floor steel plates or fireproof plates (reducing the number of parts. Also, the space under the floor becomes larger, making it easier to install equipment, etc.) It is also easy to provide sound insulation and heat insulation properties.In addition, the area where heavy equipment is placed can be easily reinforced by adding a bottom plate or a wainscot.Also, side beams 11 are placed on both sides of the underframe 1. Because of this, it is easy to avoid thermal bridges on the sides (and good heat insulation effects can be obtained).

In the above embodiment, the lateral regulating wedge member 43 is arranged at the joint between the side beam 11 and the underframe component 15, and at the joint between the side beam 11 and the car end underframe member 14. Although we have shown an example in which the joints of the members have the same structure, the side structure 2 and the end structure 3
The load in the internal and external directions acting on the side beam 1 between the pillow beams 13 and 13
1 and the side structure 2, or the stiffness of the end beam 12 and the end structure 3, as shown in FIG. Only the vertical regulating wedge member 61 may be arranged between the beam 11, the underframe component member 15, and the first car end frame member 14 (not shown).

(Effects of the Invention) According to the railway vehicle structure of the present invention, since the side beams and the underframe constituent members are joined and fixed by bolts via the wedge members as described above, materials that cannot be welded together, such as It is now possible to select an extruded aluminum alloy material for the side beams, a stainless steel plate, etc. for the underframe constituent material, and it is possible to select any material to achieve weight reduction and cost reduction. Also,
By clamping the side beam and the underframe component between the shelf and the wedge member, and connecting the wedge members with bolts, the load and moment acting on the underframe component are transferred to the shelf and the wedge. The load is transmitted to the side beams through the members, so no direct load is applied to the bolts, and a simple bolt tightening process is enough to secure the joint with sufficient strength, and the interposition of wedge members easily ensures the airtightness of the joints. It has great effects, such as being able to

[Brief explanation of the drawing]

Figures 1 to 8 show an embodiment of the present invention. Figure 1 is a vertical sectional view of the joint between the side beam and the underframe component in the cross-sectional direction, and Figure 2 is an exploded perspective view of the same. Figure 3 is a vertical cross-sectional view taken in both longitudinal directions of the same building, Figure 4 is a half-longitudinal cross-sectional view across the vehicle, Figure 5 is a longitudinal cross-sectional view of the end of the vehicle in the vehicle longitudinal direction, and Figure 6 is a longitudinal cross-sectional view taken in the longitudinal direction of the vehicle.
The figure is a plan view of the underframe, Figure f57 is a sectional view taken along the line A-A in Figure 6, Figure 8 is a partially detailed sectional view of Figure 7, and Figure 9 is an end beam and car end block of another embodiment. FIG. 3 is a vertical cross-sectional view of a joint portion with a frame member taken in the longitudinal direction of the vehicle. 1......Underframe 2...Side structure 3...Given structure 4...Roof structure 5. ...... Structure 10...
・・・・・・・・・Framework 11・・・・・・・・・・・・
・・・・Side beam 12・・・・・・・・・・・・・End beam 15・・・・・・・・・・・・・Underframe component 31
・・・・・・・・・・・・Shelf section 41.61...
...Vertical regulation wedge member 42...
····bolt. Agent Patent Attorney Masaru Ishihara Figure 4 1 - Frame 2 - 111 4I + 114c # - 4 ----, % Toyosakimoto 5 - Kamoto Figure 5 + t--s; 4

Claims (3)

[Claims] (1) In a railway vehicle structure consisting of an underframe, a side structure along its longitudinal direction, a gable structure at both longitudinal ends, and a roof structure,
The underframe has a frame including a side beam serving as a connecting member with the side structure and an end beam serving as a connecting member with the end structure, and the side beams on both sides and a floor surface arranged between these side beams. an underframe component that constitutes the underframe component; a shelf protruding from the side beam to the bottom surface of the underframe component; a wedge member interposed between the side beam and the top surface of the underframe component; A railway vehicle structure characterized by being connected and fixed to the side beams with bolts. (2) The structure of a railway vehicle according to claim 1, wherein the underframe constituent member has a floor surface and its reinforcing portion integrated. (3) The structure of a railway vehicle according to claim 2, wherein the underframe component is formed of a stainless steel plate.