JP2010274914A - Structure for railway vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To eliminate visual prominency of a welding flaw by ensuring joint quality. <P>SOLUTION: Plate-like members 1, 2 are superposed and it is continuously irradiated with a laser beam R from a surface-outside direction while moving it to heat/melt an area to the inside of the plate-like member 1 at an opposite side of the plate-like member 2 irradiated with the laser beam R. The plate-like members 1, 2 are joined while controlling an output or a beam movement speed of the laser beam such that a bottom part of a melting pond P generated by it does not reach to an outer surface S1 of the plate-like member 1 at an opposite side. As the plate-like member 1 at the opposite side, the member in which polishing working is previously applied to the outer surface S1 in approximately parallel to a welding line direction by the laser beam R is used. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a railway vehicle structure.

  In general, there is known a laser welding method in which laser light is used as a heat source, irradiation is performed mainly on a metal, and the metal is joined by locally melting and solidifying the metal. The laser welding method has an advantage that precise heat input control is easy compared to other welding methods.

  In this way, in the lap weld joint between thin plates (thickness of about 0.5 to 4 mm), the region to the inside of the thin plate located on the opposite side of the thin plate irradiated with the laser beam is heated and melted, thereby Partial penetration welding has been developed to prevent the bottom of the molten pool from reaching the outer surface of the opposite thin plate, and it is possible to form a weld joint that does not expose the weld bead on the back of the weld.

  Applying this, in a vehicle structure or the like, irradiate a portion where the joint portion of the reinforcing member and the outer plate are in close contact with each other while moving the laser beam from the reinforcing member side in a non-contact manner, and from the surface of the reinforcing member. It is possible to heat and melt the area up to the inside of the outer plate and join the outer plate panel and the reinforcing member while controlling the laser output or beam moving speed so that the bottom of the molten pool does not reach the outer surface of the outer plate. It is known (see, for example, Patent Documents 1 to 3).

  Thereby, the outer side surface of the outer plate used as a welding back surface can be utilized as it is as a design outer plate surface. Such laser welding techniques are particularly advantageous when applied to stainless steel railcar structures that do not require painting, or to vehicle bodies such as buses and trucks. This is because, in conventional joining by resistance spot welding, welding indentation and welding burn always remain on the outer plate surface, and the appearance is impaired, and post-treatment of the generated welding burn is expensive.

  In order to suppress the dispersion of joint strength in laser welding and obtain a stable quality as a structure, a certain depth of penetration is necessary, but if it is too deep, discoloration (backburning) due to high-temperature oxidation occurs on the back of the weld. Or the weld bead may be exposed. A method for solving this problem is also known (see, for example, Patent Document 4).

  Further, it is possible to eliminate oxidation discoloration by cooling the welding back surface during welding or by post-processing.

Japanese Patent No. 2795339 (see paragraphs 0010 to 0018 and FIG. 2) Japanese Patent No. 2907317 (see paragraphs 0009-0015) JP-T-2002-515373 (see paragraphs 0025 and 0026 and FIGS. 4 and 5) Japanese Patent No. 2929447 (see paragraphs 0010 to 0017 and FIGS. 3 and 6)

As described above, the problem of penetration of the weld line to the weld back surface and oxidation discoloration has been solved to some extent by the prior art, but the members in the lap joint are slightly square due to shrinkage of the weld locally heated by the laser beam. There remains a problem in that bending occurs and this appears as a convex welding mark along the weld line on the welding back surface.

  The convex welding traces associated with the corner folds are quite minor compared to penetration of the weld pool by laser beam and oxidation discoloration. However, since the welding distortion associated with laser welding is originally small, these welding traces should be eliminated. However, it is required to increase the quality and added value of the skin.

  On the other hand, when joining is performed by adjusting the laser output so as not to cause this welding mark, for example, when the lower plate has a thickness of 1.5 mm and the upper plate has a thickness of 1 mm, the bead width of the joint interface is 0.3 mm to 0 mm. The depth of penetration to the lower plate is 0.1 mm to 0.2 mm, and at such a penetration depth, no joining is performed when affected by some disturbance. On the contrary, if a convex welding mark is generated, the joint is surely formed, and it is difficult to ensure both the joint quality and the appearance quality at the same time.

