JPH0356232B2 - - Google Patents
Info
- Publication number
- JPH0356232B2 JPH0356232B2 JP59052121A JP5212184A JPH0356232B2 JP H0356232 B2 JPH0356232 B2 JP H0356232B2 JP 59052121 A JP59052121 A JP 59052121A JP 5212184 A JP5212184 A JP 5212184A JP H0356232 B2 JPH0356232 B2 JP H0356232B2
- Authority
- JP
- Japan
- Prior art keywords
- cross beam
- bogie
- diameter
- side beams
- bogie frame
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
Landscapes
- Body Structure For Vehicles (AREA)
- Rod-Shaped Construction Members (AREA)
Description
【発明の詳細な説明】
〔発明の利用分野〕
本発明は、鉄道車両用台車枠に係り、特に側梁
に横梁を貫通させて配置したものに好適な鉄道車
両用台車枠に関するものである。DETAILED DESCRIPTION OF THE INVENTION [Field of Application of the Invention] The present invention relates to a bogie frame for a railroad vehicle, and particularly to a bogie frame for a railroad vehicle that is suitable for one in which a side beam is disposed with a cross beam passing through the side beam.
側梁に横ばりを貫通させて結合することにより
構成される従来の鉄道車両用台車枠（以下単に台
車枠という）としては、例えば特公昭57−30703
号公報に示される構造のものが知られている。こ
の台車枠の構成について、第１図ないし第４図に
よつて説明する。第１図は前記従来の台車枠の正
面図、第２図は第１図Ａ−Ａ部断面図、第３図は
第１図Ｂ−Ｂ部断面図、第４図は第３図のＣ部拡
大断面図である。同図において、１は矩形断面を
有した側梁、２は鋼管製の横梁で、前記側梁１に
貫通穴を設け該貫通穴に前記横梁２を貫通配置
し、、溶接部３によつて結合される。４は前記溶
接部３の裏面に配置される裏当金である。台車枠
を構成する場合には、まず、前記側梁１および横
梁２を個々に製作する。そして、第１図に示すよ
うに側梁１を両側に平行に配置し、該側梁１間に
横梁２を側梁１に対して直角に配置してこれを溶
接によつて結合する。ところで、横梁２が前述の
ように鋼管製の場合、第３図に示すように該横梁
２は側梁１の台車中央寄りの側面１ａから反対側
すなわち台車外側寄りの側面１ｂへ貫通してお
り、前記側面１ａ，１ｂにおいてそれぞれ裏当金
４を配置するなどして溶接部３を形成し、該溶接
部３における十分な溶込みが行なわれるように
種々配慮して結合されていた。
A conventional railway vehicle bogie frame (hereinafter simply referred to as a bogie frame) constructed by passing a horizontal beam through the side beams and joining them is, for example, the Japanese Patent Publication No. 57-30703.
The structure shown in the above publication is known. The structure of this truck frame will be explained with reference to FIGS. 1 to 4. Fig. 1 is a front view of the conventional bogie frame, Fig. 2 is a sectional view taken along the line AA in Fig. 1, Fig. 3 is a sectional view taken along the line B-B in Fig. 1, and Fig. 4 is a sectional view taken along the line C in Fig. 3. FIG. In the figure, 1 is a side beam with a rectangular cross section, 2 is a cross beam made of steel pipe, a through hole is provided in the side beam 1, and the cross beam 2 is inserted through the through hole. be combined. Reference numeral 4 represents a backing metal placed on the back surface of the welded portion 3. When constructing a bogie frame, first, the side beams 1 and the cross beams 2 are manufactured individually. Then, as shown in FIG. 1, the side beams 1 are arranged parallel to each other on both sides, and the cross beams 2 are arranged between the side beams 1 at right angles to the side beams 1 and connected by welding. By the way, when the cross beam 2 is made of steel pipe as described above, the cross beam 2 penetrates from the side surface 1a of the side beam 1 closer to the center of the bogie to the opposite side, that is, the side surface 1b closer to the outside of the bogie, as shown in FIG. Welded portions 3 are formed by placing backing metals 4 on each of the side surfaces 1a and 1b, and the welded portions 3 are joined with various considerations to ensure sufficient penetration.
このような構成において、該台車枠に上下方
向、左右および前後方向荷重が作用すると、側梁
１にねじり荷重や曲げ荷重が作用し、これらの荷
重によつて前記側梁１と横梁２との接合部におい
ては、側梁１の側面１ａあるいは横梁２の端部２
ａ近傍に強度上問題となるような大きな応力が発
生しやすい。そこで、前記横梁２を外形寸法の大
きいものとし、公称応力の低下を図ることが考え
られるが、台車においては該横梁に機器を取付け
たり、あるいはその他の機器配置の関係から横梁
の外形を大きくできない。また、側梁１の側面１
ａと横梁２の結合部における溶接部３は、第４図
中２点鎖線で示すように多量の肉盛溶接を行なつ
た後、グラインダなどによつて表面を滑らかに仕
上げて形状的な応力集中を緩和するための適度な
曲率半径；Ｒの曲面を形成していた。したがつ
て、側梁１と横梁２との溶接結合ならびに該結合
部の表面仕上げに多くの作業時間を必要とする欠
点があつた。 In such a configuration, when vertical, horizontal, and longitudinal loads act on the bogie frame, torsional loads and bending loads act on the side beams 1, and these loads cause the side beams 1 and 2 to At the joint, the side surface 1a of the side beam 1 or the end 2 of the cross beam 2
A large stress that causes strength problems is likely to occur near a. Therefore, it is conceivable to reduce the nominal stress by making the cross beam 2 larger in external dimension, but in the case of a bogie, it is not possible to increase the external size of the cross beam due to the installation of equipment on the cross beam or other equipment arrangement. . Also, the side surface 1 of the side beam 1
The welded part 3 at the joint part between a and the cross beam 2 is made by performing a large amount of overlay welding as shown by the two-dot chain line in FIG. It formed a curved surface with an appropriate radius of curvature to alleviate concentration. Therefore, there is a drawback that a lot of work time is required for welding the side beam 1 and the cross beam 2 and for finishing the surface of the joint.
本発明の目的とするところは、横梁全体の径を
大きくすることなく、該横梁と側梁との結合部に
おける強度向上を図ることができる鉄道車両用台
車枠を提供することにある。
SUMMARY OF THE INVENTION An object of the present invention is to provide a bogie frame for a railway vehicle that can improve the strength of the joint between the cross beam and the side beam without increasing the overall diameter of the cross beam.
本発明は、台車の両側位置にそれぞれ設置され
る側梁と、該側梁間に台車幅方向に配置され各端
部を前記側はりに貫通させて結合される横梁とか
ら成る鉄道車両用台車枠において、前記側梁の少
なくとも側梁への貫通部分の径を塑性加工により
該横梁中央部よりも大きくし、かつ、前記貫通部
分に連なる拡張部を徐々に径が変化するように形
成するとともに該貫通部分および拡張部の板厚を
横梁中央部とほぼ同一に形成したことを特徴とす
るものである。
The present invention provides a bogie frame for a railway vehicle that includes side beams installed at both sides of a bogie, and cross beams arranged in the width direction of the bogie between the side beams and coupled to each other by passing each end through the side beams. The diameter of at least the part of the side beam that penetrates the side beam is made larger than the center part of the side beam by plastic working, and the extended part that continues to the penetrated part is formed so that the diameter gradually changes. It is characterized in that the plate thickness of the penetrating portion and the expansion portion is approximately the same as that of the central portion of the cross beam.
以下、本発明の一実施例を第５図ないし第８図
によつて説明する。第５図は本発明による台車枠
の一実施例を示す平面図、第６図は第５図のＤ−
Ｄ部断面図、第７図は第５図のＥ−Ｅ部断面図、
第８図は第７図のＦ部拡大断面図である。同図に
おいて、前記従来例と同一符号は同一部材を示す
ものである。５は管状に形成された鋼製の横梁
で、その両端５ａは側梁１に貫通して結合され
る。該横梁５の端部５ａすなわち側梁１の幅寸法
に対応した範囲の貫通部分は、治具と液圧あるい
はゴムを用いたバルジ加工等の塑性加工によつて
拡張され、長手方向中央部分よりも径が大きくな
るように形成されている。また、前記貫通部分に
連なる拡張部分は、径が徐々に変化しておりちよ
うどテーパ状に形成されている。なお、側梁１の
前記横梁５を挿入する穴の径は、従来のものに比
べて該横梁５の端部５ａの外形寸法に合わせて大
きなものとなつている。また、前記横梁５の端部
５ａの加工時においては、該加工部に座屈を生じ
ない程度に軸力を内圧と同期させながら作用さ
せ、肉厚減少がほとんど生じないように行なう。
An embodiment of the present invention will be described below with reference to FIGS. 5 to 8. FIG. 5 is a plan view showing an embodiment of the bogie frame according to the present invention, and FIG.
7 is a sectional view of section D, and FIG. 7 is a sectional view of section E-E in FIG. 5.
FIG. 8 is an enlarged sectional view of section F in FIG. 7. In the figure, the same reference numerals as in the conventional example indicate the same members. Reference numeral 5 denotes a steel cross beam formed into a tubular shape, and both ends 5a thereof are coupled to the side beam 1 by passing through the cross beam. The end portion 5a of the cross beam 5, that is, the penetrating portion in the range corresponding to the width dimension of the side beam 1, is expanded by plastic processing such as bulge processing using a jig and hydraulic pressure or rubber, and is expanded from the central portion in the longitudinal direction. It is also formed to have a larger diameter. Further, the expanded portion connected to the penetrating portion has a diameter that gradually changes and is formed in a tapered shape. The diameter of the hole in the side beam 1 into which the cross beam 5 is inserted is larger than that of the conventional hole in accordance with the external dimension of the end 5a of the cross beam 5. Further, when processing the end portion 5a of the cross beam 5, an axial force is applied to the processed portion in synchronization with the internal pressure to an extent that buckling does not occur, and the process is carried out so that almost no reduction in wall thickness occurs.
前記横梁５の端部５ａの加工状況について、液
圧を用いて成形を行なう場合の例を詳細に説明す
る。具体的には、液圧を用いて成形する場合、前
記横梁５となるパイプを治具すなわち内面が前記
端部５ａの外周形状をなした型の中に配置する。
そして、前記パイプの両端部分にシール材を介し
て蓋部材を配置し、一方の該蓋部材を貫通して該
パイプ内に液圧を供給するとともに該パイプ自体
にその軸方向に軸力を作用させる。すなわち、第
９図に示したように、最初にパイプ内に付加する
液圧をシールするため初期軸圧縮荷重P0を付加
する。次に成形に用いる液圧Pfが横梁５となるパ
イプの降伏圧力Py（Py＝σy・t0／Ri，σy：降伏応
力、t0：肉厚、R1：内半径）の1.2倍になるまで、
液圧Pfと軸圧縮荷重Ｐを同期させて付加する。こ
の場合、液圧Pfと軸圧縮荷重Ｐは式(1)で示すよう
な関係で同期させる。その後、液圧Pfと軸圧縮荷
重Ｐは最終成形圧力Peになるまで、液圧の反力
に対応させて軸圧縮荷重を増加させる。 Regarding the processing situation of the end portion 5a of the cross beam 5, an example in which forming is performed using hydraulic pressure will be described in detail. Specifically, when molding is performed using hydraulic pressure, the pipe serving as the cross beam 5 is placed in a jig, that is, a mold whose inner surface has the outer peripheral shape of the end portion 5a.
Lid members are arranged at both ends of the pipe via a sealing material, and hydraulic pressure is supplied into the pipe through one of the lid members, and an axial force is applied to the pipe itself in its axial direction. let That is, as shown in FIG. 9, an initial axial compressive load P 0 is applied to seal the hydraulic pressure applied inside the pipe. Next, the hydraulic pressure P f used for forming is the yield pressure P y of the pipe that becomes the cross beam 5 (P y = σ y・t 0 /R i , σ y : yield stress, t 0 : wall thickness, R 1 : inner radius ) until it becomes 1.2 times
Add the hydraulic pressure P f and the axial compression load P in synchronization. In this case, the hydraulic pressure P f and the axial compression load P are synchronized according to the relationship shown in equation (1). Thereafter, the axial compression load is increased in response to the reaction force of the hydraulic pressure until the hydraulic pressure P f and the axial compression load P reach the final molding pressure P e .
ｍ＝σz／σe＝（Ｐ−pf・A0）／Ａ／pf・Ri／t0……
(1)
ここで、
Ri＝横梁５となるパイプの内半径（mm）
A0： 〃 断面積（mm2）
t0： 〃 肉 圧（mm）
このようにパイプ内面に液圧を付加し、かつ、
該液圧付加に同期させて軸力を付加することによ
り、該パイプの板厚減少を５％前後に抑えて成形
が行える。 m=σ z /σ e =(P-p f・A 0 )/A/p f・R i /t 0 ...
(1) Here, R i = Inner radius of the pipe that will become the cross beam 5 (mm) A 0 : 〃 Cross-sectional area (mm 2 ) t 0 : 〃 Wall pressure (mm) In this way, hydraulic pressure is applied to the inner surface of the pipe. ,and,
By applying an axial force in synchronization with the application of the hydraulic pressure, the pipe can be formed with a reduction in thickness of about 5%.
前述のように側梁１および横梁５を個々に製作
した後、第５図および第６図に示すような位置関
係で配置し、第７図に示すように横梁５の端部５
ａを側梁１の側面１ａおよび側面１ｂに貫通さ
せ、裏当金４を用いて溶接して溶接部３を形成す
ることによつて結合する。前記溶接部３は、グラ
インダなどにより表面を滑らかに仕上げるととも
に、所定の曲率半径：Ｒに形成する。 After manufacturing the side beam 1 and the cross beam 5 individually as described above, they are arranged in the positional relationship shown in FIGS. 5 and 6, and the end portion 5 of the cross beam 5 is
a is passed through the side surface 1a and the side surface 1b of the side beam 1 and welded using the backing metal 4 to form a welded portion 3, thereby connecting the welded portion 3. The surface of the welded portion 3 is smoothed using a grinder or the like, and is formed to have a predetermined radius of curvature R.
このような構成によれば、、横梁５はその端部
５ａを含めて板厚がほぼ同一であり、かつ、該端
部５ａの径が大きいため、側梁１への結合部分す
なわち貫通部の強度および剛性が向上している。
また、前記貫通部の全周について側梁１へ溶接接
合するため、該接合部分が従来の横梁よりもその
軸中心より外側に位置し、かつ、長くなるため、
溶接部３に作用する応力を低下させることができ
る。したがつて、横梁５自体の強度および剛性が
向上し接合部の応力が低下することから、該横梁
５と側梁１との接合部分の強度向上が図れる。こ
のことによつて、溶接部３の肉盛量の低減および
曲面形成作業の簡易化が図れ、軽量化および工数
低減が図れるものである。また、横梁５は端部５
ａを除く長手方向中央部分の径を従来のものと同
様なものにできるため、各種機器の設置に際して
不具合が生じることがない。端部５ａの径を大き
くすることによつて側梁１への接合部分が該側梁
１の上面および下面に接近することになるため、
側梁１における上面および下面の面内剛性が該台
車枠に作用する左右および前後荷重に対して寄与
することになり、従来側はりに設けていた内部の
補強を低減することができる。 According to such a configuration, the thickness of the cross beam 5 including the end portion 5a is almost the same, and the diameter of the end portion 5a is large, so that the connecting portion to the side beam 1, that is, the penetrating portion. Improved strength and stiffness.
In addition, since the entire circumference of the penetration part is welded to the side beam 1, the joint part is located outside of the axial center and longer than the conventional cross beam, so
The stress acting on the welded portion 3 can be reduced. Therefore, the strength and rigidity of the cross beam 5 itself is improved and the stress at the joint is reduced, so that the strength of the joint between the cross beam 5 and the side beam 1 can be improved. This makes it possible to reduce the amount of overlay of the welded portion 3 and to simplify the work of forming a curved surface, thereby reducing weight and man-hours. In addition, the cross beam 5 has an end portion 5
Since the diameter of the central portion in the longitudinal direction, excluding a, can be made the same as that of the conventional one, there will be no problem when installing various devices. By increasing the diameter of the end portion 5a, the joint portion to the side beam 1 will be closer to the upper and lower surfaces of the side beam 1.
The in-plane rigidity of the upper and lower surfaces of the side beams 1 contributes to the lateral and longitudinal loads acting on the bogie frame, making it possible to reduce the internal reinforcement conventionally provided in the side beams.
また、横梁５の端部５ａにおける外形拡大部分
すなわち前記拡張部の外面に必然的に形成される
テーパ状の傾斜面を、第８図に示すように溶接部
３に形成される曲面に対応させて形成している。
すなわち、前記傾斜面は前記曲面の曲率半径の接
線方向に形成されている。このことによつて、前
記溶接部３の曲率半径：Ｒを得るために必要な肉
盛量を大幅に低減できるとともに、該肉盛量の低
減に伴つて曲面形成時における作業も大幅に低減
できるものである。 In addition, the enlarged external portion of the end portion 5a of the cross beam 5, that is, the tapered inclined surface inevitably formed on the outer surface of the expanded portion, is made to correspond to the curved surface formed on the welded portion 3, as shown in FIG. It is formed by
That is, the inclined surface is formed in the tangential direction of the radius of curvature of the curved surface. By this, the amount of overlay required to obtain the radius of curvature: R of the welded portion 3 can be significantly reduced, and the work required for forming the curved surface can also be significantly reduced as the amount of overlay is reduced. It is something.
