JP2011073674A - Railroad vehicle structure - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a railroad vehicle structure with a plurality of reinforcing members arranged in the longitudinal direction of a vehicle and joined to the outer plate of a side structure with laser welding for easily reinforcing the end of an opening of the outer plate. <P>SOLUTION: The railroad vehicle structure includes the outer plate 6 of the side structure, the plurality of first reinforcing members 7 arranged in the longitudinal direction of the vehicle and joined to the outer plate 6 with laser welding, and having heads isolated from the outer plate 6, the opening S1 of the outer plate 6, and inner plate frames 14, 15, 16 arranged at the end of the opening and joined to the heads of the first reinforcing members 7 extending to the side of the opening, out of the plurality of first reinforcing members. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a railway vehicle structure.

  Conventionally, stainless steel structures (stainless steel railway vehicle structures), lightweight stainless steel structures 201 (outer plate + framework + outer plate reinforcing member) shown in FIG. 28A, and FIG. In addition to the double sheet stainless steel structure 202 (outer plate + integrated press-molded inner plate) shown in FIG. 2, a double skin type stainless steel structure is known (for example, see Patent Document 1). Such a stainless steel structure has many advantages such as no painting, easy maintenance and no corrosion.

  In railway vehicle structures, resistance spot welding is often used to join the outer plate and outer plate reinforcing member from the viewpoint of reducing thermal distortion. About 50 to 80 mm.

  General railcar structures, particularly side structures, have some points to consider in terms of strength design. Here, the side structure means one constituted by one or a plurality of side skin panels (having a skin and a skin reinforcement member).

  As shown in FIG. 29A, the side outer panel 101 is mainly subjected to an in-plane shearing action by the vertical load F1 applied by the vehicle body weight and the passenger. In addition, as shown in FIG. 29 (b), the longitudinal force between the vehicles (vehicle end compressive load) also causes in-plane axial compression and in-plane bending action due to the load F2 through the coupler. In strength design, the failure mode to be noted first is buckling of the side skin panel, and the outline of the structure is determined based on the criteria of this.

For example, in a portion where the outer plate is subjected to a compressive action in a wide range (for example, the lower part of the vehicle body center waist plate at the time of a vehicle end compression load), as shown in FIG. 29 (c), the side outer plate panel 101 ( A stiffener) is bonded to the inside of the outer plate 102. In general, since the side structure of a railway vehicle is more greatly subjected to a compressing action in the longitudinal direction of the vehicle body, it is usual to provide an outer plate reinforcing member (stiffener) along the longitudinal direction of the vehicle body on the inner side of the outer plate.
Further, in a region where the outer plate is mainly subjected to shear in a wide range (for example, a door pocket portion immediately above the carriage during vertical load), it is ideal to join the outer plate reinforcing member to the outer plate at an angle of 45 degrees with respect to the rail direction. However, since it is complicated in manufacturing to join with such an angle, the reinforcing member is actually arranged in the horizontal direction (rail direction) or the vertical direction. Both are equivalent in buckling strength.
Japanese Patent No. 27693983 (paragraphs 0014, 0020 and FIG. 4)

  However, the stainless steel structure as described above has several problems.

  (i) The first problem is a decrease in strength against overall buckling and local buckling.

  As described above, resistance spot welding is frequently used for joining the outer plate and the outer plate reinforcing member from the viewpoint of reducing thermal distortion. However, in order to avoid diversion to the already hit points, the hit point pitch is usually 50 to 50. It is about 80 mm. In this case, the stress is not dispersed well in the reinforcing member, and the theoretical buckling strength may not be obtained.

  That is, the out-of-plane bending rigidity as the stiffening panel is lower than the theoretical value, and there is a possibility that the overall buckling is caused by a load lower than expected. In addition, the outer plate may buckle between spot welding points due to compression in the direction parallel to the outer plate reinforcing member (stiffener), and the theoretical buckling strength against such local buckling Inferior.

