JP7630281B2 - Rail material with laminated structure - Google Patents

Description

The present invention relates to a rail material with a laminated structure of different materials that can engage at a predetermined position an engagement member for fixing an article to a transport structure, a cargo space, a loading platform, or a container.

Conventionally, when securing seats, luggage, shelves, etc. to transport structures, the cargo compartment or loading platform of trucks, containers, etc., rails have been used that can secure and fasten items at any position directly or with lashing belts, etc.

Generally, lightweight metals such as aluminum, aluminum alloys, and duralumin are used for the rail components, as lightweight materials are desired to prevent fuel consumption problems associated with increased weight. On the other hand, steel materials are used for transport structures, cargo compartments, containers, etc., as they require strength, and it is necessary to fasten (by bolts, etc.) dissimilar metal materials, such as the lightweight rail material and the steel material of the strength material.

When connecting dissimilar metals, mechanical fastening such as welding and bolts is used, but welding aluminum and steel materials does not provide a strong connection due to the significant difference in their melting points and the formation of intermetallic compounds. In addition, mechanical fastening raises concerns about electrolytic corrosion due to contact between dissimilar metals, which can cause severe corrosion of the steel materials used in transport structures and containers, accelerating the deterioration of transport structures and containers. Electrolytic corrosion occurs when moisture, sand, dust, etc. enter the gap between dissimilar metals, causing the transfer of electric charges and resulting in corrosion. This electrolytic corrosion can be prevented by insulating the dissimilar metals from each other by applying paint, etc. to the surface of the steel material, but semi-permanent insulation between dissimilar metals cannot be expected due to the destruction of the paint film due to tightening when connecting and cracks caused by changes in the paint over time.

The following Patent Document 1 shows a method of fixing an aluminum rail, in which an iron or stainless steel mounting fixture is welded to an iron or stainless steel base frame, and the rail and mounting fixture are fixed with a flat head screw. In this case, there are contact points between the rail and mounting fixture, which are made of different materials, and electrolytic corrosion occurs. Even if the mounting fixture is coated with an insulating paint, if the flat head screw is made of a single material such as aluminum, iron or stainless steel, the flat head screw itself will come into contact with a different metal. Even if the flat head screw is coated with an insulating paint, the coating is easily destroyed when the screw is tightened, and severe corrosion due to electrolytic corrosion cannot be avoided.

In addition, the following Patent Document 2 shows a method of fixing rails to both the floor and side walls of the luggage compartment with bolts, but does not disclose the materials of the rails, the bolts that fix the rails, the floor, or the side walls, and does not mention the concern of electrolytic corrosion when dissimilar metals come into contact with each other.

A lightweight metal rail 60 for fastening articles to a transport structure which has been conventionally used and which is disclosed in US Pat. No. 5,399,633 will now be described with reference to the drawings.
The rail 60 is fixed by a plurality of bolts B (not shown) so as to extend along the side wall or floor of a cargo compartment of a cargo vehicle such as an automobile or truck, or a container.
As shown in Figure 4, the rail 60 is provided along almost its entire longitudinal direction and has a groove 13 formed to engage with a connected member 30 (also called a stud fitting) to which a metal fitting 21 attached to the end of a lashing belt 20, which is a long member for fastening, is connected, and has a plurality of bolt holes 62 arranged at intervals along the longitudinal direction and one end of which opens into a side wall fixing surface 61.
The bolt holes 62 are through holes through which the bolts B are inserted. In this embodiment, the other ends of the bolt holes 62 open into the grooves 13. As shown in FIG. 1, the bolt holes 62 are arranged at predetermined intervals in the longitudinal direction of the rail 60.
A countersunk portion 62a is provided on the other end of the bolt hole 62, and the head of the bolt B is pressed against the countersunk portion 62a, thereby pressing the side wall fixing surface 61 against the side wall, thereby fixing the rail 60 to the side wall. The bolt B inserted into the bolt hole 62 may be one that screws into the side wall or the floor surface, or one that screws into a frame arranged on the back side of the side wall or the floor surface, etc.
The groove 13 is the same as a groove of a known rail called, for example, an airline rail (manufactured by Allsafe Co., Ltd., formerly Ancra Japan Co., Ltd., registered trademark), and as shown in Fig. 4, has an internal space 13a and a bottom surface 13b extending over substantially the entire longitudinal direction of the rail 60. The groove 13 also has an opening 16 extending over substantially the entire longitudinal direction of the rail 60 and connected to the internal space 13a, and the opening 16 has multiple narrow portions 16a and multiple wide portions 16b alternately provided in the longitudinal direction of the rail 60.

