JPH078646B2 - Railway vehicle body structure - Google Patents
Railway vehicle body structureInfo
- Publication number
- JPH078646B2 JPH078646B2 JP60076493A JP7649385A JPH078646B2 JP H078646 B2 JPH078646 B2 JP H078646B2 JP 60076493 A JP60076493 A JP 60076493A JP 7649385 A JP7649385 A JP 7649385A JP H078646 B2 JPH078646 B2 JP H078646B2
- Authority
- JP
- Japan
- Prior art keywords
- vehicle body
- cab
- body structure
- plate
- outer plate
- 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
- Forging (AREA)
- Body Structure For Vehicles (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車体構造に係り、特にけん引力を発
生および伝達する鉄道車両用車体構造に関する。Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle body structure for a railway vehicle, and more particularly to a vehicle body structure for a railway vehicle that generates and transmits a traction force.
近時、単位列車当たりの輸送量を増加して総運行回数を
減少し、列車の運行効率を良好とすべく、機関車の重連
によつてけん引力を増大可能とする輸送方法が採用され
ている。このような輸送方法においては、機関車の連結
器に大きな連結荷重が作用し、車体には従来考えられな
かつたような大きな曲げモーメントが作用する。またこ
のような輸送量の増加のためには機関車そのものの出力
も高くしてけん引力を増大可能とすることも必要であ
る。ここで機関車の車体に要求されることとして、大き
な曲げモーメントに耐えて、かつ限られた機関車重量の
中からより多くの重量を出力を高める機器へ分配できる
よう軽量化のおこなうことである。Recently, in order to increase the amount of transportation per unit train, reduce the total number of times of operation, and improve train operation efficiency, a transportation method that can increase traction force by locomotive locomotives has been adopted. ing. In such a transportation method, a large coupling load acts on the coupler of the locomotive, and a large bending moment acts on the vehicle body as never before considered. In addition, in order to increase the transportation amount, it is necessary to increase the output of the locomotive itself and increase the traction force. What is required of the locomotive body here is to reduce the weight so as to withstand a large bending moment and distribute more weight from the limited locomotive weight to equipment that enhances the output. .
ところで、従来の鉄道車両用車体は、第４図に示すよう
に、車体側構１なる構造とされ、車体側構１の両端側に
は側入口２および窓４、連結器３が備えられている。こ
の車体側構１は、第５図に示すように、外板５と柱６な
どの補強部材とから構成されている。車体の両端には運
転室７が配置されており、外板５はこの運転室７の側面
および正面にも張られ、これら運転室７のまわりの外板
５の板厚および材質は車体中央部分の外板５と同じもの
が使われているのが普通である。一方、前述のように大
きな連結器荷重による曲げモーメントの作用により発生
する応力の分布は、第６図の高応力部の等高線９の例に
示されるように、運転室７の部分に設けられた側入口２
や窓４のまわりに集中している。したがつて、従来の鉄
道車両用車体において、大きな曲げモーメントに耐える
車体を作るには、第一の方法として外板５の板厚を増し
て車体の剛性をあげて発生する応力レベルをさげるか、
第二の方法として外板５の材質をより強度の高いものに
して高い応力に耐えるものとするか、第三の方法として
運転室７のまわりに位置する柱８を強固なものとして、
運転室７のまわりの応力レベルを減少させるかの方法が
あつた。By the way, as shown in FIG. 4, a conventional vehicle body for a railroad vehicle has a structure of a vehicle body side structure 1, and a side entrance 2 and a window 4 and a coupler 3 are provided at both ends of the vehicle body side structure 1. There is. As shown in FIG. 5, the vehicle body side structure 1 is composed of an outer plate 5 and a reinforcing member such as a pillar 6. A driver's cab 7 is arranged at both ends of the vehicle body, and an outer panel 5 is stretched on the side surface and the front of the operator's cab 7. The thickness and material of the outer panel 5 around the operator's cab 7 are the central portion of the vehicle body. It is common to use the same as the outer skin 5 of. On the other hand, as described above, the distribution of the stress generated by the action of the bending moment due to the large coupler load is provided in the cab 7 as shown in the example of the contour line 9 of the high stress portion in FIG. Side entrance 2
And around the windows 4. Therefore, in order to make a conventional railcar body that can withstand a large bending moment, the first method is to increase the thickness of the outer panel 5 to increase the rigidity of the vehicle body and reduce the stress level generated. ,
As the second method, the material of the outer plate 5 should be made stronger so as to withstand high stress, or as the third method, the pillars 8 located around the cab 7 should be made strong.
There is a way to reduce the stress level around the cab 7.
まず第一の板厚を増して剛性をあげる方法においては、
車体全体を覆う外板５の面積が大きく、大巾な車体重量
の増加を伴うもので、軽量化をおこなうことが困難であ
る。次に第二の外板５の材質をより強度の高いものにす
る方法においては、一般的に強度が高くなると部材の価
格もあがり、かつ溶接や折り曲げなどの加工の難度が増
すなどの欠点があり、このような材質を広い面積に使用
することは製造費の面から有利ではない。また第三の運
転室７のまわりの柱８を強固なものとする方法において
は、運転室７の内部の居住性を保ちつつ強固なものとす
る必要があり、おのずから限界がある。さらに、この運
転室７の側面に発生する荷重のモードはいわゆる外板５
に作用するせん断ひずみ形であり、垂直または水平に配
置する方式の柱やけたでは十分な補強をおこなうことが
困難であるというような問題がある。（特開昭56−8265
9号公報） 〔発明の目的〕 本発明は上述の点に鑑みてなされたもので、その目的と
するところは構造や組立作業が簡単で、重量を大巾に増
加させることなく大きな曲げモーメントを負担すること
ができる鉄道車両用車体構造を提供することにある。First, in the method of increasing the rigidity by increasing the first plate thickness,
Since the area of the outer plate 5 covering the entire vehicle body is large and the weight of the vehicle body is greatly increased, it is difficult to reduce the weight. Next, in the method of increasing the strength of the material of the second outer plate 5, generally, the higher the strength, the higher the cost of the member, and the drawbacks such that the difficulty of processing such as welding and bending increases. However, it is not advantageous to use such a material in a large area in terms of manufacturing cost. Further, in the method of strengthening the pillar 8 around the third operator's cab 7, it is necessary to make it strong while maintaining the habitability inside the operator's cab 7, which is naturally limited. Further, the mode of the load generated on the side surface of the cab 7 is the so-called outer plate 5
It is a shear strain type that acts on, and there is a problem that it is difficult to perform sufficient reinforcement with columns and girders that are arranged vertically or horizontally. (JP-A-56-8265
(Gazette No. 9) [Object of the Invention] The present invention has been made in view of the above-mentioned points, and its object is to simplify the structure and assembly work, and to apply a large bending moment without significantly increasing the weight. An object of the present invention is to provide a body structure for a railway vehicle that can bear the burden.
上記目的を達成するために本発明は、進行方向に沿って
長く形成され、柱や外板を有する車体側構を備えた鉄道
車両用車体構造において、前記外板を平滑な板材を接続
して一重に形成すると共に、前記外板のうち前記進行方
向端部の外板を一重の状態でその全高に亘って他の部分
の外板よりも高剛性に形成したのである。In order to achieve the above object, the present invention is a vehicle body structure for a railway vehicle, which is formed long along the traveling direction and has a vehicle body side structure having columns and outer plates, wherein the outer plates are connected to a smooth plate member. In addition to being formed in a single layer, the outer plate at the end in the traveling direction of the outer plate is formed in a single state with higher rigidity than the outer plates of the other portions over the entire height.
以下、本発明の実施例を第１図及び第２図を参照して説
明する。An embodiment of the present invention will be described below with reference to FIGS. 1 and 2.
車体側構１を構成する外板５を厚板外板5Aと薄板外板5B
の２種類とし、厚板外板5Aにより運転室７のまわりをそ
の全高に亘って、また薄板外板5Bによりそれ以外の部分
を形成したものである。これら厚板外板A5と薄板外板5B
とは夫々平滑な板材であり、これらを第２図に示すよう
に接続して、一重の外板５に形成したのである。また、
これら厚板外板5Aと薄板外板5Bとを支持する柱6,8は従
来の配置と同じである。このように構成することによ
り、運転室７のまわりに形成した側入口２および窓４の
まわりに発生する応力レベルを外板5Aの厚板により下げ
ることができると同時に、板そのものの剛性が増加する
ので、この部分の柱８などを簡単化（設置本数の削減，
小断面柱など）できる効果がある。また、連結器３に両
側から荷重Ｗを加えた場合に前記運転室７のまわりに作
用する荷重モードは第３図に示すように、せん断ひずみ
形10であるので、本実施例のようにこの部分の外板5Aの
板厚を増加させてせん断荷重を負荷させることは、柱８
などの補強部材を強化するよりも合理的な構造である。The outer plate 5 constituting the vehicle body side structure 1 is a thick plate outer plate 5A and a thin plate outer plate 5B.
The thick plate outer plate 5A forms the entire area around the cab 7 and the thin plate outer plate 5B forms the other portion. These thick plate outer plates A5 and thin plate outer plates 5B
Are respectively smooth plate members, and these are connected as shown in FIG. 2 to form a single outer plate 5. Also,
The columns 6 and 8 supporting the thick plate outer plate 5A and the thin plate outer plate 5B are the same as in the conventional arrangement. With this structure, the stress level generated around the side inlet 2 and the window 4 formed around the operator's cab 7 can be reduced by the thick plate of the outer plate 5A, and at the same time, the rigidity of the plate itself is increased. Therefore, the pillars 8 in this part are simplified (reduction of the number of installations,
Small cross-section pillar etc.) Further, when the load W is applied to the coupler 3 from both sides, the load mode acting around the cab 7 is the shear strain type 10 as shown in FIG. To increase the plate thickness of the outer skin 5A of the part and to apply the shear load,
It is a more rational structure than strengthening such reinforcing members.
本発明の他の実施例として、第２図の外板5Aに相当する
部分を強度の高い部材でおきかえて、第６図に示すよう
に発生する応力レベルに応じた強度を持つ材質におきか
える構造としてもよい。この実施例によると車体重量を
全く増加させずに、例えば強度が２倍の材質を使うと２
倍の荷重にまで耐える車体を得ることができる。As another embodiment of the present invention, a structure in which the portion corresponding to the outer plate 5A in FIG. 2 is replaced with a member having high strength, and a material having strength corresponding to the stress level generated as shown in FIG. 6 is replaced. May be According to this embodiment, the weight of the vehicle body is not increased at all, and if the material having the double strength is used,
It is possible to obtain a vehicle body that can endure double the load.
またこの運転室７の側面の剛性または強度をあげること
は、万一衝突などの事故の場合に運転室の受けるダメー
ジを減少せしめる運転手の安全のためにプラスとなる効
果もある。Increasing the rigidity or strength of the side surface of the driver's cab 7 also has a positive effect on the safety of the driver, which reduces the damage to the driver's cab in the event of an accident such as a collision.
以上説明したように本発明は鉄道車両用車体構造におい
て、車体側構の外板を板材を接続して一重に形成し、こ
の一重の外板のうち進行方向端部の外板を、一重の状態
で他の部分の外板よりも高剛性に形成したことにより、
構造や組立作業が簡単で重量を大巾に増加させることな
く大きな曲げモーメントを負担することがきる鉄道車両
用車体構造を得ることがきる。INDUSTRIAL APPLICABILITY As described above, in the vehicle body structure for a railway vehicle according to the present invention, the outer plate of the vehicle body side structure is formed into a single layer by connecting the plate members, and the outer plate at the end portion in the traveling direction of the single outer plate is a single layer. By forming it with higher rigidity than the outer plates of other parts in the state,
It is possible to obtain a vehicle body structure for a railway vehicle that is simple in structure and assembly work and can bear a large bending moment without significantly increasing the weight.
第１図は本発明に係る鉄道車両用車体構造を示す側面
図、第２図は第１図のＡ−Ａ線断面図、第３図は、第１
図の車体構造に発生するひずみの傾向を示す側面図、第
４図は一般の鉄道車両用車体を示す側面図、第５図は第
４図のＢ−Ｂ線断面図、第６図は第４図の一般の鉄道車
両用車体の側面に発生する応力の分布を示す側面図であ
る。 １……車体側構、２……側入口、３……連結器、４……
窓、５……外板、６……柱、７……運転室、８……運転
室内の柱、９……等応力線、10……せん断ひずみの様
子。FIG. 1 is a side view showing a vehicle body structure for a railway vehicle according to the present invention, FIG. 2 is a sectional view taken along the line AA of FIG. 1, and FIG.
FIG. 4 is a side view showing a tendency of distortion occurring in the vehicle body structure shown in FIG. 4, FIG. 4 is a side view showing a general railway vehicle body, FIG. 5 is a sectional view taken along the line BB of FIG. 4, and FIG. FIG. 4 is a side view showing a distribution of stress generated on a side surface of the general railroad vehicle body shown in FIG. 4. 1 ... Body side structure, 2 ... Side entrance, 3 ... Coupler, 4 ...
Window, 5 ... Outer panel, 6 ... Pillar, 7 ... Operator's cab, 8 ... Cylinder in the cab, 9 ... Equistress line, 10 ... Shear strain.
Claims (3)
を有する車体側構を備えた鉄道車両用車体構造におい
て、前記外板を平滑な板材を接続して一重に形成すると
共に、前記外板のうち前記進行方向端部の外板を一重の
状態でその全高に亘って他の部分の外板よりも高剛性に
形成したことを特徴とする鉄道車両用車体構造。1. A vehicle body structure for a railway vehicle, which is long along the traveling direction and has a vehicle body side structure having columns and outer plates, wherein the outer plates are formed in a single layer by connecting smooth plate members, A vehicle body structure for a railway vehicle, characterized in that, of the outer plates, the outer plate at the end in the traveling direction is formed in a single state with higher rigidity than the outer plates of other portions over the entire height thereof.
進行方向端部には運転室が形成されており、この運転室
の外板は他の外板より厚板であることを特徴とする鉄道
車両用車体構造。2. A driver's cab is formed at an end portion in the traveling direction according to claim 1, wherein an outer plate of the operator's cab is thicker than other outer plates. Car body structure for railway vehicles.
進行方向端部には運転室が形成されており、この運転室
の外板は他の外板よりも強度の高い材質であることを特
徴とする鉄道車両用車体構造。3. An operator's cab is formed at an end portion in the traveling direction according to claim 1, and an outer plate of the operator's cab is made of a material having higher strength than other outer plates. A vehicle body structure for railway vehicles.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP60076493A JPH078646B2 (en) | 1985-04-12 | 1985-04-12 | Railway vehicle body structure |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP60076493A JPH078646B2 (en) | 1985-04-12 | 1985-04-12 | Railway vehicle body structure |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS61235261A JPS61235261A (en) | 1986-10-20 |
| JPH078646B2 true JPH078646B2 (en) | 1995-02-01 |
Family
ID=13606744
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP60076493A Expired - Lifetime JPH078646B2 (en) | 1985-04-12 | 1985-04-12 | Railway vehicle body structure |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH078646B2 (en) |
Families Citing this family (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0741828B2 (en) * | 1988-06-13 | 1995-05-10 | 株式会社日立製作所 | Railway car body |
| JPH0364866U (en) * | 1989-10-31 | 1991-06-25 | ||
| JP4947944B2 (en) * | 2005-09-27 | 2012-06-06 | 東急車輛製造株式会社 | Railway vehicle structure |
| JP4662837B2 (en) * | 2005-10-26 | 2011-03-30 | 東急車輛製造株式会社 | Articulated railcar structure |
| JP4854715B2 (en) * | 2008-08-19 | 2012-01-18 | 川崎重工業株式会社 | Railcar side structure |
| JP2012183841A (en) * | 2011-03-03 | 2012-09-27 | Hitachi Ltd | Railway car structure |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS58104764A (en) * | 1981-12-17 | 1983-06-22 | Bunzo Sekiguchi | Dot matrix printer |
| JPS5929355U (en) * | 1982-08-19 | 1984-02-23 | 富士重工業株式会社 | car body frame |
-
1985
- 1985-04-12 JP JP60076493A patent/JPH078646B2/en not_active Expired - Lifetime
Also Published As
| Publication number | Publication date |
|---|---|
| JPS61235261A (en) | 1986-10-20 |
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