  In addition, when the thickness of the lower plate is 3 mm or more, it has been confirmed that there is almost no influence on the outer plate surface even if a sufficient penetration depth is ensured. An increase is not preferable because it significantly increases the mass of the structure.

  Accordingly, the inventors have conducted extensive research and have found that the outer surface of the outer plate is polished in parallel with the laser beam welding line direction (for example, a belt grind generally used in a stainless steel structure of a railway vehicle). It has been found that if the finish is applied, the weld line becomes almost invisible due to the degree of light scattering, and the present invention has been made.

  It is an object of the present invention to provide a railway vehicle structure that can ensure welding quality and make welding marks visually inconspicuous.

  The invention according to claim 1 is for a railway vehicle in which a first reinforcing member is superposed on the inner side of an outer plate, and the outer plate and the first reinforcing member are partially melted from the inner side and continuously joined by laser welding. The outer plate is composed of a plurality of plate-like members that have been subjected to belt grind finishing by a belt grinder in advance on the outer surface, and the plurality of plate-like members are partially melted from the inner surface side. It is joined continuously in the longitudinal direction of the vehicle by welding, and the outer side surface is subjected to belt grinding finish by the belt grinder in the longitudinal direction of the vehicle. Here, the “plate member” does not have to be plate-like as a whole, and includes a case where a portion to be joined by laser welding is plate-like. “Belt grind finish with belt grinder” is called BG (belt grind) finish with belt grinder, and the belt to which the abrasive grains specified in “JIS R 6001” are attached is rotated to interrupt the surface of the steel sheet in one direction. (Discontinuously) to finish (corresponding to the surface finish indicated by the symbols “No. 3” and “No. 4” in “JIS G 4305”).

  In this case, as the plate-like member constituting the outer surface, a plate-like member having a belt grind finish applied to the outer surface in advance by the belt grinder is used, and the laser welding line direction between the plate-like members is the vehicle longitudinal direction. Yes, the outer surface is belt-grinded by the belt grinder in the longitudinal direction of the vehicle, and the weld line is almost invisible due to light scattering. Without doing so, the convex weld marks appearing on the outer surface become visually inconspicuous. In other words, the convex weld marks appearing on the outer surface due to the corner breakage are not visually noticeable, and the appearance of the outer plate is improved.

  In this way, a plurality of plate-like members whose belt grind finishes are applied to the outer surface in advance by using a belt grinder are used, and the outer surface (the lower surface of the lower plate-like member in the lap weld joint) that becomes the laser welding back surface Since the belt grind finish is applied in the longitudinal direction of the vehicle, even with a partial penetration welded joint with sufficient penetration, the weld marks generated as described above due to light scattering etc. are hardly visible (visually Is not conspicuous). Thus, a beautiful outer surface is formed without any post-processing. That is, it is possible to realize both of ensuring a stable and appropriate joint strength and ensuring a beautiful appearance quality.

  This will be further described in the case where two plate-like members are overlapped and joined. First, as shown in FIG. 1A, the plate-like members 1 and 2 (for example, SUS301L, SUS304, etc. Rolled stainless steel plate) is superimposed, and the plate members 1 and 2 are continuously irradiated while moving the laser beam R from the surface of the plate member 2 opposite to the surface in contact with the plate member 1. The region up to the inside of the plate-like member 1 on the opposite side of the plate-like member 2 irradiated with the laser beam R is heated and melted, and the bottom of the molten pool P generated thereby is the outer surface of the plate-like member 1 on the opposite side. Since the plate-like members 1 and 2 are joined while controlling the output of the laser beam R or the beam moving speed so as not to reach S1, no weld bead appears on the outer surface S1. In this case, as shown in FIG. 1 (b), convex welding traces slightly accompanying the angle θ are generated due to heat shrinkage due to laser welding. And as shown in FIG.1 (c), this corner broken part (corner broken line L) appears on the outer surface of the outer plate-shaped member 1 in the shape of a stripe. However, as shown in FIG. 1 (d), since the outer surface S1 is polished in parallel with the weld line, a corner bent portion (corner) that is a welding mark is caused by the degree of scattering of light that collides with the outer surface S1. The broken line L) becomes almost invisible. If the surface is smooth, as shown in FIG. 17 (a), light from a specific direction is clearly divided into reflection directions R1 and R2 from the corner fold and bound to the viewpoint. However, on the surface polished in the weld line direction, as shown in FIG. 17 (b), light from all directions is reflected and headed to the viewpoint, so that the corner bent portion L cannot be seen.

  Therefore, (i) a weld line does not appear on the outer surface, a beautiful outer surface is obtained, welding distortion is small, and dimensional accuracy can be improved, which is advantageous in terms of quality improvement. Also, (ii) laser welding speeds up the welding and improves workability, so that the manufacturing cost can be reduced. Furthermore, (iii) laser welding enables continuous welding and the seal can be abolished, so that maintenance costs can be reduced.

  In addition, a belt grind finish is applied in the longitudinal direction of the vehicle by a belt grinder on the outer surface of the outer plate in which a plurality of plate-like members are partially melted from the inner surface side and continuously joined in the longitudinal direction of the vehicle by laser welding. Therefore, the weld line becomes almost invisible on the outer surface due to light scattering. That is, the convex welding mark appearing on the outer surface of the outer panel (outer plate) becomes visually inconspicuous.

  According to the second aspect of the present invention, there is provided an outer plate in which a belt grind finish by a belt grinder is applied to the outer surface in advance in the vehicle longitudinal direction, and the outer plate is superimposed on the inner side of the outer plate and continuously joined by partial penetration laser welding. 1 reinforcing member and an opening formed in the outer plate, and the first reinforcing member is between both end portions of the outer plate or between the end portion of the outer plate and the opening end of the opening portion. The laser welding line direction between the outer plate and the first reinforcing member is the vehicle longitudinal direction.

  In this manner, the belt grind finish by the belt grinder is applied in the longitudinal direction of the vehicle on the outer surface of the outer plate formed by continuously joining the first reinforcing member from the inside by partial penetration laser welding. Therefore, the weld line between the outer plate and the first reinforcing member becomes almost invisible on the outer surface due to light scattering.

  In this case, as described in claim 3, the outer plate is formed by superimposing end edges of a plurality of plate-like members that have been subjected to belt grind finishing by a belt grinder in advance on the outer surface. It is desirable that the plate-like member is continuously joined in the longitudinal direction of the vehicle by partial penetration laser welding from the inner surface side.

  If it does in this way, the welding line of the said plate-shaped members will become almost invisible on an outer surface.

  According to a fourth aspect of the present invention, a first reinforcing member is superposed on an inner side of an outer plate whose outer surface is subjected to a belt grind finish by a belt grinder in the longitudinal direction of the vehicle, and the outer plate, the first reinforcing member, Is a railcar structure using an outer plate panel formed by continuously joining the inner plate from the inner side by laser welding as an outer plate of a side structure, wherein the laser welding line between the outer plate and the first reinforcing member The direction is the longitudinal direction of the vehicle.

  In this case, the laser welding line direction between the outer plate and the first reinforcing member is the vehicle longitudinal direction, and the belt grind finish by the belt grinder is applied to the outer surface of the outer plate in the vehicle longitudinal direction in advance. The weld line between the outer plate and the first reinforcing member becomes almost invisible due to the degree of light scattering. Since the convex welding marks appearing on the outer surface become visually inconspicuous, the appearance of the outer plate is improved, and is particularly suitable for an unpainted railway vehicle structure.

  In this case, as described in claim 5, the outer plate is formed by superimposing end edges of a plurality of plate-like members that have been subjected to belt grind finishing by a belt grinder in advance on the outer surface. It is desirable that the member is continuously joined in the longitudinal direction of the vehicle by partial penetration laser welding from the inner surface side.

  If it does in this way, the welding line of the said plate-shaped members will become almost invisible on an outer surface.

  The first reinforcing member may include a main body portion and a flange portion, and the flange portion may be joined to the outer plate by partial penetration laser welding. It is.

  In this case, not only the bending rigidity in the longitudinal direction of the first reinforcing member becomes extremely high, but also the outer plate buckling strength in that direction becomes high. Moreover, since the 1st reinforcement member is joined to the vehicle longitudinal direction, the welding line direction and the direction which gave the belt grind finish can be made to correspond reasonably.