For example, as can be seen by referring to the concept of buckling strength described later, when the pitch of the outer plate reinforcing member (stiffener) is 80 mm and the compressive stress acts on the outer plate in a direction parallel to this, the reinforcing member However, if the reinforcing member is spot welded to the outer plate at a pitch of 80 mm, it can withstand only about 60 MPa.

  In addition, initial distortion occurs in the outer plate due to distortion around the spot due to pressure contact, and this also greatly reduces the local buckling strength.

  (ii) The second problem is permanent deformation (tensile side) or local buckling (compression side) in the stress concentration portion.

  In the side skin, stress concentration occurs at the corners of the opening of the side skin. In particular, side structures for commuter cars have many openings such as windows and doorways, and stress concentration at these corners becomes a problem.

  In these stress-concentrated portions, permanent deformation occurs on the tension side and buckling deformation occurs on the compression side, leading to ultimate destruction. As a countermeasure against this, it is conceivable to reduce the stress by adding a plate-like outer plate reinforcing member to the inside to increase the thickness on the tension side. The compression side can theoretically be handled in the same way, but there are some problems with the conventional stainless steel structure assembled by resistance spot welding.

  That is, as described above, the spot pitch of resistance spot welding is usually about 50 to 80 mm, but in this case, the stress is not well distributed to the reinforcing plate and the theoretical buckling strength may not be obtained. In addition, even if a reinforcing plate is applied, spot welding for joining them increases, and initial distortion occurs in the outer plate due to distortion around the spot due to pressure welding and heat input, which in turn reduces the local buckling strength. is there.

  (iii) The third problem is water tightness.

  Since resistance spot welding, which is frequently used in the assembly of stainless steel structures, can constitute only lap joints, joints between outer plates or between outer plates and edge members (window frames, door masks, etc.) are also lap joints.

  By the way, in order to prevent water leakage from the outside in these joints, it is necessary to devise measures to maintain water tightness. However, since spot welding is an intermittent joining method in addition to generating minute gaps in the overlapping portion, Watertightness is ensured by inserting a sealing material in advance and welding. Alternatively, watertightness is ensured by placing a sealing material in a fillet shape at the overlapping end.

  However, seals may be broken due to aging and deterioration of the sealant due to wind and rain, and water may enter the vehicle. Incidentally, a structure made of ordinary steel or aluminum alloy can be continuously welded, so such a problem does not occur.

  (iv) The fourth problem is the aesthetics of the outer plate (side outer plate, wife outer plate).

  Resistance spot welding, which is often used in the assembly of stainless steel structures, is pressed in a spot shape at the time of construction, so that the surrounding area is distorted by the pressing force and heat input, and a concave indentation is also generated at the striking point. The appearance of the outer panel is damaged. In particular, deteriorating the aesthetics of the side skin and wife skin reduces the product value.

  The “burn” of the outer plate due to spot welding can be eliminated by electrolytic treatment, but the indentation is relatively deep and is difficult to be made invisible by polishing after joining.

  Moreover, although it can also cover with a color band (film), even if it covers, an impression may become more conspicuous depending on the viewing angle.

  (v) The fifth problem is the complexity of the internal framework.

  As a structure for attaching the interior and the equipment to the structure, conventionally, the main structure or the internal frame (secondary structure material) is welded with a screw seat or an attachment metal is separately provided.

  Most of these mounting brackets and screw seats are individually designed for each vehicle, and the mounting location on the structure varies depending on the vehicle type and location.

  Therefore, the number of parts such as a screw seat, an internal frame, and a mounting bracket is increased, and a great number of man-hours are required for manufacturing parts and welding. Moreover, since the mounting position is not standardized, the size management of mounting is also complicated.

  The inventor has conceived that the above problem can be solved by using laser welding instead of resistance spot welding for joining the outer plate and the outer plate reinforcing member.

  The present invention provides an opening provided in an outer plate of a rail vehicle structure in which a plurality of reinforcing members (first reinforcing members) arranged in the longitudinal direction of the vehicle are joined to the outer plate of the side structure by laser welding. It is an object to make it possible to easily reinforce the end portion of the.

