JP6544841B1 - Junction structure, railway vehicle side module, and railway vehicle structure - Google Patents

Abstract

There is a problem in that joining can not easily adopt a joining structure in which asperities are combined. To provide a joining structure that can be easily joined and has high strength and accuracy in the case where the thickness portion of a railway vehicle structure is joined by combining carbon fibers, glass fibers, or metals of different types or the same type. With the goal. The bonding structure of the present invention is a bonding structure in which a convex member and a concave portion are opposed to each other and a carbon fiber, a glass fiber, or a metal is combined in a different type or the same using a fastening member. Formed in a shape that shrinks toward the bottom, the concave portion shrinks toward the bottom so as to be in close contact with the convex portion, and the gap between the shape near the bottom and the vicinity of the top when joined with the convex portion The position which penetrates the convex part and the concave part which were formed, and penetrated the top and the bottom is arbitrarily selected, and it fixes using a fastening member, It is characterized by the above-mentioned. [Selected figure] Figure 1

Description

  The present invention relates to a junction structure and a railway vehicle assembly having high strength without requiring skilled techniques in joining facing joining members.

  In recent years, the structure of a railway vehicle has been modularized. By modularizing the vehicle into individual parts, the vehicle can be configured by freely selecting and combining specifications such as the shape of the leading portion desired by the railway company, the number of doors, the shape of doors, the number of windows, and the shape of windows. be able to. On the other hand, the production side has the advantage of being able to cope with high-mix low-volume production and local production. In addition, since only modules can be replaced after delivery, maintenance is improved and renewal is easy, and remodeling costs can be reduced. A vehicle structure that can be easily disassembled and separated can also improve recycling, reuse or life cycle performance.

  The rail vehicle assembly is assembled in a box shape by joining the roof assembly to the upper ends of the pair of side assemblies, joining the underframe to the lower end, and joining the end assembly to the front and rear ends of the vehicle.

  Of these structures, modularization in which the side structure is cut longitudinally and divided into several blocks is generally used. Specifically, a module formed in a cab module, a car end window module, an intermediate window module, a side wall module, and a plurality of inlet modules positioned between the window modules is selected and longitudinally coupled. Be done. This is because the size of each module can be reduced, and the modules can be easily distributed to different production sites, and production efficiency can be greatly improved. Furthermore, it may be divided into smaller parts.

  In addition, the structure of the railway vehicle has been changed from a single-skin structure only for extracorporeal skin to a double-skin structure with an endothelium and an outer skin to meet the requirements for safety, quietness and comfort. . The double skin structure is higher in compressive strength as a structure than a single skin structure and is excellent in breaking strength at the time of overload at the vehicle end.

  In the case of modularization in a railway car structure in which a double skin structure is adopted, the joining method becomes an issue. Depending on the structure of the joint, it becomes a problem whether or not the strength can be obtained which can withstand the vibration when the vehicle travels. In addition, when a step is produced in the joint portion, the appearance is not good. In recent years, there has been an increase in wrapping vehicles in which films printed with advertisements and the like are stuck on the rail vehicle side structure, but in the case of wrapping, trouble may occur in processing of the step portion.

  In addition, even in the case of a single skin structure, there are cases where strength is ensured while achieving modularization by devising a reinforcing member attached to the back surface of the outer skin (Patent Document 2). In any case, the railway car body has a predetermined thickness.

  Conventionally, in the joining of joining members, the members are fixed by welding, or a fastening member such as a rivet or a bolt and a nut.

  Although welding is often performed to prevent the formation of a step in the joint, in the case of welding, welding is often performed at all the joint by arc welding, laser welding or the like to secure the strength of the joint in many cases. Moreover, there is also a case where the strength of the joint is secured by providing a joint margin (welding margin) and performing spot welding.

  When securing with a fastening member, it has been necessary to use a fastening member made of a hard material to secure the strength of the joint, use a fastening member of a large size, or use many fastening members. Therefore, the cost tended to increase. There are also many problems such as the need to prevent the occurrence of looseness due to vibration when the vehicle travels.

  Recently, friction stir welding (FSW method), which is a new method of welding, has been adopted for joining railway vehicle structures. According to the FSW method, bonding can be performed by aligning the bonding portions on the same surface, and it is difficult to make a level difference, and it is possible to manufacture a vehicle with less deformation and shrinkage at bonding and less distortion.

JP 2017-88012 A Unexamined-Japanese-Patent No. 2010-83214 Unexamined-Japanese-Patent No. 2015-063795 Japanese Patent Application Laid-Open No. 10-15766

  In Patent Document 1, by performing laser welding through predetermined coupling members between modules, it is possible to suppress the step between the modules and easily connect the outer skins or the inner skins of the modules. A modular coupling structure is disclosed. In Patent Document 1, a railway car side structure is constituted by two sets of a car end window module having a window opening, two sets of middle window modules, and three sets of side entry modules positioned between each window module. An example is given.