  The main body of the first reinforcing member (of claim 6) may have a substantially U-shaped cross section and a constant distance from the bottom to the opening side. The part may be configured to have a substantially U-shaped cross-section and a wider interval toward the opening side.

  In this case, the main body portion of the first reinforcing member joined to the outer plate by laser welding has a substantially U-shaped cross section, and has a trapezoidal shape with a wider interval toward the opening side. The rigidity against the out-of-plane shear deformation in the direction orthogonal to the longitudinal direction of the reinforcing member is increased.

  The second reinforcing member that extends in a direction orthogonal to the first reinforcing member is further provided, and the second reinforcing member includes a main body portion and a flange portion, It can also be set as the structure by which the flange part is joined to the main-body part of a said 1st reinforcement member. Here, the shape of the second reinforcing member is not particularly limited, but is preferably a hat shape in cross section in order to obtain an appropriate weld length. Further, the joining method of the second reinforcing member is not particularly limited, but when joining by laser welding, it is possible to adopt a configuration in which joining is performed by partial penetration laser welding.

  In this case, since the second reinforcing member extending in the direction orthogonal to the first reinforcing member is provided on the first reinforcing member, the direction orthogonal to the first reinforcing member is provided. The out-of-plane bending rigidity is increased. Moreover, since the flange part of the 2nd reinforcement member is joined to the main-body part of the said 1st reinforcement member, sufficient joint strength is ensured stably, without affecting an external appearance.

  Since it comprised as mentioned above, this invention can aim at the improvement of an external appearance, ensuring a structure rigidity (weight reduction) and the improvement of a dimensional accuracy compared with the case where the conventional resistance spot welding is used. In particular, a belt grind finish with a belt grinder is applied to the outer surface in advance in the vehicle longitudinal direction as the outer plate, and the laser welding line direction by partial penetration laser welding is the vehicle longitudinal direction. The shape of the weld mark becomes inconspicuous. Therefore, since post-processing is unnecessary, productivity is also improved.

(A)-(d) is explanatory drawing of the principle of the laser welded joint which concerns on this invention, respectively. (A)-(c) is explanatory drawing of the basic principle in the case of using the laser welded joint which concerns on this invention for the structure for railway vehicles (side structure of a railway vehicle), respectively. It is a figure which shows the state which looked at the side structure of the railway vehicle which concerns on this invention from the vehicle outer side. It is a figure which shows the state which looked at the side structure of the railway vehicle from the vehicle inner side. It is sectional drawing in the AA of FIG. It is sectional drawing in the BB line of FIG. It is sectional drawing in the CC line of FIG. It is sectional drawing in the DD line | wire of FIG. It is sectional drawing in the EE line | wire of FIG. It is sectional drawing in the FF line of FIG. It is an enlarged view of the G section of FIG. It is an enlarged view of the H section of FIG. It is an enlarged view of the J section of FIG. It is an enlarged view of the K section of FIG. It is a figure which shows the relationship between the width | variety of an up-and-down board junction part, and the tensile shear strength per unit weld length. It is explanatory drawing which shows an example of the procedure which assembles the side structure of the railway vehicle which concerns on this invention. (A) and (b) are explanatory views of the principle that the weld line becomes invisible.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

  FIG. 2 is an explanatory view of the basic principle when the laser welded joint according to the present invention is used in a railway vehicle structure.

  As shown in FIGS. 2 (a) and 2 (b), the inner surface side of the outer plate 11 (surface grinding material that has been polished on the outer surface 11a in advance by a belt grinder substantially in parallel with the welding line direction by the laser beam). For the joining of the first reinforcing member 12 having a substantially hat-shaped cross section, partial penetration laser welding is used so that the bottom of the molten pool does not reach the outer surface 11 a of the outer plate 11. At this time, the outer surface 11a of the outer plate 11 is polished substantially parallel to the direction of the welding line by the laser beam. That is, the direction of the welding line by the laser beam and the polishing direction (surface grinding finishing direction) for the outer surface 11a are substantially the same.

  Each of the first reinforcing members 12 has a hat-shaped cross section, and a main body portion 12a having a substantially U-shaped cross section whose interval gradually increases toward the opening side, and extends in opposite directions to the opening edge of the main body portion 12a. And flange portions 12b and 12c joined to the outer plate 11 by laser welding. The main body portion 12a includes a substrate portion 12aa that is substantially parallel to the outer plate 11 in a joined state, and a side plate portion 12ab that extends toward the flange portions 12b and 12c so that the distance from the both side edges of the substrate portion 12aa increases toward the opening edge. , 12ac.

  Thus, the main body portion 12a has a substantially U-shaped cross section in which the distance between the side plate portions 12ab and 12ac gradually increases toward the flange portions 12b and 12c, so the first reinforcing member 12 is orthogonal to the first reinforcing member 12. It is difficult to deform (shear deformation) against a shear load acting in a direction and parallel to the outer plate surface. Therefore, when high out-of-plane bending rigidity is required in the direction orthogonal to the first reinforcing member 12 in order to suppress cross-sectional deformation as in the case of using as an outer panel of a railway vehicle structure, the first This can be dealt with by joining the second reinforcing member 13 having a hat-shaped cross section on the reinforcing member 12 (main body 12a) by laser welding in a direction orthogonal thereto. Because shear deformation that occurs between the second reinforcing member 13 and the outer plate is suppressed by the first reinforcing member, the out-of-plane shear rigidity as the outer plate panel is not lowered, and as a result This is because the out-of-plane bending rigidity can be maintained high with respect to the load. In this way, since the out-of-plane bending rigidity can be secured without directly joining the second reinforcing member to the outer plate, the outer plate can be kept beautiful.

  As shown in FIG. 2C, the second reinforcing member 13 is also connected to the main body 13a having a substantially U-shaped cross section and the opening edge of the main body 13a so as to extend in opposite directions. 11 have flange portions 13b and 13c joined by laser welding.

  As in the case of the second reinforcing member 13, when the weld line direction of the member does not coincide with the surface polishing direction (surface grinding finishing direction) of the outer surface of the outer plate 11, the member 13 is By joining the member 12 (main body portion 12aa) directly joined to the outer plate 11 by laser welding, exposure of welding marks to the appearance (outer surface) is prevented. In this case, since laser welding is not exposed to a place where the welding mark can be seen from the outside, unlike the case of joining the outer plate 11 and the first reinforcing member 12 (flange portions 12b, 12c), control is easy during construction. Complete penetration laser welding. In this way, when joining the entire structure by laser welding, the necessary strength of the entire structure can be easily obtained without deteriorating the appearance of the entire structure by properly using partial penetration laser welding and complete penetration laser welding. Secured.

  Subsequently, an example in which such a laser welded joint or outer panel is applied to a railway vehicle structure will be described with reference to FIGS.

The outer plate 21 (thickness 1.5 mm) is divided into three parts, a waist plate part 21A, a blowing / window surrounding part 21B, and a curtain plate part 21C, and the end edges thereof are overlapped and integrated by partial penetration laser welding. It is joined to.

  Each of the portions 21A to 21C of the outer plate 21 is subjected to polishing processing on the outer surface in advance, and the direction of the polishing processing coincides with the vehicle longitudinal direction (rail direction), and welding by the laser beam is performed. The linear direction is also parallel to the longitudinal direction of the vehicle. In addition, 22 is a window opening part and 23 is a door opening part.

  Inside the respective portions 21A, 21B, 21C of the outer plate 21, inner plate panels (thickness 1 mm) 25 to 29 having a hat-shaped cross section are joined in parallel along the longitudinal direction of the vehicle by partial penetration laser welding. . That is, the inner plate panels 25 to 29 extend in the vehicle longitudinal direction, and the welding line direction of the laser welding coincides with the vehicle longitudinal direction.

  Inside the waist plate portion 21A of the outer plate 21, four inner plate panels 25 having a hat-shaped cross section are provided in parallel along the longitudinal direction of the vehicle. On the inner side of the blowing / window surrounding portion 21B (outer plate), an inner plate panel 26 having two convex portions from the lower side before and after the window opening 22, four inner plate panels 27 having a cross-sectional hat shape, two An inner plate panel 28 having convex portions is provided in order. Inside the curtain plate portion 21C of the outer plate 21, two inner plate panels 29 are arranged vertically in parallel.

  In order to simplify the structure on the inner side of the inner panel 25 to 29 and before and after the window opening 22, there is a door bottom pillar 31 having a hat-shaped cross section extending in a direction orthogonal to the inner panel 25 to 29. It is provided so as to overlap the inner plate panels 25-29. The flange portion of the Tojiri column 31 is joined to the main body portions of the inner plate panels 25 to 29 by the complete penetration laser welding in which the bottom portion of the molten pool penetrates the inner plate panels 25 to 29. As a result, high rigidity around the side opening is achieved. The door bottom pillar 31 corresponds to the above-mentioned second reinforcing member, and as shown in FIG. 11, is connected to a main body 31a having a U-shaped cross section and to the main body 31a so as to extend in opposite directions. Flange portions 31b and 31c joined to the inner plate panels 25 to 29 by laser welding.

  A window pillar 32 having a hat-shaped cross section is provided below the window opening 22. The window column 32 also has a body portion 32a having a U-shaped cross section and flange portions 32b and 32c connected to the body portion 32a so as to extend in opposite directions. The flange portions 32b and 32c are inner panel panels. The bottom of the molten pool is joined to a main body portion such as 25 by complete penetration laser welding that penetrates the inner plate panel 25 and the like.

  Each of the inner plate panels 25 to 29 corresponds to the first reinforcing member 12 described above, has a hat shape in cross section, and the inner plate panel 25 is gradually spaced toward the opening side as shown in FIG. And a flange portion 25b, 25c connected to the main body portion 25a so as to extend in opposite directions and joined to the waist plate portion 21A of the outer plate by laser welding.

  A waistband 33 is joined to the lower side of the window opening 22 and a curtain zone 34 is joined to the upper side by laser welding. In addition, 24A is a window frame and 24B is a door frame.

  A joint 37 is provided at each of the four corners of the window opening 22, and another joint 36 is provided with the door bottom column 31 interposed between the lower joint and the lower joint.

The inner plate panels 25 to 29 are joined to the outer plate 21 by overlapping the inner plate panels 25 to 29 on the inner side of the outer plate 21 and continuously irradiating the laser beam from the inner plate panels 25 to 29 side. Then, the region up to the inside of the outer plate 21 is heated and melted, and bonding is performed while controlling the output of the laser beam or the beam moving speed so that the bottom of the molten pool generated thereby does not reach the outer surface of the outer plate 21. (Partial penetration laser welding). Thus, the joint type (partial penetration laser welding joint) of the outer plate 21 and the inner plate panels 25 to 29 is unified, and the welding operation can be stabilized. Moreover, since the out-of-plane deformation of the outer plate 21 is supported by a highly rigid aggregate (the inner plate panels 25 to 29, the door bottom column 31, the window column 32, etc.), the sectional dimension accuracy is improved.

  Each of the outer plates 21 (21A to 21C) is a plate-like member whose outer surface is subjected to polishing (surface treatment) in the vehicle longitudinal direction substantially parallel to the welding line direction by the laser beam. As this polishing process, BG (belt grind) finishing by a belt grinder is desirable. For example, using SUS304 # 80BG material, which is often used as the outer plate of domestic conventional line vehicles, an inner plate panel (thickness 1 mm) and an outer plate (thickness 1.5 mm) When the laser output is 2.5 kW and laser welding is performed from the upper plate side, it is confirmed that the relationship between the width of the upper and lower plate joints and the tensile shear strength per unit weld length is as shown in FIG. Yes. Therefore, it can be seen that if the welding speed is controlled so that the joint width w is about 0.7 mm, the necessary joint strength (shear tensile strength of about 5 kN / cm) is ensured. In addition, if the thickness of the upper plate is not thinner than the thickness of the lower plate, welding burnout will occur, so the thickness of the lower plate must be 1.5 times the thickness of the upper plate or more from various experiments. (For example, upper plate 1 mm, lower plate 1.5 mm, upper plate 1 mm, lower plate 2 mm).

  In addition to the above, as shown in FIG. 16, the side structure of the railway vehicle is manufactured by replacing the inner plate panel having a cross-sectional hat shape with an inner plate panel having a concave and convex shape repeated (an inner plate panel having a cross-sectional hat shape is connected). Can also be used.

  In this case, first, an inner plate panel 42A having a predetermined size corresponding to the outer plate is provided inside the outer plates 41A, 41B, 41C corresponding to the curtain plate portion, the blowing / window surrounding portion, and the waist plate portion. , 42B, 42C are joined along the longitudinal direction of the vehicle by partial penetration laser welding to produce a curtain plate portion outer plate panel 43A, a blowing / window surrounding portion outer plate panel 43B, and a waist plate portion outer plate panel 43C. In this case, of the inner plate panels 42A to 42C, the recessed portion (the portion in contact with the inner surface of the outer plates 41A to 41C) extends along the longitudinal direction of the vehicle, and this portion is externally welded by partial penetration laser welding. It joins to board 41A-41C.

  Then, the curtain plate part, the blowing / window surrounding part, and the outer panel panels 43A to 43C for the waist plate part are joined along the longitudinal direction of the vehicle by partial penetration laser welding in a predetermined positional relationship to obtain a structure 49 ′. .

  Thereafter, the curtain bands 44A, 44B and the waistband 45 are joined along the longitudinal direction of the vehicle by partial penetration laser welding above and below the window opening to form a structure 49 ″. Further, in the direction perpendicular to the longitudinal direction of the vehicle. Necessary rigidity is secured by joining the door bottom pillar 46, the window pillar 47, and the door frame 48 to obtain a side structure 49.

S1 Outer side surface L Broken line 1, 2 Plate member 11 Outer plate 11a Outer side surface 12 First reinforcing member 12a Main body portion 12b, 12c Flange portion 13 Second reinforcing member 21 Outer plates 25-29 Inner plate panel

Claims (8)

A railway vehicle structure in which a first reinforcing member is overlapped on an inner side of an outer plate, and the outer plate and the first reinforcing member are continuously melted from the inner side and continuously joined by laser welding,
The outer plate is formed by superimposing the edge portions of each of a plurality of plate-like members that have been subjected to belt grind finishing by a belt grinder in advance on the outer surface, and the plurality of plate-like members are partially melted from the inner surface side by laser welding so that the vehicle longitudinal A railway vehicle structure characterized in that it is continuously joined in the direction, and the outer side surface is subjected to belt grinding finish by the belt grinder in the longitudinal direction of the vehicle. An outer plate having a belt grinder finished in advance in the vehicle longitudinal direction by a belt grinder on the outer surface;
A first reinforcing member superimposed on the inside of the outer plate and continuously joined by partial penetration laser welding;
An opening formed in the outer plate,
The first reinforcing member is provided between both end portions of the outer plate or between an end portion of the outer plate and an opening end of the opening portion,
A railcar structure according to claim 1, wherein a laser welding line direction between the outer plate and the first reinforcing member is the vehicle longitudinal direction.   The outer plate is formed by overlapping the edge portions of a plurality of plate-like members that have been subjected to a belt grind finish by a belt grinder in advance, and partially melting the plate-like members from the inner surface side by laser welding. The structure for a railway vehicle according to claim 3, wherein the structure is continuously joined in a longitudinal direction of the vehicle. A first reinforcing member is superposed on the inner side of the outer plate whose outer surface is preliminarily belt-grinded by a belt grinder in the longitudinal direction of the vehicle, and the outer plate and the first reinforcing member are partially melted from the inner side. A railcar structure that uses an outer panel that is continuously joined by welding as an outer plate of a side structure,
The railcar structure according to claim 1, wherein the laser welding line direction between the outer plate and the first reinforcing member is a longitudinal direction of the vehicle.   The outer plate is formed by overlapping the edge portions of a plurality of plate-like members that have been subjected to a belt grind finish by a belt grinder in advance, and partially melting the plate-like members from the inner surface side by laser welding. The railway vehicle structure according to claim 4, wherein the structure is continuously joined in a longitudinal direction of the vehicle. The first reinforcing member has a main body portion and a flange portion,
6. The railway vehicle structure according to claim 4, wherein the flange portion is joined to the outer plate by partial penetration laser welding.   The structure for a railway vehicle according to claim 6, wherein the main body has a substantially U-shaped cross section and has a configuration in which an interval increases toward the opening side. A second reinforcing member extending in a direction orthogonal to the first reinforcing member is further provided;
The railway according to claim 6 or 7, wherein the second reinforcing member has a main body portion and a flange portion, and the flange portion is joined to the main body portion of the first reinforcing member. Vehicle structure.

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