  First, the present invention has been made based on the concept of buckling strength described below.

  The Euler buckling equation for a rectangular flat plate is expressed as the following equation (see FIG. 1A).

Here, E is the longitudinal elastic modulus, ν is the Poisson's ratio, and t is the plate thickness.
K is a buckling coefficient, and when the four sides of the rectangular plate are simply supported (rotational support), theoretically,

It is expressed. Where α is the edge length ratio

It is.

In addition, when the generated stress is large, the influence of plasticity cannot be ignored. For example, plastic correction is performed by Johnson's empirical formula. That is,

It becomes. Here, σY is the proof stress of the material.

  Similarly, for shear buckling stress,

(See FIG. 1B).

  In an actual structural structure, a reinforcing member for the purpose of stiffening is joined to a thin outer plate to constitute an outer plate panel, but the outer plate surrounded by the reinforcing member in a rectangular shape does not buckle. Thus, the arrangement and pitch of the reinforcing members must be determined.

  In both the vertical load on the structure and the compressive load at the end of the car, the in-plane stress generated on the outer plate of the side structure is the stress in the direction perpendicular to it in the longitudinal direction of the car body at many points (stress in the vertical direction). Since it is comparatively large, the reinforcing member should be arranged so that the long side direction of the outer plate rectangular region surrounded by the reinforcing member is the longitudinal direction of the vehicle body. This is because, as can be seen from the buckling mode shown in FIG. 1C, the compression in the long side direction can endure the buckling several times as much as the compression in the short side direction.

  This is expressed by the following formula.

Therefore, if the length of the long side is not less than 5 times the length of the short side, the approximation of the above formula is sufficiently established.

With these equations, the relationship between the short side length b of the rectangular region and the buckling stress (σcr, x, σcr, y, τcr) is illustrated as shown in FIGS.

  In the outer panel, the pitch at which the reinforcing members are arranged can be regarded as corresponding to the short side length b of the rectangular region.

  Therefore, conversely, if the generated stress (σx, σy, τ) can be predicted through the stress analysis or the structural test, the pitch b of the reinforcing member can be determined using FIGS. This can be expressed in the following formula.

here,

  The invention according to claim 1 is a plurality of first reinforcements having a side plate of the side structure, a head arranged in the longitudinal direction of the vehicle, joined to the outer plate by laser welding, and separated from the outer plate. A member, an opening provided in the outer plate, and a first reinforcing member disposed at an end of the opening and extending toward the opening among the plurality of first reinforcing members And an inner plate frame joined to the head. The laser welding of the outer plate and the first reinforcing member may not be continuous welding for a portion where the stress generated in the outer plate is low and there is no risk of buckling.

  In this way, the inner plate frame is disposed at the end of the opening provided in the outer plate, and this inner plate frame is joined to the head of the first reinforcing member that is spaced from the outer plate. Since the end portions of the first reinforcing member 7 are coupled to each other, the reinforcement can be easily performed.

  In this case, as described in claim 2, the inner plate frame is attached to the outer plate from an attachment portion joined to the head portion of the first reinforcing member and an edge of the attachment portion. A leg portion extending in a substantially orthogonal direction and a spacing portion extending from the edge of the leg portion substantially parallel to the outer plate and spaced from the head portion of the first reinforcing member It can be set as the structure which has.

  Further, as described in claim 3, the mounting portion of the inner plate frame and the head of the first reinforcing member are joined by laser welding, as in claim 4. The direction of the welding line by the laser welding is a vehicle vertical direction, and the attachment portion of the inner plate frame is provided at a peripheral edge portion of the opening portion, The upper portion or the lower portion is configured to extend in the longitudinal direction of the vehicle along the head portion of the first reinforcing member, and the attachment portion of the inner plate frame is formed of the opening portion. Provided in a peripheral portion, and extends in a longitudinal direction of the vehicle along the head of the first reinforcing member at an upper portion or a lower portion of the opening, and the width of the inner plate frame is set at an upper portion of the opening or In the lower part, the head of the first reinforcing member Construction width is substantially the same as described in claim 7, wherein the spacing portion and the leg portion of the inner plate frame may be configured to be provided continuously along the vehicle vertical direction.

  As described above, according to the present invention, the inner plate frame is arranged at the end of the opening provided in the outer plate, and the inner plate frame is separated from the outer plate by the first reinforcing member. Since the end portions of the first reinforcing member 7 are coupled to each other, the reinforcement can be easily performed.

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

  FIG. 3 is a perspective view showing a railway vehicle structure according to an embodiment of the present invention.

  As shown in FIG. 3, the railway vehicle structure 1 includes left and right side structures 2, a roof structure 3, front and rear wife structures 4, and a frame 5. The side structure 2 includes an outer plate 6 and outer plate reinforcing members 7A and 7B (first reinforcing members) bonded to the inner side of the outer plate 6, and these are bonded by laser welding ( The same applies to the roof structure 3 and the wife structure 4). This reinforcing member 7A (7B) has a U-shaped portion 7Aa having a U-shaped cross section, and mounting portions 7Ab and 7Ac extending in opposite directions to each other at both edges of the U-shaped portion 7Aa. It is configured in a hat shape in cross section, and is laser-welded to the outer plate 6 at the mounting portions 7Ab and 7Ac.

  A laser irradiation device (not shown) used for laser welding is attached to the wrist of an articulated robot. This articulated robot has a plurality of axes (for example, six axes), and moves the laser irradiation device along a predetermined welding line U in a state where a thin plate (for example, the outer plate 6) to be welded is fixed. It is something that can be done. A laser condensing unit and a pressing unit are integrally attached to a laser irradiation apparatus that performs overlap laser welding. For example, a pressing unit (pressing roller 31) having a roller moves along a welding line U to weld a workpiece. By irradiating the welding position with the laser beam 12 from the laser concentrator while pressing the vicinity of the position, the focal length of the laser beam can be accurately maintained while ensuring the adhesion of the overlapping portion. Yes.

  Moreover, the joining of the edge member 8 (window frame, door mask, etc.) and the outer plate 6 provided at the periphery of the opening (the window opening S1, the entrance opening S2) of the outer plate 6 is also performed by continuous laser welding. Yes. The joint may be a lap joint or a butt joint. Although not specifically shown, the outer plates are joined to each other by continuous laser welding.

By the way, the in-plane stress component generated in the outer plate 6 is decomposed into uniaxial stresses σx, σy and shear stress τ in the direction perpendicular to the rail direction, and the corner portion of the window opening S1 according to the stress analysis result for the conventional vehicle. The stress acting on
(Σx, σy, τ) = (130, 50, 35) [MPa]
It is estimated that it is about. At this time, the theoretical value of the pitch b is b = min (104, 87, 255) = 87 mm according to the above-described equation (11).
Therefore, the pitch of the reinforcing members 7A in the vicinity of the corner of the window opening S1 is set to 80 mm in order to make it slightly safer. From this, the pitch of the reinforcing member 7A defined by the interval of the welding line U by laser welding is based on the buckling strength at the place where the load load of the reinforcing member 7A is most severe in the rail direction in which the reinforcing member 7A extends. It can be said that it has been decided.

  Then, as shown in FIG. 4, the reinforcing member 7A embodies the pitch 80mm of the reinforcing member 7A by setting the interval L1 of laser welding (welding line U) to 80 mm (hat width L2 = 50 mm). Similarly, the hat width (70 mm) and the laser welding interval (100 mm) of the reinforcing member 7B were determined for the other portions. The laser welding interval L3 between the adjacent reinforcing members 7A and 7B is 20 to 50 mm. However, if the cross-sectional shape of the reinforcing member is determined for each portion of the outer plate 6, many types of reinforcing members are generated. