JP2012081874A - Rolling stock - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a rolling stock that can be constituted in light weight and low cost in comparison with the metal material, while securing high rigidity equivalent to the metal material.SOLUTION: The rolling stock 100 maintains the shape of the rolling stock 100, is formed of a metal frame for raising rigidity (door reinforcement frame 200, upper frame 202, and lower frame 204) and FRP (Fiber Reinforced Plastics) and includes an outer casing structure 102 which constitutes a surface of the outside in the rolling stock 100. When a rolling stock 100 comprises the outer casing structure 102, the outer casing structure 102 is formed by fixing the metal frame to a position of an inner surface, or formed by incorporating the metal frame at a position between an inner surface and an outer surface.

Description

  The present invention relates to a railway vehicle that travels on a predetermined track.

  In recent years, weight reduction of railway vehicles has been promoted for the purpose of reducing the size and weight of the power source for running the railway vehicles and reducing the time spent for acceleration and deceleration. Therefore, steel and stainless steel have conventionally been used for the structures of railway vehicles, but in recent years, light alloys such as aluminum alloys have come to be used.

  However, the light alloy is not high in rigidity compared to steel or the like. Therefore, an eaves member that is arranged in the longitudinal direction of the vehicle body between the side surface (side structure) of the railway vehicle and the roof (roof structure), and a side column that is disposed in the height direction of the vehicle inside the side structure. And the technique which can achieve weight reduction of a vehicle is disclosed, maintaining the rigidity of a vehicle by providing the rafter arrange | positioned in the transversal direction of the vehicle of a roof structure (for example, patent document 1).

  Also disclosed is a technique for improving rigidity by connecting the ends of the existing doors on both sides of the side structure with connecting members extending in the short direction of the vehicle and using the connecting members as suspension bars. (For example, Patent Document 2).

JP-A-9-136646 JP 2010-52511 A

  On the other hand, fiber reinforced plastics (FRP: Fiber Reinforced Plastics, hereinafter simply referred to as FRP), which has high rigidity compared to general plastics and extremely lightweight compared to metal-based materials, have attracted attention in recent years. ing. Since FRP has the property of not corroding in addition to the advantages of high rigidity and light weight, application of FRP to a railway vehicle structure is particularly desired. However, even though FRP is highly rigid, its rigidity is inferior to that of metallic materials. Therefore, it is difficult to obtain the same rigidity as metallic materials even if the structure of a railway vehicle is formed only with FRP. .

  In order to improve the out-of-plane rigidity of the structure, the inventors of the present application have studied a structure in which all structures are formed with FRP sandwich panels and a structure in which FRP stringers (beams) are bonded to the FRP structure. .

  However, the structure in which all the structures are formed by the sandwich panel causes a problem that the cost is increased. Moreover, in the structure which adhere | attaches a stringer to a structure, since the coupling | bonding force of stringers is weak, there exists a problem that sufficient rigidity cannot be ensured.

  In view of such problems, the present invention has an object to provide a railway vehicle that can be configured to be lighter and lower in cost than a metal material while ensuring high rigidity equivalent to that of the metal material. It is said.

  In order to solve the above-described problems, a railway vehicle according to the present invention is an outer casing that is formed of a metal frame for maintaining the shape of a railway vehicle and enhancing rigidity and an FRP and constitutes an outer surface of the railway vehicle. When the outer casing is configured as a railway vehicle, the outer casing is formed by fixing a metal frame at the position of the inner surface, or at a position between the inner surface and the outer surface, It is formed by building in a metal frame.

  The outer casing of the railway vehicle includes a side structure that forms a side surface of the railway vehicle, the side structure further includes a door that opens and closes in a traveling direction of the railway vehicle, and a metal frame is provided on the side structure. A door stiffening frame formed along the outer edge of the door may be included.

  The metal frame of the railway vehicle is provided at an upper portion of the side structure, and an upper frame extending in a traveling direction of the railway vehicle, and a lower frame provided at a lower portion of the side structure and extending in the traveling direction of the railway vehicle. May be included.

  The outer casing of the railway vehicle includes a roof structure that constitutes the upper surface of the vehicle, and the metal frame is provided on the roof structure, extends in the horizontal direction of the roof structure, and is provided on each of the two side structures. A door connection frame for connecting the stiffening frames may be included.

  The FRP may be GFRP.

  According to the railway vehicle of the present invention, it is possible to achieve a light weight and low cost as compared with a metal material while ensuring high rigidity equivalent to that of the metal material.

It is an external appearance perspective view for demonstrating the external appearance of a rail vehicle. It is explanatory drawing for demonstrating the structure of the roof structure of a railway vehicle, and a side structure. It is explanatory drawing for demonstrating the arrangement | positioning relationship between a structure and a flame | frame. It is explanatory drawing for demonstrating a frame.

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. The dimensions, materials, and other specific numerical values shown in the embodiments are merely examples for facilitating the understanding of the invention, and do not limit the present invention unless otherwise specified. In the present specification and drawings, elements having substantially the same function and configuration are denoted by the same reference numerals, and redundant description is omitted, and elements not directly related to the present invention are not illustrated. To do.

(Railway vehicle 100)
FIG. 1 is an external perspective view for explaining the external appearance of a railway vehicle 100 according to this embodiment. FIG. 1 (a) is an exploded perspective view of the railway vehicle 100, and FIG. 1 (b) is a railway vehicle. 100 is an external perspective view. FIG. 2 is an explanatory diagram for explaining the configuration of the roof structure 110 and the side structure 112 of the railway vehicle 100. FIG. 2 (a) shows the structure of the roof structure 110, and FIG. 2 (b) shows the side structure. Each of the configurations 112 is shown. Here, for convenience of explanation, each structure is shown as a single plane, but it can be formed in any shape such as the number of stacked layers, the thickness, and the presence or absence of a curved surface.

  For example, in this embodiment, the railway vehicle 100 is a vehicle used in a new transportation system, and has a length (indicated by A in FIG. 1) of about 9000-12500 mm and a width (indicated by B in FIG. 1) of 2300. About ˜2850 mm, the opening width of the door 130 described later (shown by C in FIG. 1) is about 1300 to 2100 mm, and the height of the opening of the door 130 (shown by D in FIG. 1) is about 1900 mm. The height of the railway vehicle 100 is 3500 to 3680 mm, and the height of the outer casing 102 (indicated by E in FIG. 1) is about 2400 mm. The diameter of the wheel provided in the underframe is 940 to 1050 mm, and the height from the ground to the underframe is 1110 to 1350 mm. In the present embodiment, the railway vehicle 100 travels on a predetermined track. Moreover, the rail vehicle 100 is comprised by one vehicle according to a use, or it is comprised by connecting two or more. In the present embodiment, the railway vehicle 100 will be described using a vehicle used for a new transportation system as an example, but a vehicle such as a train or a train may be used.

  As shown in FIG. 1B, the railway vehicle 100 includes an outer casing 102 that forms an outer surface of the railway vehicle 100. In the present embodiment, the outer casing 102 is formed in a so-called box shape having a top surface and a side surface arranged so as to surround the outer periphery of the top surface, which can achieve a high accommodation rate. Corresponding to the roof structure 110 corresponding to the top surface, the two side structures 112 corresponding to the side surfaces in the longitudinal direction (indicated by 112a and 112b in the figure), and the side surfaces in the short direction (front or back in the traveling direction) And two wife structures 114 (indicated by 114a and 114b in the figure). In addition to the outer casing 102, the railcar 100 includes a frame 116 corresponding to the bottom surface.

  The side structure 112 has a door 130 that opens and closes in the traveling direction of the railway vehicle, a first window 132, a second window 134, and a third window 136. The wife structure 114 has a traveling window for observing the traveling direction. 140 (indicated by 140a and 140b in the figure) are provided.

  The outer casing 102 of the railway vehicle 100 is integrally formed with FRP. Moreover, the thickness of the outer casing 102 is, for example, 5 to 10 mm.

  Since FRP is easier to process than metal, adopting FRP in the structure of railway vehicle 100 can significantly increase the design freedom of design. Therefore, by forming the outer casing 102 of the railway vehicle 100 with FRP, the aesthetic appearance of the railway vehicle 100 is improved, or the air resistance generated when the railway vehicle 100 is traveling is reduced. For example, the railway vehicle 100 is streamlined. Or can be formed. Further, since FRP has a characteristic that it does not corrode, it is possible to prevent the rail car 100 from being corroded by rain, sea breeze, etc. by adopting the FRP in the outer casing 102 of the rail car 100.

  Moreover, the outer casing 102 of the present embodiment is formed of a particularly inexpensive glass fiber reinforced plastic (GFRP: Glass FRP) in the FRP.

  By forming the outer casing 102 of the railway vehicle 100 with GFRP, the railway vehicle 100 can be configured to be light and inexpensive while maintaining high rigidity. Further, GFRP is easy to process among FRP, and it becomes possible to easily form railway vehicles 100 of various designs.

  Further, the outer casing 102 of the railway vehicle 100 can be formed of carbon fiber reinforced plastic (CFRP: Carbon FRP). CFRP has the same configuration and strength (rigidity) 3 to 4 times that of GFRP. If the outer casing 102 is made of CFRP, the rigidity can be secured even if the thickness is 1/4 to 1/3 of the GFRP. Therefore, the weight of the railway vehicle 100 can be further reduced, and the use efficiency of the space can be improved by forming the outer casing 102 thin.

  In addition, as shown in FIG. 2, the railway vehicle 100 is a metal frame (for example, a door stiffening frame 200, an upper frame 202, a lower frame 204, a window for maintaining the shape of the railway vehicle 100 itself and increasing rigidity. A lower frame 206, a pillar frame 208, a door connection frame 210, an upper connection frame 212, and a pillar connection frame 214).

  The outer casing 102 of the railway vehicle 100 is formed by fixing the frame to the position of the inner surface when the outer casing 102 is configured as the railway vehicle 100, or a position between the inner surface and the outer surface. The frame is built in.

  FIG. 3 is an explanatory diagram for explaining the arrangement relationship between the structure and the frame. In particular, FIGS. 3A and 3B show the case where the frame is arranged at the position of the inner surface of the structure. FIG. 3C shows an explanatory diagram when the frame is built in at a position between the inner surface and the outer surface of the structure. 3 illustrates the side structure 112 as an example of the structure and the pillar frame 208 as an example of the frame. In FIG. 3, the side structure 112 and the pillar frame 208 are perpendicular to the extension direction of the pillar frame 208. A cross section is shown. Here, the positional relationship between the side structure 112 and the pillar frame 208 has been described, but it goes without saying that the present invention can be applied to other frames and structures.

  As shown in FIG. 3A, the pillar frame 208 is fixed to the inner surface of the side structure 112 (indicated by hatching in FIG. 3). At this time, an adhesive 300 (indicated by cross hatching in FIG. 3) or the like is applied to the outer surface of the pillar frame 208 to increase the bonding force with the side structure 112. As another fixing means, as shown in FIG. 3B, first, the pillar frame 208 is fixed to the inner surface of the side structure 112 with an adhesive 300 or the like, as in FIG. Then, the pillar frame 208 is covered with the FRP 302, the FRP 302 and the side structure 112 are integrated (overlaid up), and the pillar frame 208 is fixed to the inner surface of the side structure 112. In this way, the coupling force between the side structure 112 and the pillar frame 208 can be further increased.

  Thus, the rigidity of the railway vehicle 100 can be secured at a low cost by a simple configuration in which the metal frame is fixed to the position of the inner surface of the outer casing 102. In addition, the configuration in which the frame is fixed to the inner surface of the outer casing 102 is the same as the configuration in which the frame is built in at a position between the outer surface and the inner surface of the outer casing 102 described later. The space occupancy in the becomes higher.

  On the other hand, in the example in which the sandwich panel is adopted to increase the overall rigidity while suppressing the material cost, the first side plate 310a and the second side plate 310b formed of FRP are embedded as shown in FIG. 312 is held. The embedded body 312 is made of a foamed resin such as polyurethane, an aluminum honeycomb structure, or the like. The embedded body 312 functions as a cushioning material, a heat insulating material, and a support mechanism for a frame (pillar frame 208) described later.

  In this embodiment, the pillar frame 208 is built in the embedded body 312. At this time, an adhesive 300 (indicated by cross hatching in FIG. 3) or the like may be applied to the outer surface of the pillar frame 208. In this way, when the side structure 112 is configured as the railcar 100, the side structure 112 is located at a position between the inner surface (second side plate 310b) and the outer surface (first side plate 310a) of the side structure 112. The pillar frame 208 is built in and formed.

  As described above, the construction in which the metal frame is built in at a position between the inner surface and the outer surface of the outer casing 102 ensures the rigidity of the railway vehicle 100 and allows the outer casing 102 to be attached from the outside of the railway vehicle 100. The frame is concealed by the outer surface when visually recognized and by the inner surface when the outer casing 102 is visually recognized from the inside, that is, the outer surface and the inner surface are flush with each other. Aesthetics can be improved.

  Therefore, for example, a structure in which the frame is fixed to the position of the inner surface of the outer casing 102 that can be formed at a low cost in the roof structure 110 that is not reachable by the passenger or in a place that cannot be visually recognized by the passenger. Thus, the space occupancy rate of the railway vehicle 100 is ensured, and the frame is placed on the side structure 112 and the wife structure 114 that can be reached by passengers at a position between the inner surface and the outer surface of the outer structure 102. By adopting the built-in configuration, it is possible to improve the beauty of the railway vehicle 100.

  Moreover, in this embodiment, the flame | frame is comprised with the hollow metal tube (tube | pipe), and cross-sectional shape is a rectangular shape. Here, for example, the frame is made of metal with a plate thickness of 2 mm, the cross-sectional dimensions of the upper frame 202, the lower frame 204, and the door connecting frame 210 are 70 mm × 35 mm, and the cross-sectional dimension of the door stiffening frame 200 is 138 mm × The cross-sectional dimensions of 70 mm, the lower window frame 206, the pillar frame 208, the upper connection frame 212, and the pillar connection frame 214 are 35 mm × 35 mm.

  Thus, the cross-sectional dimensions are made appropriate according to the load applied to each frame (for example, the door stiffening frame 200, the upper frame 202, the lower frame 204, and the door connection frame 210 are compared with other frames). By increasing the cross-sectional dimension), it is possible to prevent the rigidity from being partially reduced while suppressing the material cost of the frame.

  As described above, the outer casing 102 is formed of FRP, and the frame is made of metal, so that the weight of the railway vehicle 100 can be reduced while suppressing the cost. In addition, since the weight of the entire railway vehicle 100 can be reduced, it is possible to increase the number of passengers equivalent to the reduced weight in a general railway vehicle, particularly a new transportation system vehicle that employs rubber tires. It becomes.

(Frame structure)
In this embodiment, a hollow metal frame is employed. Hereinafter, the position of each frame in the railway vehicle 100 and the effect of fixing the frame will be described. Here, first, the frame fixed to the side structure 112 will be described using FIG. 2, and then the frame fixed to the roof structure 110 will be described.

  The door stiffening frame 200 is a frame formed along the outer edge of the door 130. Since the frame cannot pass through the opening of the door 130, the portion of the door 130 becomes less rigid. Therefore, in order to make the portion of the door 130 have the same rigidity as other portions other than the door 130, it is necessary to strengthen the rigidity around the door 130 that is closest to the door 130. Therefore, the door stiffening frame 200 is formed along the outer edge of the door 130.

  Further, the door stiffening frame 200 has an effect of making the portion of the door 130 to have the same rigidity as other portions other than the door 130, and therefore, the deformation of the railcar 100 so that the longitudinal direction of the railcar 100 is bent in the vertical direction (hereinafter, Simply referred to as longitudinal deformation), it plays a role of reducing torsional deformation about an axis in the railway vehicle 100, which is an axis substantially parallel to the traveling direction of the railway vehicle 100.

  For example, when the cross-sectional dimension of the door stiffening frame 200 formed of metal with a plate thickness of 2 mm is 69 mm × 35 mm, and when the cross-sectional dimension of the door stiffening frame 200 formed of metal with a plate thickness of 2 mm is 138 mm × 70 mm. When comparing the natural frequency in the deformation in the longitudinal direction, the natural frequency increased 1.27 times when the cross-sectional dimension was 138 mm × 70 mm than when the cross-sectional dimension was 69 mm × 35 mm.

  Since the natural frequency is proportional to the rigidity, the railway vehicle 100 can be obtained by simply doubling the cross-sectional dimension of each side of the door stiffening frame 200 (69 mm × 35 mm to 138 mm × 70 mm) from the above-described test. It turns out that the rigidity with respect to the deformation | transformation of the whole longitudinal direction can be improved 1.27 times.

  The upper frame 202 is an upper part of the side structure 112 and is provided above the door 130, the first window 132, the second window 134, and the third window 136, and extends in the traveling direction of the railway vehicle 100.

  The lower frame 204 is a lower part of the side structure 112 and is provided below the door 130, the first window 132, the second window 134, and the third window 136, and extends in the traveling direction of the railway vehicle 100.

  The passenger gets on the floor surface of the railway vehicle 100 installed at a height substantially equal to the lower frame 204. When a certain number of passengers get on the floor surface, the entire floor surface is subjected to a uniform vertical downward load. As a result, bending stress is applied in the vertical direction, and the entire railway vehicle 100 is deformed in the longitudinal direction. Occurs and bends in the vertical direction.

  Thus, the configuration in which the upper frame 202 and the lower frame 204 are connected to the door stiffening frame 200 can reduce the deformation of the entire railway vehicle 100 in the longitudinal direction. Therefore, unpleasant vibration caused by the deformation in the longitudinal direction of the railway vehicle 100 that occurs when the railway vehicle 100 travels can be suppressed, and the riding comfort of the railway vehicle 100 can be improved.

  Moreover, in this embodiment, the lower frame 204 is being fixed with the base frame 116 in which a wheel is provided.

  FIG. 4 is an explanatory diagram for explaining the underframe 116. As shown in FIG. 4, the underframe 116 is provided with wheels 118 for traveling on the track. The lower frame 204 is fixed to the longitudinal frame 116a of the base frame 116 by welding, screwing, adhesive, or the like.

  Thus, by fixing the metal lower frame 204 to the underframe 116, the railway vehicle 100 can ensure the same rigidity as when the entire outer casing 102 is formed of a metal material.

  Returning to FIG. 2, the lower window frame 206 is a frame provided below the first frame 132, the second window 134, and the third window 136 and above the lower frame 204. By connecting the lower window frame 206 to the door stiffening frame 200, the rigidity of the entire railway vehicle 100 can be made equal, and deformation in the longitudinal direction of the entire railway vehicle 100 can be further reduced.

  The pillar frame 208 is a frame provided across the height direction of the side structure 112 between the second window 134 and the third window 136. By connecting the pillar frame 208 to the upper frame 202 and the lower frame 204, torsional deformation with an axis in the railway vehicle 100 that is substantially parallel to the traveling direction of the railway vehicle 100 as a rotation axis is reduced. Can do.

  In the present embodiment, the pillar frame 208 is provided between the second window 134 and the third window 136. However, the present invention is not limited to this, and when a plurality of windows are provided between the door 130 and the door 130, etc. May be provided between the windows.

  The door connection frame 210, which is a frame fixed to the roof structure 110, extends in the lateral direction (horizontal direction) of the railcar 100 of the roof structure 110 and is provided with door stiffening provided on the two side structures 112a and 112b, respectively. This is a frame for connecting the frames 200 together. With the configuration in which the door stiffening frame 200 is connected by the door connecting frame 210, the torsional deformation of the railway vehicle 100 can be further reduced.

  The upper connection frame 212 is a frame that extends in the lateral direction (horizontal direction) of the railcar 100 of the roof structure 110 and connects the upper frames 202 provided on the two side structures 112a and 112b, respectively. With the configuration in which the upper frame 202 is connected by the upper connection frame 212, the torsional deformation of the railway vehicle 100 can be further reduced.

  The pillar connection frame 214 is a frame that extends in the lateral direction (horizontal direction) of the railcar 100 of the roof structure 110 and connects the pillar frames 208 provided on the two side structures 112a and 112b, respectively. With the configuration in which the pillar frame 208 is connected by the pillar connection frame 214, the torsional deformation of the railway vehicle 100 can be further reduced.

  As described above, according to the railway vehicle 100 of the present embodiment, it is possible to achieve a light weight and low cost as compared with the metal material while ensuring high rigidity equivalent to that of the metal material.

  As mentioned above, although preferred embodiment of this invention was described referring an accompanying drawing, it cannot be overemphasized that this invention is not limited to this embodiment. It will be apparent to those skilled in the art that various changes and modifications can be made within the scope of the claims, and these are naturally within the technical scope of the present invention. Is done.

  The present invention can be used for a railway vehicle.

DESCRIPTION OF SYMBOLS 100 ... Railcar 110 ... Roof structure 112 ... Side structure 114 ... Wife structure 200 ... Upper frame 202 ... Lower frame 204 ... Door stiffening frame 210 ... Door connection frame

Claims (5)

A metal frame to maintain the shape of the railway vehicle and increase its rigidity;
An outer casing formed by FRP and constituting an outer surface of the railway vehicle;
With
The outer casing is formed by fixing the metal frame at a position on the inner surface when the outer casing is configured as a railway vehicle, or at a position between the inner surface and the outer surface. A railway vehicle characterized by being built in with a built-in frame. The outer casing includes a side structure that constitutes a side surface of the railway vehicle,
The side structure further includes a door that opens and closes in a traveling direction of the railway vehicle,
The metal frame is
The railway vehicle according to claim 1, further comprising a door stiffening frame provided on the side structure and formed along an outer edge of the door. The metal frame is
An upper frame provided in an upper portion of the side structure and extending in a traveling direction of the railcar;
A lower frame provided in a lower portion of the side structure and extending in a traveling direction of the railcar;
The railway vehicle according to claim 2, comprising: The outer casing includes a roof structure that constitutes an upper surface of the vehicle,
The metal frame is
The door structure frame according to claim 3, further comprising: a door connecting frame that is provided on the roof structure, extends in a horizontal direction of the roof structure, and connects the door stiffening frames respectively provided on the two side structures. The listed railway vehicle.   The railway vehicle according to any one of claims 1 to 4, wherein the FRP is a GFRP.

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