2, the narrow portions 16a are formed by a plurality of flange portions 13c extending from both sides of the groove 13 in the width direction toward the inside of the groove 13 in the width direction, and a surface 13d of the flange portions 13c on the inner space 13a side faces the bottom surface 13b. The dimension of the narrow portions 16a in the width direction of the groove 13 is smaller than the dimension of the wide portions 16b in the width direction of the groove 13.
3, the connected member 30 has an engaging member 31 having one longitudinal end inserted into the internal space 13a of the groove 13, a connected portion 32 such as a ring connected to the other longitudinal end of the engaging member 31 so as to be rotatable about an axis extending in the longitudinal direction of the groove 13, a movement restricting member 33 provided on the outer periphery of the engaging member 31 so as to be movable in the longitudinal direction of the engaging member 31, and a biasing member 34 such as a spring arranged between the connected portion 32 and the movement restricting member 33 on the outer periphery of the engaging member 31. One end of the biasing member 34 abuts against the connected portion 32 in the longitudinal direction of the engaging member 31.
A large diameter portion 31a is formed on one end side in the longitudinal direction of the engaging member 31. The movement restricting member 33 is configured to abut against the large diameter portion 31a, and the movement restricting member 33 is biased toward the large diameter portion 31a by a biasing member 34. This prevents the movement restricting member 33 from falling off from the outer periphery side of the engaging member 31. The movement restricting engaging portions 33a are provided on both ends in the longitudinal direction of the groove 13 (rail 60) in the movement restricting member 33. The movement restricting engaging portions 33a protrude from both ends in the longitudinal direction of the movement restricting member 33 toward the one end side of the engaging member 31.

The large diameter portion 31a has a width dimension (dimension in the width direction of the groove 13) slightly smaller than that of the wide portion 16b, and a width dimension (dimension in the width direction of the groove 13) larger than that of the narrow portion 16a. Therefore, by inserting the large diameter portion 31a of the engaging member 31 from the wide portion 16b into the internal space 13a and moving the engaging member 31 in the longitudinal direction of the groove 13 to position the large diameter portion 31a at a position corresponding to the narrow portion 16a, the large diameter portion 31a comes into contact with the surfaces (pair of engaging portions) 13d on the internal space 13a side of the flange portions 13c on both sides in the width direction of the groove 13. As a result, the large diameter portion 31a of the engaging member 31 of the connected member 30 engages with the groove 13 of the rail 60 (see FIG. 4).
When inserting the large diameter portion 31a from the wide portion 16b into the internal space 13a and moving the engaging member 31 in the longitudinal direction of the groove 13, the worker moves the movement restricting member 33 toward the connected portion 32 against the biasing force of the biasing member 34. This brings the movement restricting engaging portion 33a into a state of being disposed outside the groove 13. On the other hand, when engaging the large diameter portion 31a of the engaging member 31 with the groove 13 of the rail 60 at any narrow portion 16a of the groove 13, the worker allows the biasing member 34 to move the movement restricting member 33 toward the groove 13, so that at least a portion of the movement restricting engaging portion 33a is disposed within the internal space 13a. The movement restricting engagement portion 33a has a width dimension (the width dimension of the groove 13) slightly smaller than the wide portion 16b, and a width dimension (the width dimension of the groove 13) larger than the narrow portion 16a, so that at least a portion of the movement restricting engagement portion 33a is positioned within the internal space 13a, thereby restricting the movement of the connected member 30 in the longitudinal direction of the groove 13.

4, metal fittings 21 such as hook members are attached to both ends of the lashing belt 20. A fastening force adjuster such as a ratchet buckle is provided in the middle portion of the lashing belt 20 (not shown).
One or a pair of rails 60 constructed as described above are disposed on both sides in the width direction of the luggage compartment, and are fixed to the side walls or floor surface by the bolts B as described above. In this state, as shown in Figure 4, a pair of connected members 30 are engaged with any longitudinal position of the groove 13 of the rail 60 as described above, and the metal fittings 21 at both ends of the lashing belt 20 are respectively connected to the connected portions 32 of the pair of connected members 30. In this state, the fastening force of the lashing belt 20 is increased by a fastening force adjuster (not shown) of the lashing belt 20, whereby the cargo F is pressed against the side wall or floor surface and fixed thereto.

The rail 60 has a width of, for example, several dozen centimeters or several tens of centimeters, and a thickness smaller than that. The lashing points of the rail 60 can have a pitch of, for example, 25.4 mm. Various types of stud fittings can be used, such as with or without rings, single or double, and various types of rails are known, such as with flanges or embedded types.

However, all of the lightweight metal rails in the prior art were used by engaging dissimilar metals with each other using engaging means such as bolts.

JP 2008-201208 A JP 2019-43314 A

In view of the above-mentioned current situation, the problem that the present invention aims to solve is to provide a dissimilar laminated rail material that can be firmly fixed without electrolytic corrosion when the rail material and the material of the part to which the rail is fixed are dissimilar metals, and that can engage with an engagement member for fixing an article to a transport structure, cargo space, loading platform, or container in a predetermined position.

The inventors conducted extensive research and experimentation to solve the above problems, and discovered that by forming a joint surface in the thickness direction of a rail material that has a rail structure on its surface and a back surface that can be fixed to the side wall or floor surface of a transport structure, in which dissimilar metals are metallurgically bonded and integrated over the entire joint surface, it is possible to firmly fix objects without causing electrolytic corrosion, which led to the completion of the present invention.

That is, the present invention is as follows.
[1] A dissimilar material laminated structure rail material having a predetermined thickness, with a rail structure on its surface that can engage with an engaging member at a predetermined position for fixing an article to a transport structure, and with a back surface that can be fixed to a side wall surface or floor surface of the transport structure, wherein the dissimilar material laminated structure rail material has at least one joint surface between the rail structure and the back surface in the thickness direction, in which dissimilar metals are metallurgically bonded and integrated over the entire joint surface.
[2] A dissimilar material laminated structure rail material as described in [1], in which the rail structure on the surface is formed within a first metal layer, and the back surface is a fixed surface on the transportation structure side of a second metal layer of a different type from the first metal layer, and the entire joint surface where the first metal layer and the second metal layer contact is metallurgically bonded to form an integral structure.
[3] The rail material of the dissimilar laminate structure described in [2], wherein the second metal layer is fixed to the side wall surface or floor surface of the transport structure at the fixed surface on the transport structure side by welding.
[4] A dissimilar material laminated structure rail material as described in [1], in which the rail structure on the surface is formed within a first metal layer, and the back surface is a fixed surface to the transport structure of a second metal layer of a different type from the first metal layer, and the first metal layer is fixed to a first intermediate metal layer of the same type as the first metal layer on the surface opposite to the surface on which the rail structure is located, and the first intermediate metal layer and the second metal layer are metallurgically bonded over the entire joint surface where they contact to form an integral structure.
[5] The dissimilar material laminated structure rail material described in [4], wherein the first metal layer is fixed to the first intermediate metal layer on the surface opposite to the surface on which the rail structure is located by welding.
[6] A dissimilar material laminated structure rail material described in [4] or [5], wherein the second metal layer is fixed to the side wall surface or floor surface of the transport structure at the fixed surface on the transport structure side by welding.
[7] A dissimilar material laminated structure rail material as described in [1], in which the rail structure on the surface is formed within a first metal layer, and the back surface is a fixed surface of a second metal layer of a different type from the first metal layer to the transportation structure side, and the first metal layer is fixed to a first intermediate metal layer of the same type as the first metal layer on the side opposite to the surface on which the rail structure is located, and the first intermediate metal layer is metallurgically bonded to a second intermediate metal layer on the side opposite to the first metal layer, and the second intermediate metal layer is metallurgically bonded to the second metal layer on the side opposite to the first intermediate metal layer, each over the entire joining surface to form an integral structure.
[8] The dissimilar material laminated structure rail material described in [7], wherein the first metal layer is fixed to the first intermediate metal layer on the surface opposite to the surface on which the rail structure is located by welding.
[9] A dissimilar material laminated structure rail material described in [7] or [8], wherein the second metal layer is fixed to the side wall surface or floor surface of the transport structure at the fixed surface on the transport structure side by welding.
[10] A rail material having a laminated structure of different materials described in any one of [1] to [9], wherein the first metal layer is a metal layer selected from the group consisting of pure aluminum, an aluminum alloy, pure titanium, a titanium alloy, and a magnesium alloy.
[11] The rail material of a laminated structure of different materials described in any one of [1] to [10], wherein the second metal layer is a metal layer selected from the group consisting of carbon steel and stainless steel.
[12] A dissimilar laminate structure rail material described in any of [1] to [11], wherein the first intermediate metal layer and/or the second intermediate metal layer is a metal layer selected from the group consisting of pure titanium, titanium alloy, pure aluminum, aluminum alloy, pure nickel, and nickel alloy.
[13] A dissimilar laminated structure rail material as described in any of [1] to [12], wherein the joint surface between the first metal layer and the second metal layer, the joint surface between the first intermediate metal layer and the second metal layer, the joint surface between the first intermediate metal layer and the second intermediate metal layer, and the joint surface between the second intermediate metal layer and the second metal layer, which are metallurgically bonded over the entire surface of the joint surface to form an integral structure, are each formed by explosive bonding.

The dissimilar laminated rail material of the present invention prevents electrolytic corrosion caused by contact between the rail and the transport structure, loading platform, container, etc., which are made of dissimilar metal materials, and also firmly bonds the dissimilar metal materials together, making it easier to fix the rail.

FIG. 1 is a view of a prior art metal rail from the groove side. 1. This is a cross-sectional view taken along line XI-XI in FIG. FIG. 1 is a front view of a connected member engaging with a metal rail of the prior art; FIG. 1 is a perspective view of a metal rail, a connected member, and a metal fitting according to the prior art. 1 is a schematic diagram of a rail material having a laminated structure made of different materials according to one embodiment of the present invention; FIG. 4 is a schematic diagram of a rail material with a laminated structure made of different materials according to another embodiment of the present invention. FIG. 4 is a schematic diagram of a rail material with a laminated structure made of different materials according to another embodiment of the present invention. FIG. 2 is a diagram showing a state in which a rail material with a laminated structure of different materials according to an embodiment is fixed to a cargo space of a container.

Hereinafter, an embodiment of the present invention will be described in detail.
The present invention relates to a dissimilar material laminated structure rail material of a predetermined thickness, which has a rail structure on its surface that can engage with an engaging member at a predetermined position for fixing an article to a transport structure, and a back surface that can be fixed to a side wall surface or floor surface of the transport structure, and which has a joint surface between the rail structure and the back surface in the thickness direction, in which dissimilar metals are metallurgically bonded and integrated over the entire joint surface.
One embodiment of the present invention is a rail material with a laminated structure of different materials, in which the rail structure on the surface is formed within a first metal layer, and the back surface is a fixed surface on the transportation structure side of a second metal layer of a different type from the first metal layer, and the entire joint surface where the first metal layer and the second metal layer are in contact is metallurgically bonded to form an integral structure (see Figure 5 (A)).
In another embodiment of the present invention, the rail structure on the surface is formed in a first metal layer, the back surface is a surface of a second metal layer of a different type from the first metal layer, which is fixed to the transportation structure, and the first metal layer is fixed to a first intermediate metal layer of the same type as the first metal layer on the surface opposite to the surface on which the rail structure is located, and the first intermediate metal layer and the second metal layer are metallurgically bonded over the entire surface of the joint surface where they contact to form an integral structure, which is a dissimilar material laminated structure rail material (see FIG. 5(B)).
Yet another embodiment of the present invention is a dissimilar material laminated structure rail material in which the rail structure on the surface is formed within a first metal layer, and the back surface is a fixed surface of a second metal layer of a different type from the first metal layer to the transportation structure, the first metal layer being fixed to a first intermediate metal layer of the same type as the first metal layer on the surface opposite to the surface on which the rail structure is located, the first intermediate metal layer being metallurgically bonded to a second intermediate metal layer on the surface opposite to the first metal layer, and the second intermediate metal layer being metallurgically bonded to the second metal layer on the surface opposite to the first intermediate metal layer, each over the entire joining surfaces to form an integral structure (see Figure 5 (C)).
Incidentally, the second intermediate metal layer further includes a third intermediate metal layer, a fourth intermediate metal layer, etc., and embodiments having a similar relationship are also included within the scope of the present invention.

In this specification, "different metals" refers to a relationship in which the main metal component of one metal or alloy is different from the main metal component of the other metal or alloy. For example, pure aluminum and an aluminum alloy are the same metal because they have aluminum as the main metal component, while they are different metals from carbon steel and stainless steel, which have iron as the main metal component. For example, an aluminum alloy and pure titanium and carbon steel are also different metals from each other.
The rail material of the present invention has a laminated structure of different materials, and is characterized in that it has at least one joint surface in the thickness direction where dissimilar metals are metallurgically joined and integrated over the entire joint surface.
Furthermore, if the metals used are the same, no electrolytic corrosion will occur even if they are joined by welding or bolting.

5(A), an embodiment of 1 is a dissimilar laminated structure rail material composed of a first metal layer 1 having a rail structure on its surface and a second metal layer 2 on its back surface, the second metal layer 2 being of a different material from the first metal layer, and metallurgically bonded over the entire surface where 1 and 2 come into contact, and can be fixed to the side wall or floor of a transport structure, loading platform, container, etc., indicated by 4, by welding 3. Note that welding is preferable as a means for fixing 2 and 4, which are made of the same metal, from the standpoint of strength, but bolting is not excluded as long as electrolytic corrosion does not occur.
Another embodiment is a dissimilar material laminated structure rail material in which a first intermediate metal layer 5 and/or a second intermediate metal layer 6 are disposed between a first metal layer 1 having a rail structure on its surface and a second metal layer 2 whose back surface is of a different material than the first metal layer (rail material), as shown in Figures 5 (B) and 5 (C).
In any of the above embodiments, at least one of the bonding surfaces between the first metal layer and the second metal layer, the bonding surface between the first intermediate metal layer and the second metal layer, the bonding surface between the first intermediate metal layer and the second intermediate metal layer, and the bonding surface between the second intermediate metal layer and the second metal layer is metallurgically bonded over the entire surface to form an integral structure. From the viewpoint of strength, such bonding surfaces "metallurgically bonded over the entire surface to form an integral structure" are preferably bonded and formed by explosive bonding.

The shape of the rail structure of the first metal layer having a rail structure is not particularly limited as long as it is a mechanism that allows a connecting member such as a lashing belt to be fixed at any location. A specific example of the rail structure is a rail structure in which a linear cavity is provided inside the linear first metal layer 1 and round holes into which a connecting member can be inserted are arranged in a row, and for example, it can have the same structure as the known airline rail (manufactured by Allsafe Co., Ltd., formerly Ancra Japan Co., Ltd., registered trademark) described above. In any of the present embodiments, the bolt holes provided in the airline rail of the prior art are not necessary, but the same type of bolts may be used to join the rail to the same type of intermediate metal layer. In this case, the airline rail of the prior art can be used as is.

