JP7664103B2 - Railway vehicle body structure - Google Patents

Description

The present invention relates to the structure of the end structure of a railway vehicle body.

The structure of a railway vehicle is a box-like (hexahedral) structure consisting of an underframe that forms the floor surface, side structures erected at both ends of the underframe in the width direction, end structures erected at both ends of the underframe in the longitudinal direction, and a roof structure placed on the upper ends of the side structures and end structures. The end structure has a through passage drilled in the center of the outer plate that constitutes the end structure, and the area around the through passage is reinforced by end pillars and end ribs. An example of reinforcing the outer plate of the end structure using cross beams is disclosed in Patent Document 1.

JP 2010-260550 A

Patent Document 1 describes a structure in which cross beams are arranged in the width (sleeper) direction or height direction of the railway car body structure, reinforcing the outer plate of the end structure with the cross beams. However, compared to a structure in which the cross beams are arranged in the width or height direction, constructing an end structure with even higher rigidity is expected to improve the rigidity and ride comfort of the railway car body structure. The present invention was made in consideration of the above problems, and its purpose is to provide a railway car body structure with an end structure with increased rigidity.

A railway vehicle body structure comprising an end structure, the end structure is provided with a reinforcing structure, and the reinforcing structure extends diagonally in both the width direction and the height direction of the end structure.

The present invention provides a railway vehicle body structure with increased rigidity of the end structure.

1 is a perspective view of a railway vehicle body structure to which the present invention is applied (hereinafter also referred to as a "railroad vehicle" or simply as the "body structure"). FIG. 2 is a front view of the end structure according to the first embodiment of the present invention. 3 is a cross-sectional view of the end structure shown in FIG. 2 along the line AA. FIG. 6 is a front view of an end structure according to a second embodiment of the present invention. FIG. 11 is a front view of an end structure according to a third embodiment of the present invention. 6 is a cross-sectional view of the end structure shown in FIG. 5 along the line B-B. FIG. 11 is a front view of an end structure according to a fourth embodiment of the present invention.

Below, an embodiment will be explained using the drawings. First, each direction will be defined. The longitudinal (rail) direction of the railway car body structure is the X direction, the width (sleeper) direction of the railway car body structure is the Y direction, and the height (Z) direction of the railway car body structure is the Z direction. Hereinafter, these may be simply referred to as the X direction, Y direction, and Z direction.

Figure 1 is a perspective view of the structure 1. The structure 1 is a hexahedron that includes an underframe 10 that forms the floor surface, side structures 20 erected at both ends of the underframe 10 in the Y direction, end structures 40 erected at both ends of the underframe 10 in the X direction, and a roof structure 30 placed on the upper ends of the side structures 20 and end structures 40.

The end structure 40 shown in FIG. 1 will be exemplified later as end structure 40A of Example 1 shown in FIG. 2, end structure 40B of Example 2 shown in FIG. 4, end structure 40C of Example 3 shown in FIG. 5, and end structure 40D of Example 4 shown in FIG. 7, but unless there is a need to distinguish between them, they will be collectively referred to as end structure 40.

The side structure 20 has openings such as entrance/exit doors 22 for passengers to board and disembark, and windows 23 at both ends in the X direction. The end structure 40 has a passageway 42 through which passengers can pass between adjacent cars.

Figure 2 is a front view of the end structure 40A according to the first embodiment of the present invention. That is, Figure 2 shows the end structure 40A as an example located on the positive side in the X direction, among the end structures 40 at both ends in the X direction of the railway vehicle 1. The end structure 40A is composed of an end structure outer plate (hereinafter also simply referred to as "outer plate") 41 on the Z direction upper part of the frame 10, and its outer shape is determined.

A through passage opening 42 is provided near the center of the end body structure 40A. End pillars 44 facing in the Z direction and end ribs 45 facing in the Y direction are provided around the through passage opening 42 to reinforce the end body structure 40A. The outer plate 41 other than the vicinity of the through passage opening 42 of the end body structure 40A is reinforced by cross beams 46A and cross beams 46B.

The cross bones 46A extend in the Y or Z direction relative to the end body shell 41. In addition to the cross bones 46A in the Y or Z direction, the shell 41 of the end body 40A also has cross bones 46B extending toward the through passage opening center (end body center) 43. The cross bones 46B extend radially from the end body center 43 to the end body 40A. The effect of improving rigidity by the cross bones 46B extending to the end body 40A is as follows.

We assume an airtight load condition in which a uniform pressure load is applied inside the railway vehicle 1 including the end structure 40A, and a condition in which a torsional load is applied to the railway vehicle 1. Under this condition, the end structure 40A having the cross bone 46B can improve the rigidity against deformation in the circumferential direction centered on the through passage center 43. This improves the rigidity of the end structure 40A against the above-mentioned airtight load and torsional load, and also improves the rigidity of the railway vehicle 1 itself.

Figure 3 is a cross-sectional view taken along line A-A of the end body structure 40A shown in Figure 2, showing a cross section of the cross bone 46A. A cross bone 46A having a protrusion is installed on the inside side of the car (negative side in the X direction) of the end body structure outer plate 41 (see Figure 2) to form a closed space. The rigidity of the outer plate 41 can be improved in the longitudinal direction of the cross bone 46A, i.e., in the direction into the paper of Figure 2.

In FIG. 3, a cross frame 46A that forms a closed space between the outer plate 41 (see FIG. 2) is shown as an example. However, the present invention can be realized with any other reinforcing structure of any shape as long as the reinforcing structure improves the rigidity of the outer plate 41. For example, a T-shaped cross frame may be used, or a flat plate of a material having a higher rigidity modulus than the outer plate 41 may be joined to the outer plate 41.

Figure 4 is a front view of the end body structure 40B according to the second embodiment of the present invention. In the first embodiment, the cross bone 46B is extended toward the center 43 of the through passage opening 42 of the end body structure 40A. On the other hand, the feature of the second embodiment shown in Figure 4 is that the direction in which the cross bone 46B extends is determined based on the deformation of the end body structure 40B.

We will explain the stress deformation when an airtight load is applied to a railway vehicle 1 equipped with an end structure 40B. Before that, we will consider the deformation mode of the end structure 40, which does not have a cross beam 46B. As explained using Figure 1, the outer periphery of the end structure 40 is connected to and restrained by the underframe 10, the side structure 20, and the roof structure 30. The underframe 10, the side structure 20, and the roof structure 30 are structures with higher rigidity than the outer plate 41 (see Figure 2). Therefore, when a surface pressure is applied to the outer plate 41 of the end structure 40 due to the airtight load, the end structure 40 is significantly deformed toward the passage opening 42.

In Figure 4, the deformation distribution of the outer plate 41 of the end structure 40 is shown diagrammatically by displacement contour lines 51 and 52. The displacement contour lines 51 and 52 each show positions where the deformation is the same as a dotted line. Since the deformation of the outer plate 41 increases toward the through passage opening 42, in Figure 4, the displacement contour line 52 shows a larger deformation than the displacement contour line 51.

To improve the rigidity of a deforming object and reduce the amount of deformation, it is effective to attach a reinforcing structure that improves the rigidity in a direction perpendicular to the displacement contour of the object. For this reason, as shown in Figure 4, end structure 40B of Example 2, the cross bones 46B are attached in a direction perpendicular to the displacement contours 51, 52. This makes it possible to improve the rigidity of end structure 40B and reduce the amount of deformation. Note that "perpendicular" here means a degree of perpendicularity within the range of 90 degrees ±30 degrees, with a right angle being the ideal.

In FIG. 4, an example is shown in which the cross bone 46B extends in a direction different from the Y direction or the Z direction. However, as long as the extension direction of the cross bone 46B is determined based on a virtual line perpendicular to the displacement contour lines 51 and 52, the rigidity of the end structure 40B can be improved, so it does not matter if the direction happens to coincide with the Y direction or the Z direction.

Figure 5 is a front view of the end body structure 40C according to the third embodiment of the present invention. In the first and second embodiments, the end body structures 40A and 40B are illustrated as having at least one of the cross beams 46A and 46B on the outer plate 41. On the other hand, the third embodiment shown in Figure 5 is characterized in that the end body structure 40 is composed of extruded members 47A and 47B.

Figure 6 is a cross-sectional view taken along the line B-B of the gable structure 40C shown in Figure 5. Extrusions 47A and 47B are formed by extruding the same cross-sectional shape. The dotted lines in Figure 5 for extrusions 47A and 47B indicate the direction in which they are extruded, i.e., the direction in which they can exert strong rigidity.

In FIG. 5, in addition to extrusion 47A whose extrusion direction coincides with the Y or Z direction, end structure 40C has extrusion 47B extruded toward through passage opening center 43, resulting in end structure 40 with increased rigidity.

Figure 7 is a front view of the end structure 40D according to the fourth embodiment of the present invention. The fourth embodiment shown in Figure 7 is characterized in that the reinforcing member is extended in a direction different from the through passage opening center 43. In regard to the direction in which the reinforcing member exerts high rigidity, in the first to third embodiments, a configuration is exemplified in which the extrusion direction of the cross bone 46B or the extrusion members 47A, 47B of the end structure 40 is generally oriented toward the through passage opening center 43.

On the other hand, the end structure 40D of Example 4 in FIG. 7 can improve the rigidity of the end structure 40 even though the direction of the cross bone 46B as a reinforcing member is not toward the center of the through passage 43, nor toward the Y or Z direction. The effects of this are explained below.

Here, let us consider the deformation mode assuming that the end structure 40 is composed only of the cross beam 46A shown in FIG. 7 and is subjected to an airtight load. Depending on the arrangement of the cross beam 46A, the deformation mode of the outer plate 41 (see FIG. 2) surrounded by the cross beam 46A may become dominant over the deformation mode of the end structure 40 as a whole.

The deformation of the outer plate 41 in such a case is shown in Figure 7 by the displacement contours 51 and 52. The amount of deformation increases toward the center of the area surrounded by the cross bone 46A, and the displacement contour 51 and the displacement contour 52, which represents a larger deformation, are concentric within the outer plate 41.

In this case, as in Example 2 in FIG. 4, it is effective to install reinforcing cross bones in a direction perpendicular to the displacement contour lines 51 and 52, so they can be arranged as shown in FIG. 7 as cross bone 46B. In this case, the direction in which cross bone 46B extends is not toward the center of the passage 43, but it improves the rigidity of the gable structure 40.

The present invention is not limited to the above-described embodiment, but includes various modifications. For example, the above-described embodiment is described in detail to easily explain the present invention, and is not necessarily limited to those having all of the configurations described.

It is also possible to replace part of the configuration of one embodiment with the configuration of another embodiment, and it is also possible to add the configuration of another embodiment to the configuration of one embodiment. It is also possible to add, delete, or replace part of the configuration of each embodiment with other configurations.

[supplement]
The displacement contours 51 and 52 shown in Fig. 4 and Fig. 7 are moire patterns displayed as images using a moire topography device or the like. For example, the uneven shape of a human body can be displayed as an image superimposed on an image of the human body as an object to be examined for shape or deformation, like the contour lines on a map. The displacement contours 51 and 52 in the present invention are not displayed if the end structure 40 is a flat surface, but if an uneven shape occurs due to stress deformation or the like, the displacement contours 51 and 52 can be displayed as an image superimposed on the end structure 40 as a moire pattern equivalent to the contour lines on a map. The displacement contours 51 and 52 do not have to be displayed as images using a moire topography device or the like, and may be displayed by other methods as long as they are visible. For example, the displacement contours 51 and 52 may be obtained by an analysis method including the finite element method or the like. In this case, the railway vehicle 1 is modeled by applying a finite element analysis method or the like, and the deformation state is analyzed and evaluated by a load application simulation on the model, and deformation information of the end structure 40 is obtained as a result, and the displacement contours 51, 52 can be displayed as an image.

On the other hand, extrusions 47A, 47B are made by heating and compressing a material such as aluminum, and extruding it from a metal mold called a die, to form the required cross-sectional shape. If the center piece part is held on the side of the die that presses the material, an extrusion with a cross-section that has a hollow part can be formed. The extrusions 47A, 47B for the gable structure 40 formed in this way have a cardboard-like hollow thick plate structure that resembles a bundle of straws fused together, and because they have great rigidity in the extrusion direction, they can be considered a reinforcing structure.

The present structure 1 can be summarized as follows.
[1] The end structures 40A to 40D (40) constituting the present structure 1 have reinforcing structures 46B, 47B (extruded members) shown in Figures 2, 4, 5 and 7. The reinforcing structures 46B, 47B extend obliquely in both the width (Y) and height (Z) directions of the present structure 1, like the cross beam 46B in Example 1 of Figure 2, Example 2 of Figure 4 and Example 4 of Figure 7, and the extruded member 47B in Example 3 of Figure 5.

This makes it possible to provide a railway car body 1 with improved ride comfort by increasing the rigidity of the end structure 40. In other words, under airtight load conditions in which a uniform pressure load is applied inside the railway car 1 including the end structure 40, or when a torsional load is applied to the railway car 1, the presence of the cross bones 46B makes it possible to improve the rigidity of the end structure 40 against deformation in the circumferential direction from the center 43. This improves the rigidity of the end structure 40. As a ripple effect, the rigidity of the railway car 1 itself is also improved.

[2] As shown by the cross bone 46B in Example 1 of FIG. 2 and Example 2 of FIG. 4, the reinforcing structure of [1] above may have a portion extending to any of the imaginary lines radiating from the center 43 of the through passage opening 42 (end body structure 40) of the end body structure 40A, 40B. This more accurately improves the rigidity of the end body structure 40 against deformation in the circumferential direction from the center 43, improving the rigidity of the end body structure 40. As a ripple effect, the rigidity of the railway vehicle 1 itself is also improved.

[3] As shown by the cross bone 46B in Example 2 of FIG. 4 and Example 4 of FIG. 7, the reinforcing structure of [1] above may have a portion that extends to any of the imaginary lines that intersect with the displacement contour lines 51, 52. The displacement contour lines 51, 52 are lines that indicate the deformed shape of the gable structure 40 if the load applied to the structure 1 were to deform the gable structure 40 in the absence of the cross bone 46B as a reinforcing structure.

By extending the cross bones 46B in a direction perpendicular to the displacement contours 51, 52, the parts of the end body structure 40 that are prone to deformation can be reinforced efficiently. As a result, the rigidity of the end body structure 40 against actual deformation is improved more accurately, and the rigidity of the end body structure 40 is improved. As a ripple effect, the rigidity of the railway vehicle 1 itself is also improved. Note that the above-mentioned "perpendicular" does not necessarily have to be a right angle.

[4] A reinforcing structure similar in configuration to the reinforcing structure in [3] above and exhibiting the same effect may be defined as follows. Even if the cross beam 46B and other structures are already installed, the reinforcing structure in [1] above may be extended to any location on the imaginary line intersecting the displacement contour lines 51, 52 that show the deformed shape if the gable structure 40 is deformed by the load applied to this structure 1. This means that even if the cross beam 46B in Example 4 in Figure 7 is already installed, it is effective to install an additional reinforcing structure by referring to the displacement contour lines 51, 52 that show the load-deformed shape.

[5] As shown in Example 3 of Figure 5, the gable structure 40C of the above [1] is configured with extrusion members 47A, 47B that are reinforced in the extrusion direction, and the extrusion direction of some or all of these extrusion members 47B may be oblique to both the width (Y) direction and the height direction of the gable structure 40C.

The extrusions 47A, 47B for the end body structure 40 are corrugated cardboard-like hollow thick plate structures that have high rigidity in the extrusion direction and are therefore considered reinforcing structures. As a result of these extrusions 47A, 47B being extended to reinforce the rigidity in the diagonal direction, the rigidity of the end body structure 40 against deformation in the circumferential direction from the center 43 is more accurately improved, improving the rigidity of the end body structure 40. As a ripple effect, the rigidity of the railway vehicle 1 itself is also improved.

[6] The extrusion direction of the extrusion profile 47B of [5] shown in FIG. 5 is preferably a direction that converges to the center of the through passage opening 42 of the end body structure 40. This more accurately improves the rigidity of the end body structure 40 against deformation in the circumferential direction from the center 43, improving the rigidity of the end body structure 40. As a ripple effect, the rigidity of the railway vehicle 1 itself is also improved.

[7] As shown in Figure 5, it is preferable to align the extrusion directions of some or all of the extrusion members 47A, 47B constituting the gable structure 40C of [1] above in a direction intersecting the displacement contour lines 51, 52 (Figures 4 and 7). When the displacement contour lines 51, 52 shown in Figure 4 are superimposed on Figure 5, the extrusion members 47A, 47B are roughly aligned in a direction perpendicular to the displacement contour lines 51, 52.

The extrusion direction of some or all of the extrusion members 47A, 47B, i.e., the high rigidity direction, is aligned in a direction perpendicular to the displacement contour lines 51, 52. This allows the end body structure 40 to efficiently reinforce areas that are prone to deformation. As a result, the rigidity of the end body structure 40 against actual deformation is more accurately improved, and the rigidity of the end body structure 40 is improved. As a ripple effect, the rigidity of the railway vehicle 1 itself is also improved.

Reference Signs List 1...Railway vehicle body structure (railway vehicle or body structure), 10...frame, 20...side body structure, 22...boarding/alighting door, 23...window, 30...roof body structure, 40 (40A to 40C)...end body structure, 41...end body structure outer plate, 42...passageway opening, 43...passageway opening center (end body structure center), 44...end pillar, 45...end pedestal, 46A, 46B...cross frame, 47A, 47B...extruded member, 51, 52...displacement contour line, X, Y, Z...each direction

Claims (5)

A railway car body structure including a gable body structure,
The end structure is provided with a reinforcing structure,
The reinforcing structure provided on the end body structure is provided to extend in an oblique direction with respect to both the width direction and the height direction of the end body structure,
the reinforcement structure provided on the end body structure has a portion that is extended to any one of virtual lines perpendicular to a displacement contour line indicated by the end body structure by a load applied to the railway vehicle body structure in the absence of the reinforcement structure,
Railway vehicle body. A railway car body structure including a gable body structure,
The end structure is provided with a reinforcing structure,
The reinforcing structure provided on the end structure comprises an existing reinforcing structure extending diagonally with respect to both the width direction and the height direction of the end structure, and a reinforcing structure extending diagonally with respect to both the width direction and the height direction of the end structure and additionally extending on any of the imaginary lines perpendicular to the displacement contour lines indicated by the end structure due to the load applied to the railway vehicle structure.
Railway vehicle body. A railway car body structure including a gable body structure,
The gable structure is configured to have an extruded member having a rigidity reinforced in an extrusion direction,
The extrusion direction of a part or all of the extrusion profile is oblique to both the width direction and the height direction of the end structure.
Railway vehicle body. The extrusion direction of the extruded profile is a direction converging toward the center of the through passage opening of the gable structure.
The railway car structure according to claim 3 . The extrusion direction of the extruded profile is a direction perpendicular to a displacement contour line indicated by the end structure due to a load applied to the railway car structure.
The railway car structure according to claim 3 .

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