JPS6157226B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an eaves sill structure for a commuter passenger car body.

Generally, the eave girders used in railway vehicles vary depending on the manufacturing method of the car body. Figure 1 shows the structure of a typical commuter car body, with 1 being the eave sill and 2 being the side structure. The eave girder 1 is located around the joint between the side structure 2 and the roof structure 3, and constitutes a part of the side structure 2. The side structure structure to which the eave girder is attached can be roughly divided into the following three types depending on the construction method of the vehicle body.

(i) A method consisting of full plate materials and a frame.

(ii) A method consisting of wide extruded sections and plates.

(iii) Structure using special wide extruded sections.

FIGS. 2 to 4 show examples of the three types of structures mentioned above.

Figure 2 shows the cross section a-a' in Figure 1, that is, the cross section of the vehicle body at the center of the window.
A curtain part consisting of a curtain plate 4, a curtain obi 5, both gutters 6, and a window part 7
It also consists of a waist part consisting of a wainscot board 8 and a waist belt 9, an underframe consisting of side beams 10, and long girders 11 of the roof. The method (i) (FIG. 2) utilizes the outer panel over the entire surface of the side structure, and since it is a thin panel, it has the disadvantage that large distortions occur during the manufacturing process and the number of parts increases. Method (ii) (Fig. 3) uses large extruded sections for structurally complex parts such as eave girders, and uses exposed frame members without covering them. It consists of large-sized timbers and outer panels. The method (iii) (Fig. 4) does not use any plate materials for the side structure, and is constructed only from special wide extruded sections.

As described above, the conventional eave girder structure is designed only for the purpose of connecting the side structure and the roof structure and satisfying the original functions of both gutters.

However, in recent years, large-city subway trains overseas are required to be significantly lighter.
The car body structure used here is shaped to fit as closely as possible inside the tunnel in order to make effective use of the interior space, and the side structure is bent compared to a general car body.Based on this out-of-plane deformation, The vertical bending rigidity of the vehicle body decreases. This out-of-plane deformation becomes particularly large around the entrance/exit. Therefore, in order to improve the vertical bending rigidity, it is considered that the rigidity of the door pockets and eave girders around the entrance should be increased. However, in the case of this train, the thickness of the structural upper body, that is, the height of the cross section of the frame, is restricted, so it is necessary to pay more attention to the structure of the eaves girder than to the door pocket. Under these circumstances, unlike conventional structures, it has become necessary for the eaves sill structure of the vehicle body to be a member that is effective in terms of strength and to have an appropriate member shape.

An object of the present invention is to effectively utilize the eaves girders around the entrances and exits, where deformation is particularly large, as a strength member as a means of preventing out-of-plane deformation of the side structure, and to increase the degree of connection between the side structure and the roof structure. The objective is to improve the vertical bending rigidity of the vehicle body and at the same time reduce the weight of the vehicle body.

In the conventional design of the eave girders of passenger cars, as shown in Figures 2 to 4 above, the eave girders were installed simply to connect the side structures and the roof structure, and to place both gutters in this area. It is being However, in the case of car bodies such as commuter car bodies for subways, which require effective use of the interior space and further limit design, theoretical and experimental analyzes have shown that the out-of-plane deformation of the side structures as described above As a result, it has become clear that the vertical bending rigidity of the entire vehicle body is lower than that of conventional vehicle bodies. As a result of theoretical analysis of the vehicle body using the finite element method, it was found that increasing the rigidity of the eave girders, especially around the entrances and exits, would be extremely effective in preventing a decrease in rigidity. Therefore, in the present invention,
By changing the conventional design method for eave girders, effectively using both gutters and long girders as strength members, and optimizing their shape, we have improved car body rigidity and made it possible to manufacture lightweight car bodies. It made it possible.

The method shown in Figure 2 above replaces the outer panels and frame members of the steel car body with light alloy, and the outer panels are used for the entire side structure.This method was used in the early days of light alloy car bodies. There are many.

In addition, the method shown in Figure 3 uses large extruded sections to simplify structurally complex parts such as eave girders, and the advantage of this type of car body is that it can be extremely lightweight. That's true.

Furthermore, the method shown in FIG. 4 has emerged with the recent development of extrusion technology for shaped materials, and the side structure is constructed only from special wide shaped materials.

In this way, the conventional eave girder is configured only for the original function of both gutters and for the purpose of connecting the side structure and the roof structure. However, in recent overseas urban high-speed trains, especially trains for metropolitan subways, as shown in Figure 5, the car body structure is (i) The side structure 2 is significantly bent at the waist compared to a general vehicle body.

(ii) There is a limit to the thickness of the side structure, and the height of the frame cannot be increased.

(iii) There is almost no upper part of the entrance or exit, or the structure becomes straight with the eave girder 3 and curves quickly.

It has the following characteristics. Therefore, the vertical bending rigidity of the vehicle body due to the out-of-plane deformation of this side structure decreases. Figures 6 and 7 show examples of deformation analysis results using the finite element method for vertical loads on a commuter car body with a bent side structure as shown, and show the out-of-plane deformation behavior in each cross section. As a result, the out-of-plane deformation becomes large in the bb' section B and the dd' section D of the opening. Note that C in FIG. 7 represents a cross section taken along line c-c' in FIG. 6, and E represents a cross-section taken along line ee' in FIG.