The first metal layer 1 having a rail structure can be made of a metal material selected from the group consisting of pure aluminum, aluminum alloys, e.g., duralumin, pure titanium, titanium alloys, and magnesium alloys.

The second metal layer 2, which is different from the first metal layer 1 having the rail structure, can be made of a metal material selected from the group consisting of carbon steel and stainless steel, and is preferably made of the same or similar metal material as the metal material of the transport structure, loading platform, container, etc. shown in 4. As a result, even if the dissimilar laminated rail material of this embodiment is fixed using bolts, screws, or rivets, the same materials are in contact with each other, making it less likely for corrosion due to electrolytic corrosion to occur and preventing deterioration over time. Furthermore, when welding 3 is used to fix the dissimilar laminated rail material of this embodiment, welding is easy and strong fixation is possible if the same materials are welded together.

The first intermediate metal layer 5 and/or the second intermediate metal layer 6 are metal materials selected from the group consisting of pure titanium, titanium alloy, pure aluminum, aluminum alloy, magnesium alloy, pure nickel, and nickel alloy. For the first intermediate metal layer 5 that fixes the first metal layer 1 having a rail structure, it is more preferable to use at least one selected from the group consisting of pure titanium, titanium alloy, pure aluminum, aluminum alloy, and magnesium alloy made of the same material according to the material of the first metal layer 1. From the viewpoint of contributing to a stronger fixing device, it is even more preferable to provide a second intermediate metal layer 6 in addition to the first intermediate metal layer 5, and to use a metal material selected from the group consisting of pure titanium and pure nickel as the second intermediate metal layer 6. There is no particular limitation on the method of fixing between the first intermediate metal layer 1 and the first intermediate metal layer 5, which are the same type as each other, but welding 3, bolts, screws, rivets, etc. may be used.

Figure 6 is a view from the rear of the bed of a truck to which the fixing device of this embodiment is attached. By fixing the fixing device of this embodiment to the side wall surface or floor surface of the bed, cargo, seats, etc. can be fixed at any location, and by installing shelves or the like at any height, it becomes possible to effectively utilize the dead space above the bed. Note that the first metal layer 1 having a rail structure does not need to be in contact with the second metal layer 2 or the second intermediate metal layer 5 over the entire surface of the long rail, and can be fixed so that they are in partial contact. Also, the first metal layer 1 having a rail structure does not need to be continuous, and can be arranged in a straight line with gaps between them as short materials.

As described above, at least one of the bonding surfaces between the first metal layer and the second metal layer, the bonding surface between the first intermediate metal layer and the second metal layer, the bonding surface between the first intermediate metal layer and the second intermediate metal layer, and the bonding surface between the second intermediate metal layer and the second metal layer is metallurgically bonded over the entire surface to form an integral structure. The method for forming such a bonding surface "metallurgically bonded over the entire surface to form an integral structure" is not particularly limited, but may be selected from diffusion bonding, hot isostatic pressing (HIP), electromagnetic welding, explosive bonding, and the like. Among these, explosive bonding is a metal bonding method that utilizes the large energy of explosives, and is particularly capable of firmly bonding dissimilar metals to each other. In addition, a unique waveform is observed at the bonding interface formed by explosive bonding, so a person skilled in the art can determine by observing the waveform that the metallurgical bonding over the entire surface has been formed by explosive bonding. Explosive welding is the preferred joining method when particularly strong joint strength is required, such as when heavy loads such as cargo shelves or seats are to be applied.

The present invention will now be described in detail with reference to examples.
Example 1
A two-layer bonded product of pure aluminum (JIS A1050, plate thickness 12 mm) and general structural rolled steel (JIS SS400, plate thickness 20 mm) was produced by explosive bonding. This bonded product was subjected to ultrasonic testing in accordance with JIS G 0601, and a rod-shaped bonded product was cut out from the position where bonding was confirmed over the entire surface. A rail structure was produced by cutting the pure aluminum strip-shaped product as shown in Figure 5 (A) into a linear cavity and a continuous row of round holes into which connecting members can be inserted, thereby producing a dissimilar material laminated structure rail material. The steel side of this rail material was fixed to an iron container by welding, a shelf was installed, and cargo was loaded. No detachment of the dissimilar material laminated structure rail material or peeling at the bonded surface occurred. Furthermore, no electrolytic corrosion was observed even after one year of use. A JIS G 0601 test was conducted on the same two-layer bonded product as the dissimilar material laminated structure rail material. A shear test piece was prepared according to 0601 and subjected to a shear test, which showed a shear strength of 85 MPa.

Example 2
A two-layer bonded product of pure aluminum (JIS A1070, plate thickness 3 mm) and general structural rolled steel (JIS SS400, plate thickness 5 mm) was produced by explosive bonding. This bonded product was subjected to ultrasonic flaw detection testing in accordance with JIS G 0601, and a rod-shaped bonded product was cut out from a position where bonding was confirmed over the entire surface. On the other hand, a rectangular aluminum alloy (JIS A rail structure member with a linear cavity and a row of round holes for inserting connecting members inside (A2017, duralumin) was welded to the pure aluminum side of the joint product cut out as described above to manufacture a laminated rail material. The steel side of this laminated rail material was welded to an iron container, a shelf was installed, and cargo was loaded. No detachment of the laminated rail material or peeling at the joint surface occurred. No electrolytic corrosion was observed even after one year of use. A shear test piece according to JIS G 0601 was made from the same two-layer joint product as the laminated rail material, and a shear test was performed, showing a shear strength of 85 MPa.

Example 3
A three-layer bonded product of aluminum alloy (JIS A3003, plate thickness 15 mm), pure titanium (JIS TP270, plate thickness 3 mm), and rolled steel for welded structure (JIS SM400B, plate thickness 25 mm) was produced by explosive bonding. This bonded product was subjected to ultrasonic testing according to JIS G 0601, and a rod-shaped bonded product was cut out from the position where bonding was confirmed over the entire surface. On the other hand, a rail structure member having a linear cavity and a continuous row of round holes into which a connecting member can be inserted inside a rectangular aluminum alloy (JIS A6061) as shown in FIG. 5(C) was welded to the aluminum alloy side of the bonded product cut out as described above to integrate them, thereby producing a dissimilar laminated structure rail material. The steel side of this dissimilar laminated structure rail material was fixed to an iron container by welding, a shelf was installed, and cargo was loaded, and no detachment of the dissimilar laminated structure rail material or peeling at the joint surface occurred. Furthermore, no electrolytic corrosion was observed even after one year of use. Shear test pieces were prepared according to JIS G 0601 from the same three-layer joint as the dissimilar laminated rail material, and a shear test was conducted, showing a shear strength of 117 MPa.

Comparative Example 1
Fastening holes were drilled in the side wall of an iron container, and a rail with a linear cavity and a row of round holes into which a connecting member could be inserted was fastened to the side wall of the iron container using stainless steel rivets. After several months of use, rainwater, sand, dust, etc. entered through the holes in the iron container, causing significant corrosion of the iron material of the container side wall at the contact point between the container and the rail, resulting in rattling and coming off of the rail.

Comparative Example 2
A stainless steel concave member was welded to the side wall of an iron container, a hole for fastening a rail was drilled in the center of the concave portion of the member, and a rail with a linear cavity and a row of round holes into which a connecting member could be inserted was fastened to the stainless steel concave member with a stainless steel rivet. After one year of use, corrosion occurred on the stainless steel concave member where the stainless steel concave member and the rail met.

The dissimilar laminated rail material of the present invention prevents electrolytic corrosion caused by contact between the rail and the transport structure, loading platform, container, etc., which are made of dissimilar metal materials, and also firmly bonds dissimilar metal materials together, making it easy to fasten the rail. Therefore, it is a dissimilar laminated rail material that can be used effectively when particularly strong joint strength is required, such as when the rail is subjected to the load of heavy objects such as cargo shelves or seats.

Reference Signs 1: First metal layer with rail structure 2: Second metal layer 3: Weld 4: Cargo bed or container member 5: First intermediate metal layer 6: Second intermediate metal layer 60: Prior art Airline Rail®
61 Side wall fixed surface (pressure contact surface)
62 Bolt hole 62a Counterbore portion 13 Groove 13a Internal space 13b Bottom surface of rail 13c Flange portion 13d Surface on the internal space side 16 Opening 16a Narrow portion 16b Wide portion 20 Lashing belt (long member for fastening)
21 metal fitting 30 connected member 31 engaging member 31a large diameter portion 32 connected portion 33 movement restricting member 33a movement restricting engaging portion 34 biasing member

Claims (9)

A rail material having a laminated structure of different materials and a predetermined thickness, the rail material having a surface with a rail structure capable of engaging an engaging member for fixing an article to a transport structure at a predetermined position, and a back surface capable of being fixed to a side wall surface or floor surface of the transport structure, the rail material having at least one joint surface between the rail structure and the back surface in the thickness direction, in which dissimilar metals are metallurgically bonded and integrated over the entire joint surface ,
The rail structure on the surface is formed in a first metal layer, the back surface is a surface of a second metal layer of a different type from the first metal layer that is fixed to the transportation structure, the first metal layer is fixed to a first intermediate metal layer of the same type as the first metal layer on the surface opposite to the surface on which the rail structure is located, and the first intermediate metal layer and the second metal layer are metallurgically bonded over the entire joint surface where they contact each other to form an integral structure, and
A rail material having a laminated structure of different materials, wherein the first metal layer is fixed to the first intermediate metal layer on the surface opposite to the surface on which the rail structure is located by welding . 2. The rail material of claim 1 , wherein the second metal layer is fixed to a side wall surface or a floor surface of the transportation structure by welding at the transportation structure side fixing surface. A rail material with a laminated structure of dissimilar materials as described in claim 1 or 2, wherein the first intermediate metal layer is metallurgically bonded to the second intermediate metal layer on the side opposite the first metal layer, and the second intermediate metal layer is metallurgically bonded to the second metal layer on the side opposite the first intermediate metal layer, over the entire joining surface, to form an integral structure. 4. The rail material of claim 1, wherein the first metal layer is a metal layer selected from the group consisting of pure aluminum, an aluminum alloy, pure titanium, a titanium alloy, and a magnesium alloy. 5. The rail material of claim 1, wherein the second metal layer is a metal layer selected from the group consisting of carbon steel and stainless steel. The rail material of any one of claims 1 to 5 , wherein the first intermediate metal layer is a metal layer selected from the group consisting of pure titanium, a titanium alloy, pure aluminum, an aluminum alloy, pure nickel, and a nickel alloy. 4. The rail material of claim 3 , wherein the second intermediate metal layer is a metal layer selected from the group consisting of pure titanium, a titanium alloy, pure aluminum, an aluminum alloy, pure nickel, and a nickel alloy. The rail material of any one of claims 1 to 7 , wherein the joint surface between the first intermediate metal layer and the second metal layer, which is metallurgically bonded over the entire surface of the joint surface to form an integral structure , is bonded and formed by explosive bonding. The dissimilar material laminated structure rail material described in claim 3 or 7, wherein the joint surface between the first intermediate metal layer and the second intermediate metal layer, and the joint surface between the second intermediate metal layer and the second metal layer, which are metallurgically bonded over the entire surface of the joint surface to form an integral structure, are each formed by explosive bonding.

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