JPS5845382B2 - Manufacturing method for locomotive bodies - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to the basic principles of designing a locomotive car body, and particularly to a method for manufacturing a locomotive car body that makes it possible to reduce indirect costs such as design and production preparation.

Traditionally, locomotive bodies, both domestic and foreign, have been produced by the ordering company's design department or manufacturer in order to meet the locomotive's performance requirements (e.g., application, electrical system, capacity, shaft arrangement, etc.). , or based on the ideological policy of cooperation between the two parties, detailed designs have been carried out, and what can be called a standard format for each country has been established historically.

In the case of diesel locomotives, once the engine output edge is specified, both the main engine and auxiliary engines are almost fixed, so the structure of the car body on which they are mounted is also almost fixed, and American manufacturers manufacture overwhelmingly the largest quantity. A typical example can be seen in the series.

Regarding electric locomotives, the advantages of electrification methods in each country, and the diversity and possibilities of power conversion methods that accompany them, are
As it is still in the process of expansion, it is difficult to fix the diversity of electrical devices that make up locomotives, and the structure of the car body on which they are mounted, especially the diversity in length. The situation is difficult.

Another reason behind this is that the orderer tends to demand a car body length that has the optimal car body space for the locomotive specifications, while the manufacturer also continues to have a large number of production volumes. Unless this is the case, we will try to cover this with the minimum amount of materials and man-hours necessary, so we will naturally set the car body length differently each time, and create new production drawings each time to accommodate the changes. I ended up creating one, so I won.

In the manufacturing department, too, it is often necessary to create new or repair jigs and tools and labor in response to new production drawings.

Even against this background, there is no way to aim for standardization and fixation, and regarding the state of completed external appearance,
There are many examples where the shapes, structures, and dimensions are the same or are arranged in series.

The idea behind this is that the so-called large is also small, and the focus is on the body structure and dimensions that suit the most complex cases, and in smaller cases, there is still more than enough space Alternatively, from the viewpoint of weight balance, it is convenient to allow a dead load that does not have a special function in that space and occupies the weight of the space.

A typical example of implementing the above measures can be seen in France.

The disadvantages of this strategy are that it may result in a loss of energy consumption due to the transport of unnecessary weight, that it may result in an appearance of ``sloppy equipment placement,'' and that materials and Considering that the number of man-hours required for machining is always the same as in complex cases, unless it is based on a very long-term demand forecast (the limit of diversity requirements and the outlook for each required quantity), long-term Gains may not be guaranteed.

What is important to note here is that the structure and dimensions of the finished product provide enough space to meet the locomotive specifications, and that the production The goal is to find a standardization method that has the ability to absorb polysymmetry and minimize loss during the process.

SUMMARY OF THE INVENTION The object of the present invention is to eliminate the disadvantages of certain existing standardized car bodies mentioned above and to provide a locomotive car body based on the new standardization method mentioned above.

FIG. 1a shows a general example of a four-axle locomotive body having two two-axle bogies 1.

The underframe 2 has a coupler 3 at both ends, an end beam 4 that firmly supports the coupler, and the two-shaft truck (hereinafter referred to as a truck) and the underframe are S-connected while maintaining a predetermined relative relationship. The pillow supports 5 are generally arranged symmetrically from front to back.

In addition, the structure 6 constructed on the upper part of the underframe maintains an operator's cab 7 at both ends, necessary equipment 9 inside the structure 8, and a necessary space 10 around the equipment. It consists of a machine room 11 whose purpose is to prevent the intrusion of dust and the like.

The required length of the driver's cab above is tl, and the required length of the machine room is t.
2, it is clear from Fig. 1a that the total length L1 of the locomotive body is determined by the following.

In this case, when tl is selected to have different dimensions depending on the variety of functions that the cab should have, and t2 is selected depending on the variety of functions that the machine room should have, the total length is required for the entire locomotive. It is clear from Figure 1a that due to this diversity, there are a wide variety of sizes and scales.

FIG. 1 shows an example of a car body adopted for a locomotive with more complicated specifications and larger capacity than that shown in FIG. 1a.

For example, even if the weight of the locomotive as a whole increases, in order to distribute the weight burdened on the track 12, a
This figure shows a case in which a 6-axle locomotive is constructed by providing three axle bogies.

In this case, the underframe has an intermediate truck 1 installed near the center.
It becomes necessary to provide an intermediate support beam 14 that maintains a predetermined relative relationship between the underframe and the underframe, and the structure and dimensions of the entire underframe are different from those of the four-axle locomotive described above as shown in Figure 1a. This becomes clear when comparing with b.

On the other hand, regarding the structure constructed on the upper part of the underframe, the length of the machine room is t3 depending on the size, quantity, shape, etc. of the internal tower-mounted equipment.
It is quite conceivable that t2 is different from t2 of the four-axle locomotive.

Therefore, it is well recognized that even if the dimension t1 of the cab can be set as tl in common for both types of locomotives, the total length L2 of the locomotive will be different from the above-mentioned L1.

According to many conventional embodiments, the tl often differs, and in particular, the required dimensions of the throat machine room are almost the same. A wide variety of dimensions have been selected.

Therefore, the total length inevitably has to be so diverse that it can be said that there are almost no identical lengths, such as Ll, L2, and so on.

In the new design concept provided by the present invention, the idea was to separate the vehicle body into two parts, the underframe and the body, and further separate each into both ends and a middle part, and analyze the functions of each part. emanate from the beginning.

An embodiment based on this new design concept will be specifically explained using FIG. 2.

Figure 2 is drawn with gaps δ here and there for the purpose of clearly explaining the process of the invention based on the split function analysis based on the above idea, but in the end, these gaps will be in close contact and the car body will be completed. In terms of condition, there are no changes compared to FIG. 1.