以上説明したように本発明によれば、横梁全体
の径を大きくすることなく、該横梁と側梁との結
合部における強度向上を図ることができる。
As explained above, according to the present invention, it is possible to improve the strength of the joint between the cross beam and the side beam without increasing the diameter of the entire cross beam.
第１図は従来の台車枠を示す平面図、第２図は
第１図のＡ−Ａ部断面図、第３図は第１図のＢ−
Ｂ部断面図、第４図は第３図のＣ部拡大断面図、
第５図は本発明に台車枠の一実施例を示す平面
図、第６図は第５図のＤ−Ｄ部断面図、第７図は
第５図のＥ−Ｅ部断面図、第８図は第７図のＦ部
拡大断面図、第９図は液圧によつて横梁端部を成
形する場合の成形圧力と軸圧縮加重との関係を示
すグラフである。
１…側梁、３…溶接部、４…裏当金、５…横
梁。
Fig. 1 is a plan view showing a conventional bogie frame, Fig. 2 is a sectional view taken along line A-A in Fig. 1, and Fig. 3 is a cross-sectional view taken along line B--
4 is an enlarged sectional view of section C in FIG. 3;
FIG. 5 is a plan view showing one embodiment of the bogie frame according to the present invention, FIG. 6 is a sectional view taken along the line D-D in FIG. 5, FIG. The figure is an enlarged sectional view of section F in FIG. 7, and FIG. 9 is a graph showing the relationship between forming pressure and axial compression load when forming the end portion of the cross beam using hydraulic pressure. 1...Side beam, 3...Welded part, 4...Backing metal, 5...Horizontal beam.
Claims (1)
と、該側梁間に台車幅方向に配置され各端部を前
記側梁に貫通させて結合される横梁とから成る鉄
道車両用台車枠において、前記横梁の少なくとも
側梁への貫通部分の径を塑性加工により該横梁中
央部よりも大きくし、かつ、前記貫通部分に連な
る拡張部を徐々に径が変化するように形成すると
ともに該貫通部分および拡張部の板厚を横梁中央
部とほぼ同一に形成したことを特徴とする鉄道車
両用台車枠。1. A bogie frame for a railway vehicle comprising side beams arranged on both sides of the bogie, and a cross beam arranged in the width direction of the bogie between the side beams and connected to the side beams with each end passing through the side beams, The diameter of the part of the cross beam that penetrates at least the side beam is made larger than the center part of the cross beam by plastic working, and the expanded part connected to the penetrated part is formed so that the diameter gradually changes, and the diameter of the penetrated part and the expanded part are made larger than that of the central part of the cross beam. A bogie frame for a railway vehicle, characterized in that the thickness of the central part of the cross beam is approximately the same as that of the central part of the cross beam.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP5212184A JPS60197460A (en) | 1984-03-21 | 1984-03-21 | Bogie frame for railway vehicles |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP5212184A JPS60197460A (en) | 1984-03-21 | 1984-03-21 | Bogie frame for railway vehicles |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS60197460A JPS60197460A (en) | 1985-10-05 |
| JPH0356232B2 true JPH0356232B2 (en) | 1991-08-27 |
Family
ID=12906039
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP5212184A Granted JPS60197460A (en) | 1984-03-21 | 1984-03-21 | Bogie frame for railway vehicles |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS60197460A (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH07110606B2 (en) * | 1991-04-01 | 1995-11-29 | 住友軽金属工業株式会社 | Bogie frame for superconducting magnetic levitation |
| JPH07110607B2 (en) * | 1991-04-01 | 1995-11-29 | 住友軽金属工業株式会社 | Bogie frame for superconducting magnetically levitated vehicles |
| JP7242518B2 (en) * | 2019-12-16 | 2023-03-20 | 株式会社東芝 | Nondestructive inspection method and nondestructive inspection system |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5442211U (en) * | 1977-08-30 | 1979-03-22 | ||
| JPS57134289A (en) * | 1981-02-12 | 1982-08-19 | Nec Corp | Metallic parts for laser beam welding |
-
1984
- 1984-03-21 JP JP5212184A patent/JPS60197460A/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| JPS60197460A (en) | 1985-10-05 |
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