  Here, since the railcar is supported by the chassis on the lower side of both ends of the vehicle assembly, in the traveling state, the central portion of the rail vehicle is deformed in the downward direction by its own weight. Therefore, in order to maintain the rectangular shape of the vehicle assembly, it is necessary to previously form the side assembly in a fan shape or the like which is expected to be deformed. In order to ensure the shape accuracy of the side structure in the traveling state, in the side structure of Patent Document 1, it is necessary to precisely arrange the coupling members between the modules to be joined. For that purpose, a positioning jig etc. is needed and a manufacturing cost rises.

  Since the accuracy and strength by welding are dependent on the level of skill in welding technology, it is currently mainstream to use an automated machine such as a welding robot. Also in Patent Document 1, since laser welding is recommended, a large-sized laser welding machine is required to weld the vehicle-side assembly module. Therefore, the subject which can not change a production site easily arises.

  In patent document 2, while welding a reinforcement member to the back side of outer skin, the joining end part of panels to join is comprised in the shape which combined unevenness, the welding distance is lengthened, and it joins by the combination of unevenness A joint structure is disclosed that enhances part strength and accuracy.

  The technique disclosed in Patent Document 2 can be realized by laser processing and laser welding, and as in Patent Document 1, a large-sized facility is required, and there is a problem that the production site can not be easily changed. Even if friction stir welding is performed, it is the same that large-scale equipment is required.

  On the other hand, when considering joining by fastening members, in joining between flat surfaces, all loads are applied in the direction of the joining face, that is, perpendicular to the rotation axis such as a bolt, so that the bolt may break. was there. In addition, when the flat plates are joined to each other, the head of the bolt and the nut are protruded, so that flat joining can not be performed.

  For bonding of materials other than metal, there is disclosed a prior art document that enhances the strength and rigidity of the bonding portion by forming a bonding structure in which asperities are combined.

  Patent Document 3 discloses that bonding strength between woods is enhanced by a bonding structure in which asperities are combined. Wood has elasticity, and even in the case of a joint structure in which irregularities are continuous, some processing errors can be absorbed.

  In Patent Document 4, the uneven reinforcing member is intended to sufficiently exhibit the elastic function of the elastic member of the surface pad and to maintain the longitudinal rigidity of the surface pad itself. Since the pads on both sides sandwiching the reinforcing member are elastic members, it is possible to absorb some processing errors even in the case of a junction structure in which asperities are continuous.

Recently, bonding of metals, carbon fibers, glass fibers, carbon fibers to metals, or glass fibers to metals is also performed.
However, in each bonding, precise processing accuracy is required in order to obtain a bonding structure in which the asperities are continuous and combined, a bonding structure in which asperities are combined easily as in Patent Document 3 and Patent Document 4 is adopted. There was a problem I could not do.

The present invention has been made in view of the above problems, and in the case where a thick portion of a railway vehicle structure is joined by combining carbon fibers, glass fibers, or metals in different types or in the same type, precision processing technology, welding An object of the present invention is to provide a joint structure which can be easily joined and which has high strength and accuracy without using a technology or a skilled technology and a large welding equipment.
In addition, another object of the present invention is to provide a side structure of a railway vehicle utilizing the joint structure.

In order to solve the above problems, in the joint structure according to the present invention, the convex portion is a joint structure in which the convex portion and the concave portion are made to be opposite to each other and carbon fibers, glass fibers or metals are combined in different types. And an inclined portion decreasing toward the top, the top being formed in a flat shape, the recess having an inclined decreasing toward the bottom so as to be in close contact with the projection , and the bottom It is formed in a flat shape that produces a gap between the projection and the top when it is joined, and any position that penetrates the apex and the bottom of the joined projection and recess is selected. Fixing using a fastening member, the top and the bottom do not abut each other at a constant distance at each portion even when the distance of the gap is fixed by the fastening member with an optimal tightening force determined in advance It is characterized by certain things .

  Further, in the bonding structure of the present invention, the first bonding members arranged such that the convex portions and the concave portions are adjacent and alternately appear, and the concave portions and the convex portions are alternately arranged so as to alternately appear When joining with a second joining member, the convex portion of the first joining member is the concave portion of the second joining member, and the concave portion of the first joining member is the convex of the second joining member The parts are brought into contact with each other.

Further, in the joint structure of the present invention, the convex portion and the concave portion are axially symmetrical.

Further, the bonding structure of the present invention is characterized in that the convex portion and the concave portion are disposed in a direction in which a load assumed in advance is applied to the inclined portion.

The railway car side structure module according to the present invention includes the joint portion according to the present invention , and when joining in the vertical direction in the rail vehicle side body, the inclined portion is directed to the front and rear direction of the rail vehicle or When joining in the longitudinal direction in the vehicle side structure, the convex portion and the concave portion are disposed with the top portion and the bottom portion facing in the longitudinal direction of the railway vehicle. Structure module.

  The railcar side structure according to the present invention is characterized in that the railcar side structure modules are combined arbitrarily and joined.

  By providing a minute gap between the top of the protrusion and the bottom of the recess, the effect of not requiring precise processing accuracy of the joint as in the case where all the surfaces of the protrusion and the recess are in contact is obtained. Further, by providing the minute gap, there is an advantage that the tightening torque can be controlled at the time of tightening by the tightening member. When the top and the bottom are brought into contact with each other for joining, it is possible to solve the problem that variation in tightening torque is caused between the fastening points due to the processing accuracy.

  Compared with the flat case where the joint surface has no unevenness, the load concentrated on the bolt which is the fastening member can be dispersed to the close contact portion of the convex portion and the concave portion. Further, since the adhesion portions appear symmetrically and alternately, the effect of dispersing the load concerning the entire joint portion is further enhanced.

  A joint member of a material of high hardness, a joint member of a larger size than necessary, or a large number of joint members, or a large number of joint members, joint strength and durability equal to or higher than welding It produces the effect of getting sex.

  As compared to manual welding, it is easy to control the tightening torque of the fastening member and does not require any other skilled technique. Therefore, if an ordinary assembly technique is used, it is possible to perform an operation of securing predetermined bonding strength and durability.

  By making the gap between the top of the convex portion and the bottom of the concave as small as possible, the contact area of the inclined portion can be secured widely, and the effect of dispersing the load is enhanced.

  The effect of being able to equalize the distribution of the load is achieved by making the shape of the inclined portion of the concave portion in intimate contact with the shape of the inclined portion of the convex portion, and making the convex portion that can be fitted in reverse the concave shape. Play.

The protrusions are formed in line symmetry with respect to an axis passing through the top. On the other hand, the concave portion is formed in line symmetry with respect to the axis passing through the bottom portion, and by bringing the inclined portions into close contact with each other, the effect of being able to secure high strength of the joint surface is exhibited.
In particular, the angle between the symmetry axis of the convex portion and the straight line representing the average slope of the slope, and the angle between the symmetry axis of the concave portion and the straight line representing the average slope of the slope are the same α degrees. It is preferable to set and form to make the inclined portions in close contact with each other. By setting the direction of the load applied to the inclined portion to an angle close to perpendicular to the surface of the inclined portion, the angle α has an effect of ensuring high strength of the bonding surface.

By adopting the joint structure according to the present invention to the modularized railway vehicle side structure, it is possible to disperse each module in different factories and easily manufacture it.
In addition, in the case of joining, it does not require a specially skilled technique like welding by manual work, and it has an effect which does not require a large-sized welding facility or jig.

  In addition, when performing the remodeling work of the vehicle, the element of the site construction will be greatly added if welding is performed, and even if the module of the same design is replaced, before and after the remodeling work, for example, The condition may be different, such as the door not opening. When the joint structure according to the present invention is employed in a modularized railway vehicle side structure, assembly can be performed as designed as long as assembly is performed using fastening members according to predetermined conditions, and high reproducibility Can be secured.

  Since the rail car side structure is long, welding distortion of a plurality of modules is likely to occur at a remote place, but according to the rail car side structure module according to the present invention, the joint surfaces are aligned and bolts etc. Since the modules of each part can be connected only by tightening, the accuracy set at the design stage can be reflected as it is on the accuracy after assembly of the railway vehicle assembly. Therefore, even when a module is formed in a fan shape or the like in a plan to maintain a rectangular shape after the assembly of the vehicle assembly, distortion and error due to joining hardly occur as in welding, and assembly is easy.

It is a perspective view (before joining) showing a joining structure concerning the present invention. It is a perspective view (after joining) showing a junction structure concerning the present invention. It is A-A 'sectional drawing in FIG. It is a conceptual diagram showing how to transmit force when a load is applied from the direction perpendicular to the fastening member axis in the joint portion 10 according to the present invention. It is sectional drawing at the time of joining joining members provided with the planar junction part by a fastening member. It is the conceptual diagram which showed how to transmit force when load was applied from the fastening member axial direction in the junction part 10 which concerns on this invention. It is sectional drawing of the other Example of the junction structure which concerns on this invention. It is the front view which showed the case where the junction structure concerning this invention was used for the rail vehicle side structure entrance module 110. As shown in FIG. It is the figure which showed the door case part 114 which is a structure part of the entrance module 110. FIG. FIG. 6 is a view showing an entrance top plate portion 116 which is a component of the entrance module 110. FIG. 6 is a view showing an inlet bottom plate portion 118 which is a component of the inlet module 110. It is the front view which showed the case where the junction structure concerning this invention was used for the window part of the rail vehicle side structure window module a132. It is the front view which showed the case where the junction structure concerning this invention was used for the window part of the other rail vehicle side structure window module b134. It is the front view which joined and fixed other modules to the entrance module 110 provided with the junction structure concerning the present invention. It is the front view which joined and fixed the entrance module 110 and the window module provided with the junction structure concerning the present invention. It is the perspective view which combined each module and comprised the rail car side structure 100. FIG.

  A mode for carrying out a joint structure according to the present invention will be described with reference to the drawings.

  FIG. 1 is a perspective view showing a joint structure according to the present invention. In order to facilitate understanding of the joint structure, as an example, the first joint member 6 starting with the convex portion 20 from the end of the metal prism and the second joint member 8 starting with the concave portion 26 are joined. The bonding member 1 is considered to combine carbon fibers, glass fibers or metals into different types or the same types, but in particular, considering the durability due to the compatibility of the materials, metals to each other, carbon fibers to each other, glass fibers to each other, Alternatively, glass fiber to metal bonding is preferred. For fixing, a bolt 38 is used as a fastening member as an example. Fastening members include bolts, nuts, screws, tapping screws, rivets, pins, and the like that can be envisioned by those of ordinary skill in the art, such as tightening, holding, joining and fixing. FIG. 1 shows a state before the convex portion 20 and the inclined portion 32 of the concave portion 26 are joined.

  2 joins the concave portion 26 of the second joint member to the first joint member convex portion 20 and the convex portion 20 of the second joint member to the first joint member concave portion 26 from the state before joining in FIG. Show the situation. When the bolt 38 is tightened with an appropriate tightening torque, the inclined portion 32 of the convex portion 20 and the inclined portion 32 of the concave portion 26 come in close contact with each other. In this case, a minute gap 36 is generated between the top 22 of the projection 20 and the bottom 28 of the recess 26.

  In FIG. 1 and FIG. 2, it can be seen that only the convex portion 20 appears because the first bonding member 6 is on the same plane as the lowest position of the convex portion 20. Further, in the second bonding member 8, since the end portion is in the same plane as the highest position of the recess 26, it can be seen that only the recess 26 appears. However, when the height of the end is set to the middle between the top of the convex portion 20 and the lowest position, or the height of the end is set to the middle between the bottom of the recess 26 and the highest position. The protrusions 20 and the recesses 26 can be viewed as appearing alternately. In the present specification, the protrusion sandwiched by the sloped portion 32 is a convex portion 20, and the bottom sandwiched by the sloped portion 32 is a recess 26. In this case, the convex portion 20 and the concave portion 26 share the inclined portion 32. A flat portion or a curved portion is provided at the top portion of the convex portion 20 sandwiched by the sloped portions 32 instead of a sharp tip, and is called a top portion 22. Instead of a sharp bottom, a flat portion or a curved portion is provided and called a bottom portion 28.

  In FIG. 1 and FIG. 2, the bolt 38 is attached and fixed to every other one of the convex portion 20 and the concave portion 26 facing each other, but in the case where the load applied to the object adopting the joint structure is large, All of the opposing projections 20 and recesses 26 may be fixed by bolts 38. On the other hand, when the load is small, it may be fixed by bolts 38 every two or three. It is also possible to select the arrangement of the bolts 38 depending on the part to which the load is applied.

FIG. 3 is a cross-sectional view taken along the line AA 'in FIG. The bolt on the left side of the figure is omitted. In addition, parallel oblique lines representing cross sections are omitted because dimension lines necessary for the description are entered. The convex portion 20 has an inclined portion 32 which decreases in the top direction, and a flat top portion 22 is provided on the top portion, and the concave portion 26 is oriented in the bottom direction along the inclined portion 32 of the convex portion 20 A flat bottom 28 is provided at the bottommost portion with a decreasing slope 32. The convex portion 20 of the first joint member 6 and the convex portion 20 of the second joint member 8, the concave portion 26 of the first joint member 6 and the concave portion 26 of the second joint member 8 align both members in the direction of the joint line JL When it is made to face each other and joined, inclined part 32 comrades of convex part 20 of first joint member 6 and concave part 26 of second joint member 8 or concave part 26 of first joint member 6 and second joint member 8 The inclined portions 32 of the convex portion 20 are disposed in close contact with each other. The convex portion 20 of the first joint member 6 and the convex portion 20 of the second joint member 8, the concave portion 26 of the first joint member 6 and the concave portion 26 of the second joint member 8 may have the same shape. In order to equalize the distribution of force when the joining member 1 is loaded, the convex portion 20 or the concave portion 26 is preferably axisymmetric with respect to an axis passing through the top 22 or the bottom 28. Further, by bringing the inclined portions 32 into close contact with each other, high strength of the bonding surface can be secured.
In FIG. 3, for ease of understanding, the legs have symmetrical trapezoidal convex portions 20 with the same angle and the same length. The concave portion 26 is formed such that the shape of the convex portion 20 is inverted into a concave shape and only the inclined portion 32 is in close contact.

  In particular, the angle between the axis of symmetry of the convex portion 20 and the straight line representing the average inclination of the inclined portion 32 and the angle between the axis of symmetry of the recess 26 and the straight line representing the average inclination of the inclined portion 32 are It is preferable to set and form the same α degrees to make the inclined portions 32 in close contact with each other. By setting the direction of the load applied to the inclined portion 32 to an angle close to perpendicular to the surface of the inclined portion 32, the angle α can ensure high strength of the bonding surface.

When the top 22 and the bottom 28 are formed flat, L2 is a length from one end of the top 22 to the other end. Further, L1 is a length from one end of the bottom portion 28 to the other end.
The length L2 of the top 22 in FIG. 3 is set longer than the length L1 of the bottom 28 in order to make only the convex 20 and the inclined part 32 of the recess 26 in close contact.

数式１を満たした場合、凸部２０と凹部２６を相対させて接合した際に、傾斜部３２のみを密着させ頂上部２２と底部２８との間に隙間３６を生じさせることができる。

When Formula 1 is satisfied, when the convex part 20 and the concave part 26 are made to be opposite and joined, only the inclined part 32 can be stuck and the clearance 36 can be produced between the top part 22 and the bottom part 28.

  When the top 22 and the bottom 28 are formed into a curved surface, assuming that the average radius of curvature of the top 22 of the protrusion 20 is R2, and the average radius of curvature of the bottom 28 of the recess 26 is R1, Is set so as to hold.

数式２を満たした場合、頂上部２２及び底部２８が平坦である場合と同様に凸部２０と凹部２６を相対させて接合した際に、傾斜部３２のみを密着させ頂上部２２と底部２８との間に隙間３６を生じさせることができる。

When Expression 2 is satisfied, when the convex portion 20 and the concave portion 26 are made to face each other and joined in the same manner as in the case where the top 22 and the bottom 28 are flat, only the inclined portion 32 is in close contact and the top 22 and the bottom 28 A gap 36 can be created between the

  Thereby, it becomes possible to disperse the load which the joint surface receives from the outside substantially equally, the load concerning the bolt 38 is reduced and the durability is improved. Since the gap 36 is one of the most important components in the present invention, the mechanism for reducing the load will be described in detail later.

  Although the slope portion 32, the top portion 22 and the bottom portion 28 are shown to be straight in FIGS. 1 to 3, they may be formed to be curvilinear. However, in order to form the fixed gap 36 between the respective portions of the convex portion 20 and the concave portion 26 when joining, the top 22 and the bottom 28 are flat in consideration of the processing accuracy of the present metal, carbon fiber and glass fiber. It is preferable to form it. Further, the sloped portion 32 of the convex portion 20 may be curved by inflating the central portion of the slope. Since the sloped portion 32 of the recess 26 needs to be in close contact with the sloped portion 32 of the protrusion 20, the central portion of the sloped portion 32 is recessed and curved. Moreover, the convex part 20 may be a truncated cone, a truncated pyramid, or the like. At this time, the recess 26 is formed in a pot bottom shape in which a truncated cone or truncated pyramid is inverted.

  The convex portion 20 and the concave portion 26 are fixed by a fastening member such as a bolt 38. In FIG. 3, a bolt 38 is inserted from the second bonding member 8 toward the first bonding member 6 to fix the same. In consideration of the ease of processing of the joint member 1 and the dimensions of the bolt 38, it is preferable to design the joint member 1 so that the bolt 38 is inserted through the bottom 28 and the top 22 sequentially from the back of the bottom 28 of the recess 26. It is preferable that the insertion hole of the bolt 38 be provided in a recessed portion which can shorten the length. Also, in view of the ability to hold a high fastening force by increasing the depth of the screw hole, it is preferable to provide the screw hole in the convex portion 20 having a height at which a deep screw hole can be provided. Therefore, the recess insertion hole 30 is formed to allow the bolt 38 to be inserted toward the bottom portion 28 in the direction of the symmetry axis AS when the protrusion 20 and the recess 26 are joined from the back surface of the bonding member of the recess 26. On the other hand, in the opposite convex portion 20, a screw hole is provided from the top 22 toward the rear surface of the joining member in the direction of the symmetry axis AS. The length of the screw hole is not limited, but is preferably equal to or more than the length of the recess insertion hole 30.

  Conversely, in the case where the insertion holes are provided in the convex portion 20, the length of the convex portion insertion holes 24 is about twice that of the concave portion insertion holes, and processing is wasted. On the other hand, although a screw hole is provided from the recess 26 bottom 18 toward the rear side of the joining member, the length of the screw hole can not be sufficiently provided with respect to the length of the protrusion insertion hole 24 and high fastening force Can not get.

  The gap 36 between the top 22 and the bottom 28 is preferably a minute distance D such that the top 22 and the bottom 28 do not abut each other when fixed by the fastening member with a predetermined optimal tightening force. It is. By this, when joining the top part 22 and the bottom part 28 in contact, it is possible to eliminate the problem that contact unevenness occurs in each fastening portion due to processing accuracy and the tightening torque becomes unstable. When the interval D of the gap 36 is set large, the contact area between the inclined portion 32 of the convex portion 20 and the inclined portion 32 of the concave portion 26 decreases. That is, the area receiving external load is also reduced, the degree of concentration of the force is increased, and the durability is lowered.

  FIG. 4 is a conceptual view showing how force is transmitted when a load is applied from the direction perpendicular to the fastening member axis in the joint portion 10 according to the present invention. The fastening member axis is in the same direction as the symmetry axis AS of the convex portion 20 and the concave portion 26. The load applied horizontally rightward from the left end of FIG. 4 is transmitted in a direction substantially perpendicular to the jointed convex portion 20 and the first inclined portion 32 of the concave portion 26. As an example, the angle between the axis of symmetry of the convex portion 20 and the straight line extending the inclined portion 32 is set to 30 degrees and formed, and the axis of symmetry of the recess 26 and the straight line extending the inclined portion 32 In the case of forming the concave portion 26 having the same angle of 30 degrees, the load applied to the first convex portion 20 and the inclined portion 32 of the concave portion 26 is transmitted downward 30 degrees from the horizontal direction.

  The light is also transmitted substantially perpendicularly to the second convex portion 20 and the inclined portion 32 of the concave portion 26. Therefore, under the same conditions as in the above illustration, the load applied to the convex portion 20 and the inclined portion 32 of the concave portion 26 is transmitted upward by 30 degrees from the horizontal direction.

  By bringing the inclined portions 32 of the convex portion 20 and the concave portion 26 into contact, a force is transmitted to each of the inclined portions 32 in a direction corresponding to the angle to provide a buffer action. On the other hand, since no direct load is received, the progress of deterioration of the bolt 38 can be delayed, and the durability of the joint portion is improved.

  Although not shown, when the top 22 of the projection 20 and the bottom 28 of the recess 26 are in close contact, the first bonding member 6 and the second bonding member 8 are in an integrated state. The load applied horizontally from the left end as shown in FIG. 4 is transmitted in the horizontal direction in each of the two joint members. Since the joint surface is a convex and concave curved surface, a shock absorbing action is exerted and the force to shear the bolt 38 is not directly transmitted, but the dispersion of the force is small and fatigue of the material of the joint member 1 can not be reduced. Further, in order to bring all the continuous top 22, bottom 28 and inclined part 32 into close contact uniformly, strict processing accuracy is required as compared with the case where only the inclined part 32 is brought into contact. If the adhesion can not be made uniformly, the strength of the joint surface is greatly affected, such as concentration of the load on any part.

  On the other hand, in the joint structure according to the present invention in which the gap 36 is provided between the top 22 and the bottom 28, only the angle of the slope 32 and the processing accuracy of the pitch of the convex 20 and the concave 26 need be noted. Processing is easy as compared with the case where all of the continuous top 22, bottom 28 and slope 32 are brought into close contact.

  FIG. 5: is sectional drawing at the time of joining joining members provided with the planar joining part by a fastening member. The load applied in the right horizontal direction from the left end of the figure shears the bolt 38 from the vertical direction of the fastening member axis because there is no buffer portion for receiving the load between the first flat plate bonding member 56 and the second flat plate bonding member 58. As the load is directly loaded in the direction, the deterioration of the bolt 38 progresses rapidly. Therefore, the durability of the joint is low.

  FIG. 6 is a conceptual view showing how a force is transmitted when a load is applied in the axial direction of the fastening member in the joint portion 10 according to the present invention. The force is transmitted from the outside of the joining member toward the top 20 of the projection 20 and the bottom 28 of the recess 26. As an example, the angle between the symmetry axis of the convex portion 20 which is the same as the angle of the inclined portion 32 and the straight line extending the inclined portion 32 is set to 30 degrees, and the symmetry axis of the concave portion 26 and the inclined portion In the case of forming the concave portion 26 in which the angle sandwiched by the straight line extending 32 is set to the same 30 degrees, the inclined portion 32 around the top portion 22 of the convex portion 20 extends in the central direction of the convex portion 20 A force works downward 30 degrees from the horizontal direction. These forces have an effect of being able to absorb the load in the joint member because there is a direction component which is offset at the center of the convex portion 20.

  The distance D between the top 22 and the bottom 28 does not have to be constant at each part. However, when the distance D is not constant, a variation occurs in the contact area between the inclined portion 32 of the convex portion 20 and the inclined portion 32 of the concave portion 26, and the transmission of the force is not uniform. Even if the part is not uniform, the dispersion of the force is only slightly reduced and the influence on the durability is small, but if the way of transmitting the force is uniform, the influence on the durability can be smaller. Preferably, the distance D between the gaps 36 is constant.

  FIG. 7 is a cross-sectional view similar to FIG. 3 showing another embodiment of the junction structure according to the present invention. A convex portion insertion hole 24 for inserting a bolt 38 from the top portion 22 of the convex portion 20 to the rear surface of the joint member is provided at the position of the symmetry axis AS of the concave portion 26 joined to the convex portion 20 A state in which a gap 36 is created between the top 22 and the bottom 28 when the convex portion 20 and the concave portion 26 are joined by providing the concave portion insertion hole 30 for inserting the bolt 38 similarly from the position to the back surface of the joint member Then, the bolt 38 is inserted to the back surface of the first bonding member 6 through the bottom surface 28 and the top 22 of the bottom portion 28 of the recess 26 sequentially from the bottom surface of the recess 26 in the bonding member. On the back surface of the first joint member 6, a nut 39 is used to tighten the bolt 38 to fix the convex portion 20 and the concave portion 26.

  FIG. 8 is a view showing a case where the junction structure according to the present invention is used for the railway vehicle side structure entrance module 110. As shown in FIG. As shown in FIG. 14, the railway car body assembly 100 is vertically cut and divided into several blocks for modularization. Specifically, the modules formed in the cab module 140, the car end window module, the middle window module, the side wall module, and the plurality of sets of inlet modules 110 located between the window modules are selected in the longitudinal direction. It is composed by combining. FIG. 8 is an example of the entrance module 110. The inlet module 110 is configured by joining a door pocket 114, an inlet top plate 116, and an inlet bottom plate 118.

  FIG. 9 shows the components of each of the inlet modules 110. FIG. 9 a is a view showing a door pocket 114 which is a component of the inlet module 110. The door pocket 114 is disposed on both sides of the door 112. Therefore, the entrance module 110 needs a pair of symmetrical door case parts 114. A first joining member opposite to a first joining member or a second joining member disposed at an end joined to another part or another module is disposed at an end joined to another part or other module Alternatively, one of the second bonding members is provided. It is preferable that the joining members joined to the left and right other modules have a length up to the height of the entrance top plate portion 116. When the joining member is divided into the door pocket portion 114 and the entrance top plate portion 116, the joint strength with the adjacent module is reduced, so that the joint member is integrated. FIG. 9 b is a view showing the entrance top plate portion 116 which is a component of the entrance module 110. At an end to be joined to the door case 114, either the first joining member or the second joining member opposed to the first joining member or the second joining member disposed at the end of the door pocket 114 is disposed Ru. Moreover, in order to join with a roof structure at an upper end, either one of a 1st joining member or a 2nd joining member is arrange | positioned. FIG. 9 c is a view showing the inlet bottom plate portion 118 which is a component of the inlet module 110. At an end portion joined to the door case portion 114, a joining member which is opposed to a joining member disposed in the door case portion 114 like the entrance top plate portion 116 is disposed.

  FIG. 10 is a front view showing a case where the joint structure according to the present invention is used for the window portion 124 of the rail vehicle side structure window module a 132. A first joining member opposite to a first joining member or a second joining member disposed at an end joined to another part or another module is disposed at an end joined to another part or other module Alternatively, one of the second bonding members is provided. As shown in FIG. 13, the top of the window portion 124 is joined to the window top plate portion 126. Further, the window bottom plate portion 128 is joined to the lower end of the window portion 124. It is preferable that the joining members joined to the left and right other modules have a length up to the height of the window top plate portion 126. In the case where the joining member is divided into the window portion 124 and the window top plate portion 126, the joint strength with the adjacent module is reduced, so that the integrated structure is adopted. Unlike the entrance module 110, there is no open door portion in the window portion 124, and the connection with the window top plate portion 126 covers the entire upper end of the window portion 124.

  FIG. 11 is a front view showing a case where the joint structure according to the present invention is used for the window portion 124 of another railway vehicle side structure window module b 134. Various other window variations can be set.

  FIG. 12 is a front view in which another module is joined and fixed to the inlet module 110 having the joint structure according to the present invention. In the figure, the window module 120 is joined as an example. Bonding between adjacent modules uses bolts. The intervals at which the bolts are arranged can be determined depending on the load condition of each part. In the figure, for vertical joints, the number of bolts in the central part, which is less affected by the load, is reduced. On the other hand, since the joints in the horizontal direction are greatly affected by the gravity and the weight of the passengers, bolts are disposed in all of the convex portions 20 or the concave portions 26 of one joint member. Quality control can be easily performed as bolt tightening does not require skilled technology by using a tool that can control the proper tightening force.

  Since the railway car side structure 100 is long, when welding a plurality of modules by welding, distortion due to welding is likely to occur at a distant place, but according to the rail car side structure module according to the present invention, the joining surfaces are aligned Since the modules of each part can be connected only by tightening with bolts or the like, the accuracy set at the design stage can be reflected as it is on the accuracy after assembly of the railway vehicle assembly. Moreover, in the joining member using carbon fiber or glass fiber, joining by welding can not be performed.

  FIG. 13 is a front view in which the entrance module 110 and the window module having the junction structure according to the present invention are joined and fixed. Although the window module a 132 having three windows is disposed on both sides of the entrance module 110 in the figure, it is also easy to replace one window module with a window module b 134 having two windows.

  Since the joining is performed using a fastening member such as a bolt, adjustment to eliminate the step of the joining portion is easy. In addition, the accuracy of the processing machine in recent years is improved to the order of 1/100 mm or less, and computer numerical control is possible to directly download numerical values designed by CAD or the like to the processing machine. It is possible to perform precision processing to such an extent that each inclined portion 32 is in close contact even in the case where However, it has been found that, even if theoretically possible, the process of bringing all the top and bottom portions and the inclined portion 32 into close contact with each other uniformly is difficult.

  In addition, remodeling work of the vehicle after traveling the railway vehicle for a certain period is easy. The railway vehicle receives the largest damage due to vibration and load when traveling, and the entrance module 110 having a large opening portion. Therefore, if the entrance module 110 can be easily replaced, it is not necessary to replace one vehicle itself, and the cost for maintaining the vehicle can be reduced. However, in the case where the joining method is welding, an element for on-site application is greatly added, and the shape of the cut portion is not stable even if the welding is cut off. Even if a new entrance module 110 with the same design has the same shape, it may not be possible to fit it in, or even if it can be installed, the door 112 may not be opened. May be different. When the joint structure according to the present invention is employed in the modularized railway vehicle side structure 100, assembly as designed is possible as long as the fastening members are used and assembled in accordance with predetermined conditions.

  According to the joint structure according to the present invention, removal of the inlet module 110 aged due to use can be easily performed by loosening the bolt, and the removed trace has a shape similar to the shape of the previously assembled new inlet. Insertion of the module 110 can be easily performed. Therefore, the maintenance cost of the vehicle can be kept low.

  When the vehicle end is overloaded, the load can be dispersed as described with reference to FIGS. 4 and 6, and the breaking strength is excellent.

  As an alternative to welding, it can be used to join large mechanical equipment, buildings, etc.

DESCRIPTION OF SYMBOLS 1 joint member 6 first joint member 8 second joint member 10 joint portion 20 convex portion 22 top portion 24 convex portion insertion hole 26 concave portion 28 bottom portion 30 concave portion insertion hole 32 inclined portion 36 gap 38 bolt 39 nut 56 first flat plate joint member 58 second flat joint member 100 side structure 110 entrance module 112 door 114 door pocket 116 entrance top plate 118 entrance bottom plate 120 window module 124 window 126 window top plate 128 window bottom plate 132 window module a
134 window module b
136 window module c
140 cab module 152 floor

AS Symmetrical axis D Gap distance L1 Bottom width L2 L1 Top width WL Bonding line α Angle between the convex or concave symmetry axis and the slope

Claims (6)

In a bonded structure in which carbon fibers, glass fibers, or metals are combined disparately or identically by using a fastening member with a convex portion and a concave portion facing each other,
The convex part is
It has an inclined portion that decreases toward the top, and the top is formed in a flat shape,
The recess is
Has an inclined portion to shrink adherable to towards the bottom direction as the convex portion, is formed in a flat shape that causes a gap between the top portion when the bottom was joined to the convex portion,
Arbitrarily selecting the position which penetrates the said top part and the said bottom part of the joined convex part and recessed part, It fixes using a fastening member,
The distance between the gap and the bottom portion is not in contact with each other even when the distance of the gap is fixed by the fastening member with a predetermined optimal tightening force, and the distance is constant at each portion.
Bonding structure characterized by A first joint member arranged so that the convex portion and the concave portion are adjacent and alternately appear;
A second bonding member disposed such that the concave portion and the convex portion are adjacent and alternately appear;
When joining,
The convex portion of the first joint member has the concave portion of the second joint member,
In the recess of the first bonding member, the convex portion of the second bonding member,
Make them face to face and join,
The joint structure according to claim 1, characterized in that The projection and the recess being axially symmetrical;
The joint structure according to claim 1 or 2 , characterized in that In the direction in which the load assumed in advance is applied to the inclined portion,
The convex portion and the concave portion are
Be disposed,
The junction structure according to claim 2 or claim 3 characterized by A junction structure according to any one of claims 1 to 3 , comprising:
When joining in the vertical direction in the rail car side structure,
With the inclined portion directed in the longitudinal direction of the railway vehicle,
Or
When joining in the front-rear direction in the rail car side structure,
The top and the bottom are directed in the longitudinal direction of the railway vehicle,
The convex portion and the concave portion being disposed;
Rail vehicle body structure module characterized by A railway vehicle body structure module according to claim 5 is arbitrarily combined and joined.
Railway car side structure characterized by

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