EP1944213B1 - Car structure - Google Patents
Car structure Download PDFInfo
- Publication number
- EP1944213B1 EP1944213B1 EP07250666A EP07250666A EP1944213B1 EP 1944213 B1 EP1944213 B1 EP 1944213B1 EP 07250666 A EP07250666 A EP 07250666A EP 07250666 A EP07250666 A EP 07250666A EP 1944213 B1 EP1944213 B1 EP 1944213B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- face plate
- joint part
- vehicle
- plate
- entrance
- 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.)
- Active
Links
- 238000003466 welding Methods 0.000 claims description 23
- 230000008878 coupling Effects 0.000 claims description 4
- 238000010168 coupling process Methods 0.000 claims description 4
- 238000005859 coupling reaction Methods 0.000 claims description 4
- 229910000838 Al alloy Inorganic materials 0.000 description 5
- 230000003068 static effect Effects 0.000 description 5
- 238000003756 stirring Methods 0.000 description 4
- 239000000463 material Substances 0.000 description 3
- 238000003754 machining Methods 0.000 description 1
- 230000003014 reinforcing effect Effects 0.000 description 1
- 239000013585 weight reducing agent Substances 0.000 description 1
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D17/00—Construction details of vehicle bodies
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D17/00—Construction details of vehicle bodies
- B61D17/04—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D17/00—Construction details of vehicle bodies
- B61D17/04—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
- B61D17/041—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures with bodies characterised by use of light metal, e.g. aluminium
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D17/00—Construction details of vehicle bodies
- B61D17/04—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
- B61D17/06—End walls
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D17/00—Construction details of vehicle bodies
- B61D17/04—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
- B61D17/08—Sides
Definitions
- the present invention relates to a car structure forming a rail vehicle such as a railroad vehicle or a monorail car, and in particular relates to a car structure configured by jointing hollow members made of aluminum alloy, for example.
- a car structure comprises a roof component forming an upper side, two side structures forming lateral sides, an underframe forming a lower side, and two end components forming end sides in a longitudinal direction.
- Patent Document 1 Japanese Patent Publication No. 2604226
- an entrance provided in the side structure of the car structure is formed by providing an opening in the hollow member of the side structure and welding an entrance frame having a large thickness to the opening for reinforcing.
- Patent Document 2 Japanese Patent Publication No. 3751236
- a rail car structure is subjected to vertical static load due to passengers on the vehicle or dynamic load caused by vertical vibration or the like generated when the vehicle runs on rails. Therefore, it is necessary that the rail car structure has the required strength against these loads.
- Parts in the structure which may be in a severe condition in terms of strength due to these loads are two side structures which entirely bear these loads.
- static or dynamic deformation occurs in a concentrated manner around an entrance of the side structure where a large opening is formed for passengers getting on or off and therefore this area is in the most severe condition in terms of strength.
- a robust frame is generally provided around the entrance of the side structure. The technical cause of this severe condition in terms of strength will be described again hereinafter with reference to FIG. 3 .
- Coupling of the entrance frame and the side structure is accomplished by extending a face plate of the hollow member forming the side structure towards the entrance frame and placing the face plate on a seat provided in the entrance frame and butt welding a tip of the face plate thereto.
- deformation due to vertical load is concentrated and high stress is generated on the face plate which is sandwiched between the robust hollow member and entrance frame. If plate thickness of the face plate of the hollow member is increased as a whole in order to prevent this, the weight of the structure is significantly increased accordingly.
- EP-A-0 992 314 shows in its Figs. 7 to 9 railway car side structures having the features of the first part of claim 1.
- the invention provides a car structure as set out in claim 1.
- a car structure having the required strength against vertical load can be provided while avoiding increase in weight of the structure.
- two face plates of the hollow member are coupled by the first joint part so that they can withstand the vertical load. Therefore, two face plates may be thin and thereby the side structure can be light in weight.
- FIGS. 1 to 3 A first embodiment of the present invention will be described with reference to FIGS. 1 to 3 .
- a rail car structure 20 comprises a roof component 1 forming an upper side, two side structures 2, 2 forming lateral sides, an underframe 3 forming a lower side, and two end components 4, 4 forming end sides.
- Each of the roof component 1, the side structures 2, 2, the underframe 3, and the end components 4, 4 is formed by jointing (welding or friction stir welding) a plurality of extruded members.
- the extruded members forming the roof component 1, the side structures 2, 2, and the underframe 3 are hollow members made of aluminum alloy and the hollow members are extruded in a longitudinal direction of the railroad car structure 20.
- the extruded members forming the end components 4, 4 are single materials with ribs made of aluminum alloy and the single materials are extruded in a vertical direction of the railroad car structure 20.
- FIG. 3 illustrates how the rail car structure 20 is deformed due to vertical load.
- FIG. 3 is a side view of the rail car structure.
- the rail car structure 20 is supported by running gears at the centers in a running direction (the longitudinal direction of the rail car structure) of body bolsters 17, 17. Load in the vertical direction of the rail car structure 20 is applied on the rail car structure 20, the load being caused by the rail car structure 20 itself as well as mounted members such as electrical equipments and passengers on the vehicle.
- the rail car structure 20 is deformed due to the vertical load so as to have a downwardly convex shape between the body bolsters 17, 17. Particularly, the deformation occurs in a concentrated manner at entrances 6, 6 which have large openings for the passengers getting on or off. Therefore, robust entrance frames (shortly referred to as "frames" hereinafter) 7, 7 are mounted and fixed around the entrances 6, 6.
- frames also referred to as "frames" hereinafter
- the side structure 2 is formed by a hollow member consisting of two face plates, i.e. a vehicle outer face plate 8 and a vehicle inner face plate 9 and a plurality of ribs 16 coupling the two face plates 8, 9.
- an entrance 6 is opened in the side structure 2.
- a frame 7 disposed along an opening edge of the entrance 6 has been directly jointed to the vehicle outer face plate 8 and the vehicle inner face plate 9 of the hollow member for the side structure 2 by means of welding or friction stir welding.
- the side structure 2 and the frame 7 are coupled via an L-shaped fitting.
- the L-shaped fitting 10 is a member having an L-shape as a whole in a cross section perpendicular to the opening edge as shown in FIG. 2 .
- the L-shaped fitting 10 consists of a first joint part 10a which is in the form of a plate and joins the vehicle inner face plate 9 and the vehicle outer face plate 8 of the side structure 2 in an end side of the side structure 2 in the side of the entrance 6 and a second joint part 10b which is in the form of a plate and is integrally connected to the first joint part 10a and formed to project towards the frame 7 in the side of the vehicle outer face plate 8. Thickness of the second joint part 10b is larger than thickness of the vehicle outer face plate 8.
- the first joint part 10a is butt welded to the vehicle outer face plate 8 and the vehicle inner face plate 9, as shown by welded parts 11, 12, respectively.
- the second joint part 10b is butt welded to the frame 7, as shown by a welded part 13. Because the vehicle outer face plate 8 and the vehicle inner face plate 9 are coupled by the first joint part 10a, a distance between the vehicle outer face plate 8 and the vehicle inner face plate 9 in the edge of the side structure 2 is not changed and the face plates are firmly attached to each other, so that deformation in out-of-plane directions with respect to the vehicle outer face plate 8 and the vehicle inner face plate 9 can be suppressed which can be caused by vertical static or dynamic load acting around the opening of the entrance 6. Because the second joint part 10b having a large thickness firmly couples the entrance frame 7 and the vehicle outer face plate 8 by welding, the required strength can be ensured around the entrance.
- the first joint part 10a of the L-shaped fitting 10 is vertically placed along a vertical opening edge of the entrance 6.
- the first joint part 10a may be also horizontally placed along upper and lower opening edges of the entrance 6, continuously.
- an extended part 7e of the frame 7 is differently placed in relation to the vehicle inner face plate 9 in the side of the vehicle inside and they are coupled by fillet welding, as shown by a welded part 14.
- Plate thickness (vertical dimension in FIG. 2 ) of the second joint part 10b of the L-shaped fitting 10, i.e. joint depth of butt welding by the welded part 13 is larger than plate thickness (vertical dimension in FIG. 2 ) of the vehicle outer face plate 8 of the side structure 2.
- Outer surfaces of the L-shaped fitting 10 and the welded parts 11, 13 for butt welding are coplanar with an outer surface of the vehicle outer face plate 8 of the side structure 2 and an outer surface of the frame 7. Specifically, by machining the outer surfaces of the welded parts 11, 13 for butt welding, the outer surfaces of the vehicle outer face plate 8 of the side structure 2, the frame 7, and the L-shaped fitting 10 are flush with each other, i.e. coplanar.
- the vehicle outer face plate 8 of the side structure 2 it is not necessary to extend the vehicle outer face plate 8 of the side structure 2 towards the frame 7.
- the vehicle outer face plate 8 and the vehicle inner face plate 9 are firmly attached to each other in the edge of the side structure 2 by coupling via the first joint part 10a, so that deformation in out-of-plane directions with respect to the vehicle outer face plate 8 and the vehicle inner faceplate 9 can be suppressed which can be caused by the vertical load acting around the opening of the entrance 6.
- the second joint part 10b having a large thickness firmly couples the entrance frame 7 and the vehicle outer face plate 8 by welding, the required strength can be ensured around the entrance.
- the required strength against the vertical static load or the dynamic load due to vibration or the like can be ensured without increasing the plate thickness of the vehicle outer face plate 8 of the side structure 2, inotherwords, with little increase in weight of the structure.
- the outer surfaces of the vehicle outer face plate 8 of the side structure 2, the frame 7, the L-shaped fitting 10, and the welded parts 11, 13 for butt welding are coplanar, superior design can be provided without uneven portions on the outer surface of the side structure 2. Moreover, generation of vehicle exterior noise due to the uneven portions on the outer surface of the side structure 2 can thus be prevented.
- the frame 7 is formed by an extruded member (a member extruded in the vertical direction in FIG. 2 ) or formed by cutting, and corner parts of vertical parts 7a, 7b and a horizontal part 7c of the frame 7 can be integrally formed by welding in FIG. 1 .
- the welding line is oblique to the corner parts.
- cut-out parts shaped as third corner parts are placed and coupled to the vertical parts 7a, 7b and the horizontal part 7c by welding.
- FIG. 1 also shows the horizontal part 7d of the frame 7 in the lower end of the entrance 6, the lower horizontal part of the frame 7 is eliminated by welding the lower end of the frame to a side beam of the underframe 3.
- a second embodiment of the present invention will be described with reference to FIG. 4 .
- the L-shaped fitting 10 in the embodiment in FIG. 2 is composed of a first joint part 10A and a second joint part 10B which are two separate members.
- the first joint part 10A and the second joint part 10B are in the form of plates and it is not necessary to form an L-shaped fitting 10 with cut-out members or extruded members as in FIG. 2 . Therefore, the material and processing cost can be reduced.
- the first joint part 10A and the second joint part 10B are butt welded as shown by a welded part 15 so that they are coupled to form an L-shape in a cross section perpendicular to the opening edge as shown in the figure.
- the plate 10B is welded to the plate 10A here, the plate 10B may be welded to the face plate 8.
- jointing of the plate members has been described as welding in the above described embodiments, friction stir welding may be used instead of welding.
- jointing means welding or friction stir welding.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Life Sciences & Earth Sciences (AREA)
- Wood Science & Technology (AREA)
- Body Structure For Vehicles (AREA)
- Pressure Welding/Diffusion-Bonding (AREA)
- Butt Welding And Welding Of Specific Article (AREA)
- Glass Compositions (AREA)
- Vehicle Body Suspensions (AREA)
- Transition And Organic Metals Composition Catalysts For Addition Polymerization (AREA)
- Vehicle Step Arrangements And Article Storage (AREA)
Abstract
Description
- The present invention relates to a car structure forming a rail vehicle such as a railroad vehicle or a monorail car, and in particular relates to a car structure configured by jointing hollow members made of aluminum alloy, for example.
- A car structure comprises a roof component forming an upper side, two side structures forming lateral sides, an underframe forming a lower side, and two end components forming end sides in a longitudinal direction.
- Recently, for the main purposes of weight reduction and improvement in manufacturability of a rail vehicle, hollow extruded members made of aluminum alloy have been used for the roof component, the side structures, and the underframe and extruded members with ribs made of aluminum alloy have been used for the end components. Such a vehicle body structure of a rail vehicle is described in
Japanese Patent Publication No. 2604226 - In addition, an entrance provided in the side structure of the car structure is formed by providing an opening in the hollow member of the side structure and welding an entrance frame having a large thickness to the opening for reinforcing. Such a structure of the entrance is described in
Japanese Patent Publication No. 3751236 - A rail car structure is subjected to vertical static load due to passengers on the vehicle or dynamic load caused by vertical vibration or the like generated when the vehicle runs on rails. Therefore, it is necessary that the rail car structure has the required strength against these loads. Parts in the structure which may be in a severe condition in terms of strength due to these loads are two side structures which entirely bear these loads. Particularly, static or dynamic deformation occurs in a concentrated manner around an entrance of the side structure where a large opening is formed for passengers getting on or off and therefore this area is in the most severe condition in terms of strength. Thus, a robust frame is generally provided around the entrance of the side structure. The technical cause of this severe condition in terms of strength will be described again hereinafter with reference to
FIG. 3 . - Coupling of the entrance frame and the side structure is accomplished by extending a face plate of the hollow member forming the side structure towards the entrance frame and placing the face plate on a seat provided in the entrance frame and butt welding a tip of the face plate thereto. As a result, deformation due to vertical load is concentrated and high stress is generated on the face plate which is sandwiched between the robust hollow member and entrance frame. If plate thickness of the face plate of the hollow member is increased as a whole in order to prevent this, the weight of the structure is significantly increased accordingly.
- It is an object of the present invention to provide a car structure which has the required strength against vertical load, particularly around the entrance of the side structure, while avoiding increase in weight of the rail car structure.
-
EP-A-0 992 314 shows in its Figs. 7 to 9 railway car side structures having the features of the first part of claim 1. - The invention provides a car structure as set out in claim 1.
- According to the present invention, because it is not necessary to increase plate thickness of the vehicle outer face plate and the vehicle inner face plate of the side structure, a car structure having the required strength against vertical load can be provided while avoiding increase in weight of the structure.
- In other words, according to this car structure, two face plates of the hollow member are coupled by the first joint part so that they can withstand the vertical load. Therefore, two face plates may be thin and thereby the side structure can be light in weight.
- In addition, by increasing thickness of the second joint part, concentration of deformation and generation of high stress in this part can be suppressed.
-
-
FIG. 1 is a perspective view of a rail car structure of one embodiment of the present invention; -
FIG. 2 is a II-II cross sectional view ofFIG. 1 ; -
FIG. 3 illustrates how the rail car structure is deformed due to vertical load; and -
FIG. 4 is a view equivalent toFIG. 2 of another embodiment of the present invention. - Now,
embodiments 1 and 2 of a rail car structure according to the present invention will be described with reference to the drawings. - A first embodiment of the present invention will be described with reference to
FIGS. 1 to 3 . - In an embodiment shown in
FIG. 1 , arail car structure 20 comprises a roof component 1 forming an upper side, twoside structures underframe 3 forming a lower side, and twoend components - Each of the roof component 1, the
side structures underframe 3, and theend components - The extruded members forming the roof component 1, the
side structures underframe 3 are hollow members made of aluminum alloy and the hollow members are extruded in a longitudinal direction of therailroad car structure 20. The extruded members forming theend components railroad car structure 20. -
FIG. 3 illustrates how therail car structure 20 is deformed due to vertical load.FIG. 3 is a side view of the rail car structure. Therail car structure 20 is supported by running gears at the centers in a running direction (the longitudinal direction of the rail car structure) ofbody bolsters rail car structure 20 is applied on therail car structure 20, the load being caused by therail car structure 20 itself as well as mounted members such as electrical equipments and passengers on the vehicle. Therail car structure 20 is deformed due to the vertical load so as to have a downwardly convex shape between thebody bolsters entrances entrances - As shown in
FIG. 2 , theside structure 2 is formed by a hollow member consisting of two face plates, i.e. a vehicleouter face plate 8 and a vehicleinner face plate 9 and a plurality ofribs 16 coupling the twoface plates entrance 6 is opened in theside structure 2. Conventionally, aframe 7 disposed along an opening edge of theentrance 6 has been directly jointed to the vehicleouter face plate 8 and the vehicleinner face plate 9 of the hollow member for theside structure 2 by means of welding or friction stir welding. In therail car structure 20 according to the present invention, theside structure 2 and theframe 7 are coupled via an L-shaped fitting. In this embodiment, the L-shaped fitting 10 is a member having an L-shape as a whole in a cross section perpendicular to the opening edge as shown inFIG. 2 . The L-shaped fitting 10 consists of a firstjoint part 10a which is in the form of a plate and joins the vehicleinner face plate 9 and the vehicleouter face plate 8 of theside structure 2 in an end side of theside structure 2 in the side of theentrance 6 and a secondjoint part 10b which is in the form of a plate and is integrally connected to the firstjoint part 10a and formed to project towards theframe 7 in the side of the vehicleouter face plate 8. Thickness of the secondjoint part 10b is larger than thickness of the vehicleouter face plate 8. - The first
joint part 10a is butt welded to the vehicleouter face plate 8 and the vehicleinner face plate 9, as shown bywelded parts joint part 10b is butt welded to theframe 7, as shown by awelded part 13. Because the vehicleouter face plate 8 and the vehicleinner face plate 9 are coupled by the firstjoint part 10a, a distance between the vehicleouter face plate 8 and the vehicleinner face plate 9 in the edge of theside structure 2 is not changed and the face plates are firmly attached to each other, so that deformation in out-of-plane directions with respect to the vehicleouter face plate 8 and the vehicleinner face plate 9 can be suppressed which can be caused by vertical static or dynamic load acting around the opening of theentrance 6. Because the secondjoint part 10b having a large thickness firmly couples theentrance frame 7 and the vehicleouter face plate 8 by welding, the required strength can be ensured around the entrance. - The first
joint part 10a of the L-shaped fitting 10 is vertically placed along a vertical opening edge of theentrance 6. The firstjoint part 10a may be also horizontally placed along upper and lower opening edges of theentrance 6, continuously. - On the other hand, with respect to the
frame 7 and the vehicleinner face plate 9 of theside structure 2, anextended part 7e of theframe 7 is differently placed in relation to the vehicleinner face plate 9 in the side of the vehicle inside and they are coupled by fillet welding, as shown by awelded part 14. - Plate thickness (vertical dimension in
FIG. 2 ) of the secondjoint part 10b of the L-shaped fitting 10, i.e. joint depth of butt welding by thewelded part 13 is larger than plate thickness (vertical dimension inFIG. 2 ) of the vehicleouter face plate 8 of theside structure 2. With this relation between the plate thicknesses, local bend deformation which can occur on the face plate can be suppressed. Thus, the required strength against vertical static or dynamic load can be ensured without increasing the plate thickness of the vehicleouter face plate 8 of theside structure 2, in other words, with little increase in weight of the structure. - Outer surfaces of the L-
shaped fitting 10 and thewelded parts outer face plate 8 of theside structure 2 and an outer surface of theframe 7. Specifically, by machining the outer surfaces of thewelded parts outer face plate 8 of theside structure 2, theframe 7, and the L-shaped fitting 10 are flush with each other, i.e. coplanar. - In such a configuration, it is not necessary to extend the vehicle
outer face plate 8 of theside structure 2 towards theframe 7. The vehicleouter face plate 8 and the vehicleinner face plate 9 are firmly attached to each other in the edge of theside structure 2 by coupling via the firstjoint part 10a, so that deformation in out-of-plane directions with respect to the vehicleouter face plate 8 and the vehicleinner faceplate 9 can be suppressed which can be caused by the vertical load acting around the opening of theentrance 6. In addition, because the secondjoint part 10b having a large thickness firmly couples theentrance frame 7 and the vehicleouter face plate 8 by welding, the required strength can be ensured around the entrance. Thus, the required strength against the vertical static load or the dynamic load due to vibration or the like can be ensured without increasing the plate thickness of the vehicleouter face plate 8 of theside structure 2, inotherwords, with little increase in weight of the structure. - Further, because the outer surfaces of the vehicle
outer face plate 8 of theside structure 2, theframe 7, the L-shapedfitting 10, and the weldedparts side structure 2. Moreover, generation of vehicle exterior noise due to the uneven portions on the outer surface of theside structure 2 can thus be prevented. - The
frame 7 is formed by an extruded member (a member extruded in the vertical direction inFIG. 2 ) or formed by cutting, and corner parts ofvertical parts 7a, 7b and ahorizontal part 7c of theframe 7 can be integrally formed by welding inFIG. 1 . The welding line is oblique to the corner parts. Alternatively, at the corner parts of thevertical parts 7a, 7b and thehorizontal part 7c, cut-out parts shaped as third corner parts are placed and coupled to thevertical parts 7a, 7b and thehorizontal part 7c by welding. - Although
FIG. 1 also shows thehorizontal part 7d of theframe 7 in the lower end of theentrance 6, the lower horizontal part of theframe 7 is eliminated by welding the lower end of the frame to a side beam of theunderframe 3. - A second embodiment of the present invention will be described with reference to
FIG. 4 . - In the second embodiment, the L-shaped
fitting 10 in the embodiment inFIG. 2 is composed of a firstjoint part 10A and a secondjoint part 10B which are two separate members. In the embodiment inFIG. 4 , the firstjoint part 10A and the secondjoint part 10B are in the form of plates and it is not necessary to form an L-shapedfitting 10 with cut-out members or extruded members as inFIG. 2 . Therefore, the material and processing cost can be reduced. The firstjoint part 10A and the secondjoint part 10B are butt welded as shown by a weldedpart 15 so that they are coupled to form an L-shape in a cross section perpendicular to the opening edge as shown in the figure. Although theplate 10B is welded to theplate 10A here, theplate 10B may be welded to theface plate 8. - Although jointing of the plate members has been described as welding in the above described embodiments, friction stir welding may be used instead of welding. Here, jointing means welding or friction stir welding.
Claims (5)
- A car structure comprising a side structure formed by a hollow member (2) consisting of a vehicle outer face plate (8), a vehicle inner face plate (9), and a plurality of ribs (16) coupling the outer and inner face plates, the side structure comprising an entrance opened therein, in which an entrance frame (7) is fixed to the outer face plate (8) and the inner face plate (9) of the hollow member (2) along an opening edge of the entrance, wherein
the outer face plate (8) and the inner face plate (9) are joined by a joint member (10), which extends along the opening edge, and is welded to both the outer face plate (8) and the inner face plate (9), characterized in that:
the joint member (10) is made separately from both the hollow member (2) and the entrance frame (7) and consists of a first joint part (10a) which couples the outer face plate (8) and the inner face plate (9) and a second joint part (10b) which is at the vehicle outer side and is welded to the entrance frame (7) and couples the first joint part (10a) and a vehicle outer side of the entrance frame. - The car structure according to claim 1, wherein
the first joint part (10a) and the second joint part (10b) of the joint member (10) are integrally formed and form an L-shape as a whole in a cross section perpendicular to the opening edge. - The car structure according to claim 1, wherein
the first joint part (10a) and the second joint part (10b) of the joint member are separately formed and coupled by welding to form an L-shape in a cross section perpendicular to the opening edge. - The car structure according to claim 1, 2 or 3, wherein
thickness of the second joint part is larger than thickness of the vehicle outer face plate. - The car structure according to any one of claims 1 to 4, wherein
at a vertical portion of the entrance frame (9) the entrance frame (7) has an extended part (7e) which extends along the vehicle inner side face of the inner face plate (9) of the hollow member (2) and is welded at its end to the vehicle inner side face of the inner face plate (9).
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2007002628A JP4979390B2 (en) | 2007-01-10 | 2007-01-10 | Vehicle structure |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1944213A1 EP1944213A1 (en) | 2008-07-16 |
EP1944213B1 true EP1944213B1 (en) | 2011-04-06 |
Family
ID=39295518
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP07250666A Active EP1944213B1 (en) | 2007-01-10 | 2007-02-16 | Car structure |
Country Status (7)
Country | Link |
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US (1) | US20080163783A1 (en) |
EP (1) | EP1944213B1 (en) |
JP (1) | JP4979390B2 (en) |
KR (1) | KR100985165B1 (en) |
CN (1) | CN101219668B (en) |
AT (1) | ATE504481T1 (en) |
DE (1) | DE602007013682D1 (en) |
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JP2012183841A (en) * | 2011-03-03 | 2012-09-27 | Hitachi Ltd | Railway car structure |
CN102672356B (en) * | 2011-03-17 | 2015-04-22 | 中国铁路总公司 | Hybrid welding method for train sleeper beam |
CN102303621B (en) * | 2011-08-05 | 2013-07-31 | 唐山轨道客车有限责任公司 | On-board suspension type bearing bracket |
JP5966178B2 (en) * | 2012-03-06 | 2016-08-10 | 日本軽金属株式会社 | Welded structure of members, freight carrying vehicle and freight carrying container |
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JP2533663B2 (en) * | 1989-06-30 | 1996-09-11 | 株式会社日立製作所 | Railway vehicle structure |
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JP2626340B2 (en) * | 1991-09-20 | 1997-07-02 | 株式会社日立製作所 | Vehicle underframe |
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JP3732688B2 (en) * | 1998-09-29 | 2006-01-05 | 株式会社日立製作所 | Friction stir welding method, vehicle body side structure manufacturing method, structure, and vehicle body |
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JP3751236B2 (en) * | 2001-08-24 | 2006-03-01 | 株式会社日立製作所 | Friction stir welding method |
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JP4673093B2 (en) | 2005-03-03 | 2011-04-20 | 株式会社日立製作所 | Rail vehicle |
JP2006341813A (en) | 2005-06-10 | 2006-12-21 | Kinki Sharyo Co Ltd | Vehicle body bone structure for railway vehicle |
JP4761926B2 (en) * | 2005-10-21 | 2011-08-31 | 川崎重工業株式会社 | Railcar structures |
-
2007
- 2007-01-10 JP JP2007002628A patent/JP4979390B2/en active Active
- 2007-02-14 KR KR1020070015256A patent/KR100985165B1/en active IP Right Grant
- 2007-02-14 CN CN2007100052805A patent/CN101219668B/en not_active Expired - Fee Related
- 2007-02-16 DE DE602007013682T patent/DE602007013682D1/en active Active
- 2007-02-16 EP EP07250666A patent/EP1944213B1/en active Active
- 2007-02-16 AT AT07250666T patent/ATE504481T1/en not_active IP Right Cessation
- 2007-02-22 US US11/677,687 patent/US20080163783A1/en not_active Abandoned
Also Published As
Publication number | Publication date |
---|---|
KR20080065884A (en) | 2008-07-15 |
ATE504481T1 (en) | 2011-04-15 |
US20080163783A1 (en) | 2008-07-10 |
CN101219668B (en) | 2010-07-07 |
JP2008168732A (en) | 2008-07-24 |
EP1944213A1 (en) | 2008-07-16 |
CN101219668A (en) | 2008-07-16 |
DE602007013682D1 (en) | 2011-05-19 |
KR100985165B1 (en) | 2010-10-05 |
JP4979390B2 (en) | 2012-07-18 |
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