In order to improve the vertical bending rigidity of the vehicle body and to reduce its weight, one of the major challenges is to ensure that the rigidity of the door pockets and eaves beams around the entrance is appropriate. By the way, the vertical bending rigidity of the car body is controlled by the in-plane rigidity of the side structures, but in a general commuter type car body with flat side structures as shown in Fig. 1, the stiffness of the car body around the entrance is:
Controlled by the rigidity of the side beams 10 of the underframe, the curtains of the side structures, and the eaves beams 1, the in-plane rigidity of the vehicle body is slightly reduced in these parts. However, in the case of such a car body, if the in-plane rigidity of general parts such as windows other than the area around the entrance is sufficiently high, and if the in-plane rigidity of the curtain above the entrance can be expected, the flow of the load around the entrance is It is relatively smooth, and the rigidity of the car body does not drop significantly in this area. However, as shown in Fig. 5, in a car body with bent side structures, the in-plane rigidity in areas other than the area around the entrance is generally reduced, and the curtain above the entrance has almost no rigidity, so the rigidity at the entrance is , the car body rigidity decreases at an accelerating rate.

In order to improve the rigidity of such a car body,
Increasing the rigidity of the door pocket 12 is considered to be a shortcut.
However, as mentioned above, in the case of this car body, the height of the frame of the door pocket is limited, so the rigidity of the door pocket cannot be expected. Therefore, in the present invention, attention is paid to the effective use of eave girders as strength members, and first of all, we aim to utilize rain gutter members, which have not been considered important as strength members in the past.

In order to satisfy only the original functional purpose, rain gutters have conventionally been constructed with an open cross section as shown in FIGS. 2 to 4. However, the sixth
As shown in Fig. 7, in order to minimize the out-of-plane displacement of the car body and improve the rigidity of the entire car body, the position of the eave girder 1 and the underframe 10 should be regarded as one fulcrum, so that the It has to be expensive. Therefore, as shown in FIG. 8, the rain gutter member 6 is made into a box-shaped structure (see FIG. 10) between the doorstop pillars 13 (between the door pockets 12) around the entrance where the out-of-plane deformation is particularly large. Bending rigidity and torsional rigidity can be significantly improved. Now, 1
As an example, the dimensions A x B of the rain gutter member are shown in Fig. 9.
mm), the bending stiffness and torsional stiffness are increased by 2.9 times and 284 times, respectively, compared to the open cross-sectional structure. Furthermore, both ends of the eave girder 1, that is, the rain gutter 6 and the long girder 11, are connected with the face plate 14 as shown in the shaded area in FIG. 10 and in FIG. By forming a box shape, the structure significantly increases the rigidity of the entire eave girder.

By adopting such a structure, the degree of connection between the side structures 2 and the roof structure 3 is improved, and the roof members can be used effectively. As a result, the load around the entrance is not limited to the underframe as shown in Figure 10.
It flows smoothly through the eaves sill 1, making it possible to effectively utilize the roof structure, which conventionally did not contribute much to the rigidity of the vehicle body, thereby increasing the rigidity of the vehicle body and making it possible to reduce the weight of the vehicle body. effective.

In short, the present invention relates to the eave girder structure of a vehicle body having a bent side structure, unlike a general vehicle body with a flat side structure. This eave girder structure, which makes efficient use of the structure, was devised based on the results of theoretical analysis. Therefore, in the present invention, the eave girder members and roof structure, which conventionally did not contribute effectively to the overall rigidity of the vehicle body, are actively utilized, and the load flow around the entrance and exit, which was a large discontinuous structural part in the side structure, is improved. This made it possible to make the car body smoother and increase the rigidity of the car body, making it possible to manufacture a lightweight car body.

[Brief explanation of the drawing]

Figure 1 is a partial perspective view showing the structure of a typical commuter train body, Figure 2 is a sectional view taken along line a-a' in Figure 1,
Figures 3 and 4 are partial sectional views showing other examples of conventional car bodies, Figure 5 is a partial perspective view showing the structure of a subway commuter type car body, and Figure 6 is a bent side structure. Figure 7 is a side view of the commuter type vehicle body having
-b', c-c', d-d', ee-e' cross-sectional views; Figure 8 is a cross-sectional view of a rain gutter with an eave girder structure according to the present invention; Figure 9 is a calculation of the rigidity of members. Explanatory drawing, FIG. 10 is a perspective view showing one embodiment of the eave girder structure of the present invention,
FIG. 1 is a sectional view taken along the line ff' in FIG. 10. 1... Eave girder, 2... Side structure, 3... Roof structure, 4... Curtain board, 5... Curtain band, 6... Rain gutter, 8... Waist part, 11... Long girder, 12... Door pocket, 13... Door stop pillar, 14 ...face plate.

Claims (1)

[Claims] 1. A rain gutter member and a long girder provided parallel to each other are connected by a face plate between the door pockets around the entrance/exit opening of the side structure, which is the main strength member, to form a box shape. Characteristic eave girder structure of railway vehicles. 2. An eave girder structure for a railway vehicle according to claim 1, in which the rain gutter member is formed into a box shape.