FIG. 2a specifically explains the process of the invention based on the split function analysis, taking as an example a four-shaft locomotive having the same design as that in FIG. 1a.

The end frame 15 has the end beam strong enough to withstand all external loads that may be applied from the coupler at the same time as the coupler is installed, and the truck and the end frame in a predetermined relative relationship. and the said pillow beam which is S-connected while maintaining the S-connection.

Therefore, in this embodiment, the dimensions of the end frame are determined by the dimensions of the pillow support, or in other words, the mounting position of the bogie, from the end beam.

When considering this embodiment alone, the intermediate underframe 16 is determined by subtracting twice the dimension of the end underframe from the overall length, which is determined by the reason for setting the length of the structure described later. be understood as such.

In this embodiment, the end structure 17 is divided according to the same concept as the section called the driver's cab, but it is not necessarily limited to this division method.

However, the functions that the driver's cab should have include equipment necessary for driving (not shown), sufficient space for the driver to operate the equipment and other predetermined operations, and Appropriate living conditions must be ensured to allow the employee to engage in work for a specified period of time.

These necessary functions are different in character from the machine room described below, and from a safety environment perspective, it is preferable to separate them spatially from the machine room, so the end structure is synonymous with the driver's cab. This suggests that it is easier to handle the standardization of each classification, which is the ultimate goal.

By the way, as mentioned above, although the end structure is required to have some degree of diversity in terms of content, its function is so limited that it can almost be intended to be fixed in structure and dimensions.

Therefore, in the embodiment of the present invention shown in FIGS.
It has been proposed as a feature of taking dimensions.

When the end structure is classified as a driver's cab, the intermediate structure 18 corresponds to the machine room.

Depending on the multisymmetry of the locomotive's specifications, the machine room is required to have great diversity in terms of the equipment to be installed inside it, their arrangement, and the structure and dimensions of the intermediate structure that encloses them. be.

In the example of the illustrated four-shaft locomotive, Fig. 2 a appears to be set simply by dividing the required length t2 into two, but the six-shaft locomotive shown in Fig. 2 As can be seen from the example of the car, the intermediate structure in the example of the 4-axle locomotive is set so that the intermediate structure of the 6-axle locomotive is completed by using three units in the example of the 6-axle locomotive. ing.

Above, we have divided the locomotive car body into the end underframe, intermediate underframe, end structure, and intermediate structure, outlined the functions each part should have, and compared the end underframe and end structure. He mentioned that despite the diversity of targets and requirements, it is easy to fix the structure and dimensions.

In addition, the intermediate underframe and intermediate structure can be divided appropriately to accommodate the multisymmetry of the locomotive specifications, and the range of adaptation to diversity can be expanded depending on how the basic dimensions of each intermediate structure are set. It was suggested.

This will be further demonstrated by describing the following variant embodiment.

Figure 3 a = h is realized when the end frame is set to 4 m, the end structure is set to 2 m, and two types, 5771 and 4 m, are preset as the intermediate structure 19°19'. It shows the diversity of locomotive bodies.

(In the figure, numbers other than part numbers indicate length in m).

) In the modified embodiment shown here, two types of end underframes, end structures and intermediate structures are set in advance, and the intermediate underframe is set each time to the dimensions that are necessarily determined from the related dimensions. However, it is of course also possible to set any three of the four components, the end frame, the intermediate frame, the end structure, and the intermediate structure, in a fixed manner in advance or after dividing them, and then set them in a fixed manner in advance and combine them. It is.

As mentioned above, it is easy to set the end underframe and the end structure by fixing the required functions to a large extent, and in actual work, it is possible to set several division unit dimensions of the intermediate structure in advance and set the intermediate underframe. The above-mentioned modified embodiment, in which the dimensions are given a degree of freedom and the dimensions are set each time, has many advantages in terms of practicality and workability.

The table below summarizes the variety of locomotive lengths that can be achieved using Figure 3 a = h.

The most noteworthy effect of the present invention is that the structure and dimensions of the four parts, the end underframe, the intermediate underframe, the end structure, and the intermediate structure, can be understood as the optimal structure and dimensions for a single specification locomotive. Rather, the structure and dimensions of the locomotive body that will be desired are estimated in advance based on forecasts of demand and technological development potential, and the desired approximate dimensions are divided into as few types as possible. In selecting the unit dimensions, set unit dimensions that can be configured as many as possible, and other than the dimensions achieved by combining five of the underframes and structures of those units prepared in advance, the overall length of the locomotive car body. By creating a standardization system that does not require the production of new products, the purchaser will benefit from reduced purchase prices, operation and maintenance costs, and the manufacturer will be able to maintain a fixed stock of special sizes of materials, standardize the manufacturing process, and eventually mass produce. The aim is to increase the profit of reducing production costs through the recovery of effects, etc.

[Brief explanation of the drawing]

Figures 1a and 1b are side views showing an example of a conventional car body structure;
Figures 2a and b are side views showing an embodiment of the present invention, Figure 3a
-h is a conceptual diagram showing a modified embodiment of the present invention. Explanation of symbols, 15... End frame, 16...
... Intermediate underframe, 17... End structure, 18...
...Intermediate structure, Ll...Full length.

Claims (1)

[Claims] 1. In a locomotive car body consisting of a car body underframe and a structure installed on this car body underframe, the car body underframe is divided into three parts, an end underframe and an intermediate underframe of equal length, and The body structure is divided into an end body body of equal length and an intermediate body body of two lengths, 4 m and 5 m, and the body frame and body body are combined to form a body of a desired length. A method for manufacturing a locomotive body, characterized by comprising: