Rail vehicles

Abstract

To provide a railway vehicle body structure that can be made lightweight and reduced in cost.SOLUTION: In a railway vehicle 10 which has side body structures 102 composed of outside plates 40 and frame bodies 15, the side body structure 102 has a side entrance frame 20 having a side entrance 105 that opens in the vehicle width direction and arranged in an outer periphery of the side entrance 105, and outside sheets 40 coupled with the side entrance frame 20, and in upper and lower parts of the side entrance frame 20, an extension part (an upper extension part 20a and a lower extension part 20b) is formed which extends in the vehicle length direction seen from the side entrance 105.SELECTED DRAWING: Figure 3

Description

[Technical field]

[0001] The present invention relates to a structure of a side structure that constitutes a part of a railway vehicle body structure, and more particularly to a technique for achieving weight reduction and cost reduction by improving the structure of the side structure. [Background technology]

[0002] Railway vehicle body structures are often manufactured using a modular structure (or block structure) in which the longitudinal direction (vehicle length direction) is divided into multiple modules. This is because the length of one railway vehicle is about 20m to 25m, and considering ease of manufacture and manufacturing costs, it is reasonable to divide it into modules and manufacture them simultaneously in parallel, and then assemble them at the end. For example, when manufacturing a side body structure, a part with a side entrance (side entrance frame portion) and a part with a side window (side window portion) are overlapped and joined at the pillar portion of the side entrance. A specific example is described in Patent Document 1.

[0003] Patent Document 1 discloses technology relating to a railway car body structure. The railway car body structure includes a plurality of modules formed by dividing at least one of the floor, side, and roof parts of the body structure into a plurality of parts in the vehicle length direction, and a long member extending in the vehicle length direction to which the plurality of modules are attached, and the long member has a groove portion extending along the vehicle length direction for fixing the plurality of modules. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] JP 2014-162336 A Summary of the Invention [Problem to be solved by the invention]

[0005] However, the technology described in Patent Document 1 tends to increase the number of parts at the joints of the modules. For example, in a structure where the side entrance frame and the side window parts are joined together, the side entrance frame is often layered on top of the outer plate and joined together. Here, there is a concern that the tensile stress in the vehicle length direction generated when the vehicle accelerates or decelerates will be concentrated at this joint, so reinforcement is added as a countermeasure. And in such a structure, since it is difficult to directly reinforce the side entrance frame, a vertical frame is added near the side entrance frame from the inside of the vehicle for reinforcement.

[0006] Furthermore, when a load (shear load) occurs that deforms the side entrance frame of the vehicle into an approximately parallelogram, stress is concentrated at the corners of the side entrance frame, so reinforcing members must be provided, but the structure must be such that they do not interfere with the vertical bones mentioned above. Since an increase in the number of parts near the side entrances leads to an increase in the weight and cost of the vehicle, there has been a demand for simplifying the structure of the side entrances. If the number of parts is reduced by simplifying the structure, it will also lead to a reduction in the weight of the vehicle body. Since the weight of the vehicle body affects both manufacturing costs and operating costs, reducing the weight of the vehicle body is an important issue.

[0007] Therefore, an object of the present invention is to provide a railway vehicle that can solve such problems and achieve weight reduction and cost reduction. [Means for solving the problem]

[0008] In order to achieve the above object, a railway vehicle according to one aspect of the present invention has the following features.

[0009] (1) In a railway vehicle having a side structure consisting of an outer plate and a frame, The side structure has a side entrance opening in a vehicle width direction, and includes a side entrance frame arranged on an outer periphery of the side entrance, and the outer plate joined to the side entrance frame, An extension portion is formed at the upper and lower parts of the side entrance frame, the extension portion being extended in the vehicle length direction from the side entrance; It is characterized by:

[0010] The above aspect (1) makes it possible to simplify the internal structure around the side entrance. This is for the following reasons. First, a structure is adopted in which the side entrance frame is overlapped and joined to the outer plate used in the side structure, and an extension part is formed extending from the side entrance frame, so that the joint part with the frame joint member to which it is joined can be moved to a position away from the side entrance. In other words, since the structure does not involve joining multiple members to each other at the top and bottom of the side entrance frame, the stress transmission path is simplified, and it is possible to achieve a structure in which stress concentration is unlikely to occur even without reinforcing members. Therefore, since reinforcing members and the like are not required, the number of parts can be reduced, and it is expected that the vehicle will become lighter and less costly.

[0011] (2) In the railway vehicle according to (1), A frame joining member that connects the side entrance frames to each other is joined to the extension portion of the side entrance frame, is preferred.

[0012] According to the aspect (2) above, by adopting a structure in which the frame joint member is joined to the extension portion of the side entrance frame, it becomes possible to reliably transmit stress. By reliably transmitting stress from the extension portion of the side entrance frame to the frame joint member, it is difficult for a place where stress is concentrated to be formed, which ultimately contributes to increasing the rigidity of the vehicle body structure.

[0013] (3) In the railway vehicle according to (1) or (2), A connection portion between an entrance pillar portion of the side entrance frame arranged on the vehicle length direction outer side of the side entrance and the extension portion is formed into a curved surface; is preferred.

[0014] According to the above-mentioned (3), the lower part of the entrance pillar of the side entrance is curved, so that the vertical rib can efficiently distribute the load when it bears the load. Therefore, it is not necessary to use reinforcing parts, and even if the side entrance frame is subjected to a load that causes shear deformation against the vehicle body, it is possible to prevent stress from concentrating on the corners, which would cause a weak point in strength.

[0015] (4) In the railway vehicle according to (3), The inlet column portion has a vertical rib bent into a substantially U-shape or L-shape in cross section; is preferred.

[0016] According to the aspect described in (4) above, by providing a vertical rib whose cross section is bent and formed into an approximately U-shape or L-shape, it is possible to impart the necessary strength to the entrance column portion.

[0017] (5) In the railway vehicle according to any one of (1) to (4), The outer plate is joined to the side entrance frame by spot welding; is preferred.

[0018] According to the above-mentioned (5), the side door frame is fitted inside the exterior plate (i.e., under the exterior plate) and the frame is not visible from the visible surface. This eliminates unevenness that appears on the visible surface and improves the aesthetics. [Brief description of the drawings]

[0019] [Figure 1] FIG. 1 is a schematic perspective view of a railway vehicle according to a first embodiment. [Diagram 2] FIG. 2 is a front view of a side structure in the first embodiment. [Diagram 3] FIG. 4 is a front view of a frame body of a side structure in the first embodiment. [Figure 4] FIG. 4 is an enlarged view of a lower corner of a side entrance of a side structure in the first embodiment. [Diagram 5] FIG. 2 is a cross-sectional view of a side structure in the first embodiment. [Figure 6] FIG. 2 is a perspective view of the periphery of an upper extension portion in the first embodiment. [Figure 7] FIG. 2 is a perspective view of the periphery of a lower extension portion in the first embodiment. [Figure 8] FIG. 11 is an enlarged plan view of a lower corner of a side entrance of a side structure according to the related art. [Figure 9] FIG. 11 is a cross-sectional view of a conventional side structure. [Figure 10] FIG. 11 is an enlarged plan view of a lower corner of a side entrance of a side structure in a second embodiment. [Figure 11] FIG. 11 is a cross-sectional view of a side structure in the second embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0020] First, a first embodiment of the present invention will be described with reference to the drawings. Fig. 1 shows a schematic diagram of a railway vehicle 10 according to the first embodiment. A vehicle body structure 100 used in the railway vehicle 10 comprises a roof body structure 101, a side body structure 102, an end body structure 103, etc. The side body structures 102 are provided at both ends of an underframe 104 in the vehicle width direction, and each side body structure 102 is provided with one or more side entrances 105 and side windows 106.

[0021] FIG. 2 shows a front view of the side structure 102. FIG. 3 shows a front view of the frame 15 of the side structure 102. FIG. 4 shows an enlarged view of the lower corner of the side entrance of the side structure 102. FIG. 4 is an enlarged view of part A in FIG. 2. FIG. 5 shows a cross-sectional view of the side structure 102. FIG. 5 is a DD cross-sectional view of FIG. 4. The side structure 102 is formed by welding an outer plate 40 to the outer side in the vehicle width direction of the frame 15 as shown in FIG. 3. The frame 15 ensures the strength and rigidity of the side structure 102. The outer plate 40 is disposed on the outermost surface of the vehicle structure 100, and contributes to the aesthetic appearance of the railway vehicle 10.

[0022] As shown in Fig. 3, the frame body 15 is composed of a side entrance frame 20 having a side entrance 105, and a frame joint member 21 (upper joint member 21a and lower joint member 21b) that connects the side entrance frames 20 together. The side entrance frame 20 is composed of an upper frame portion 20d and a lower frame portion 20e, an entrance pillar portion 20c that connects the upper frame portion 20d and the lower frame portion 20e, and an upper extension portion 20a and a lower extension portion 20b that extend outward in the vehicle length direction from the upper frame portion 20d and the lower frame portion 20e. Therefore, the side entrance frame 20 is formed in the shape of a Roman numeral 2.

[0023] The cross section of the entrance pillar portion 20c of the side entrance frame 20 is formed into a substantially U-shape as shown in Fig. 5. For the sake of convenience, the entrance pillar portion 20c is referred to as a front portion 201 to which the outer plate 40 is joined, a second vertical rib 203 erected on the frame joining member 21 side of the front portion 201, and a first vertical rib 202 provided at a position opposite the second vertical rib 203.

[0024] Fig. 6 shows a perspective view of the upper extension portion 20a and its surroundings. Fig. 7 shows a perspective view of the lower extension portion 20b and its surroundings. Fig. 7 shows a perspective view of the lower extension portion 20b and its surroundings. Fig. 6 and Fig. 7 are perspective views of the lower extension portion 20b and its surroundings. The structure of the frame body 15 is explained in more detail. As mentioned above, the entrance column portion 20c of the side entrance frame 20 has a substantially U-shaped cross section, and curved surfaces are formed on the upper and lower parts of the first vertical rib 202 and the second vertical rib 203.

[0025] 6 and 7, the upper part of the first vertical rib 202 has a curved surface formed with an entrance / exit side upper corner 20d1 toward the upper frame part 20d, and the lower part has a curved surface formed with an entrance / exit side lower corner 20e1 toward the lower frame part 20e, while the upper part of the second vertical rib 203 has a curved surface formed with a window side upper corner 20d2 toward the upper frame part 20d, and the lower part has a curved surface formed with a window side lower corner 20e2 toward the lower frame part 20e. As a result, the upper part of the front part 201 is widened so as to fit the curved surfaces of the entrance / exit side upper corner 20d1 and the window side upper corner 20d2, and the lower part of the front part 201 is widened so as to fit the curved surfaces of the entrance / exit side lower corner 20e1 and the window side lower corner 20e2. As described below, the entrance / exit side upper corner 20d1 is connected to the upper frame portion 20d, and the entrance / exit side lower corner 20e2 is connected to the lower frame portion 20e, but the window side upper corner 20d2 and the window side lower corner 20e2 are not connected to the upper joining member 21a and the lower joining member 21b.

[0026] The upper frame portion 20d is formed in a substantially L-shaped cross section and is connected to the front portion 201 and the entrance / exit upper corner portion 20d1. The lower frame portion 20e is also formed in a substantially L-shaped cross section and is connected to the front portion 201 and the entrance / exit lower corner portion 20e1. Similarly, the second vertical rib 203 is formed by extending from the side surface on the side window 106 side to the upper surface and the lower surface. The side entrance / exit frame 20 can be formed by integral molding such as press processing, but may also be formed by welding. The internal rib 20f welded to the surface of the first vertical rib 202 facing the second vertical rib 203 shown in FIG. 5 is shaped so that the inner plate material 25, which is a reinforcing member, can be attached.

[0027] Plate material is used for the frame joint member 21 joined to the vehicle length direction end of the side entrance frame 20. Specifically, as shown in Fig. 6 and Fig. 7, the edge surface of the upper joint member 21a is welded to the edge surface of the front part 201 side of the upper extension part 20a of the side entrance frame 20, and the edge surface of the lower joint member 21b is welded to the edge surface of the front part 201 side of the lower extension part 20b, respectively, so that the side entrance frame 20 and the frame joint member 21 are alternately arranged to form a substantially ladder-shaped frame body 15. Note that stainless steel alloy or steel material is used for the frame body 15, but light metal such as aluminum alloy is also usable as necessary.

[0028] The frame 15 and the outer plate 40 are joined by spot welding, forming a spot weld 41 as shown in Fig. 4. At this time, the relationship between the side entrance frame 20 and the outer plate 40 is such that the side entrance frame 20 and the frame joint member 21 are attached to the outer plate 40 on the inside in the vehicle direction as shown in Fig. 5. It is preferable that the edge surface of the outer plate 40 is watertight sealed or welded. In this way, the frame 15 and the outer plate 40 are welded to form the side structure 102.

[0029] The railway vehicle 10 of the first embodiment has the above-described configuration and therefore provides the following actions and effects.

[0030] First, by simplifying the structure of the side structure 102 of the railway car 10, the number of parts is reduced, and the weight of the railway car 10 can be reduced. This is because the railway car 10 has the side structure 102 made up of the outer plate 40 and the frame 15, the side structure 102 has a side entrance 105 that opens in the vehicle width direction, and is equipped with a side entrance frame 20 that is arranged on the outer periphery of the side entrance 105 and an outer plate 40 that is joined to the side entrance frame 20, and the upper and lower parts of the side entrance frame 20 are formed with extension parts (upper extension part 20a and lower extension part 20b) that extend from the side entrance 105 outward in the vehicle length direction.

[0031] Fig. 8 shows an enlarged plan view of the lower corner of the side entrance of the side structure in a conventional structure, prepared for comparison. Fig. 9 shows a cross-sectional view of the side structure in a conventional structure, prepared for comparison. Fig. 9 is an E-E cross-section of Fig. 8. In the conventional structure, the side entrance frame 300 and the vertical frame 310 are separate parts, so that the side entrance frame 300 is configured to cover the outer side of the outer panel 305 in the vehicle width direction, as shown in Figs. 8 and 9.

[0032] That is, an outer plate 305 is joined to the outer side in the vehicle width direction of the side entrance frame 300, and a vertical frame 310 is joined to the outer side in the vehicle direction of the outer plate 305. In addition, a reinforcing plate 316 and a horizontal frame 312 are joined to the inner side in the vehicle width direction of the vertical frame 310. When such a structure is adopted, the shape of the vertical frame 310 becomes complicated, and welding points become diverse, resulting in high costs.

[0033] In comparison, as shown in Fig. 4 of the first embodiment, the lower part of the side entrance frame 20 (the upper part has the same structure) can have a simpler structure than the conventional structure shown in Fig. 8. This is because the entrance column part 20c of the side entrance frame 20 has the function of the vertical bone 310, and the edge surface on the front part 201 side of the lower extension part 20b provided at the lower part of the entrance column part 20c is abutted against the edge surface of the lower joint member 21b to be joined. In addition, the upper part of the side entrance frame 20 has a similar structure (the edge surface on the front part 201 side of the upper extension part 20a is abutted against the edge surface of the upper joint member 21a to be joined), so it is possible to reduce the number of parts above and below the entrance column part 20c.

[0034] In other words, as shown in Figures 6 and 7, by welding the edge surface of the upper joining member 21a against the edge surface on the front portion 201 of the upper extension portion 20a of the side entrance frame 20, and the edge surface of the lower joining member 21b against the edge surface on the front portion 201 of the lower extension portion 20b, it is possible to avoid concentrating multiple parts at the lower part of the entrance column portion 20c (the upper part has a similar configuration) as shown in Figure 8.

[0035] Such structural changes are not merely design changes, but also enable a reduction in the number of parts while maintaining the rigidity required for the side structure 102, thereby contributing to weight reduction of the car body structure 100. Furthermore, such a reduction in the number of parts eliminates the need to attach reinforcing parts with complex shapes, which ultimately contributes to shortening the time required to manufacture the side structure 102 or the car body structure 100. As a result, it is possible to contribute to reducing the manufacturing costs of the railway car 10.

[0036] 8 and 9, stress in the vehicle length direction generated when the railway vehicle 10 accelerates or decelerates is transmitted from the cross beams 312 to the side entrance frame 300 via the vertical beams 310 and the reinforcing members 316, or via the outer side 305. On the other hand, in the first embodiment, stress in the vehicle length direction generated when the railway vehicle 10 accelerates or decelerates is transmitted directly from the frame joint members 21 to the side entrance frame 20. In other words, the stress transmission path is simplified.

[0037] Furthermore, in addition to the entrance column 20c having a substantially U-shaped cross section, the entrance side upper corner 20d1, the window side upper corner 20d2, the entrance side lower corner 20e2, and the window side lower corner 20e2 are made up of curved surfaces. In other words, even if stress that causes shear deformation of the side entrance frame 20 occurs, there are no points where stress concentration occurs, which is a weak point in terms of strength.

[0038] Specifically, in the case of a conventional structure as shown in Figures 8 and 9, when stress that causes shear deformation of the side door frame occurs, the stress is borne by the vertical bones 310 and the side door frame 300. On the other hand, in the present application, even if stress that causes shear deformation of the side door frame 20 occurs, the force is borne by the door column portion 20c of the side door frame 20.

[0039] In addition, the connection between the first vertical rib 202 of the entrance column 20c and the upper frame 20d is formed at the entrance side upper corner 20d1, i.e., a curved surface, and the connection between the first vertical rib 202 of the entrance column 20c and the lower frame 20e is also formed at the entrance side lower corner 20e2, i.e., a curved surface. In other words, there are no points where stress concentration occurs, which is a weak point in terms of strength.

[0040] As a result, a structure in which stress concentration is unlikely to occur can be realized, which also contributes to improving the rigidity of the entrance column section 20c. This means that the rigidity of the entrance column section 20c can be improved geometrically, so there is no need to use reinforcing members to increase the strength of the areas around the entrance side upper corner 20d1 and the window side upper corner 20d2, or the entrance side lower corner 20e1 and the window side lower corner 20e2, which ultimately contributes to weight reduction and cost reduction.

[0041] Next, the second embodiment of the present invention will be described with reference to the drawings. The second embodiment has a configuration similar to that of the first embodiment, but the shape of the side entrance frame 20 is different. FIG. 10 shows a plan view of the side entrance lower corner of the side structure of the second embodiment in an enlarged manner. FIG. 11 shows a cross-sectional view of the side structure. FIG. 11 is an FF cross-sectional view of FIG. 10. Note that the same parts in the second embodiment and the first embodiment are given the same reference numerals and their explanations are omitted. The side entrance frame 22 of the second embodiment is different from that of FIG. 5 in that the second vertical rib 203 is not provided as shown in FIG. 11. Therefore, while the cross section of the entrance column portion 20c in the first embodiment is an approximately U-shaped cross section, the entrance column portion 20c of the side entrance frame 22 in the second embodiment is an approximately L-shaped cross section.

[0042] Although the rigidity of the L-shaped cross section entrance column section 20c is lower than that of the U-shaped cross section entrance column section 20c, the shape can be changed as necessary as long as the rigidity required for the side entrance frame 22 in design is achieved. Also, since the second vertical rib 203 is no longer necessary, it contributes to reducing the weight of the side entrance frame 22.

[0043] Although the railway vehicle 10 according to the present invention has been described above, the present invention is not limited to this, and various modifications are possible without departing from the spirit of the present invention. For example, the number of side entrances 105 and side windows 106 provided in the vehicle body structure 100 can be increased or decreased. [Explanation of symbols]

[0044] 10. Railroad cars 20 Side entrance frame 20a Upper extension part 20b Lower extension part 40 Outer plate 100 Vehicle structure 102 Side structure 105 Side entrance

Claims

1. In a railway vehicle having a side structure consisting of an outer plate and a frame, The side structure has a side entrance opening in a vehicle width direction, and includes a side entrance frame arranged on an outer periphery of the side entrance, and the outer plate joined to the side entrance frame, The upper and lower parts of the side entrance frame have extensions that extend integrally from the side entrance in the vehicle length direction, The corner of the connection portion between the entrance pillar portion arranged on the vehicle length direction outer side of the side entrance frame and the extension portion is formed into a curved surface; A railway vehicle characterized by:

2. In a railway vehicle having a side structure consisting of an outer plate and a frame, The side structure has a side entrance opening in a vehicle width direction, and includes a side entrance frame arranged on an outer periphery of the side entrance, and the outer plate joined to the side entrance frame, An extension portion is formed at the upper and lower parts of the side entrance frame, the extension portion extending in the vehicle length direction from the side entrance, A frame joining member that connects the side entrance frames to each other is joined to the extension portion of the side entrance frame, A railway vehicle characterized by:

3. The railway vehicle according to claim 2, A connection portion between an entrance pillar portion of the side entrance frame arranged on the vehicle length direction outer side of the side entrance and the extension portion is formed into a curved surface; A railway vehicle characterized by:

4. The railway vehicle according to claim 1 or 3, The inlet column portion has a vertical rib bent into a substantially U-shape or L-shape in cross section; A railway vehicle characterized by:

5. The railway vehicle according to any one of claims 1 to 4, The outer plate is joined to the side entrance frame by spot welding; A railway vehicle characterized by:

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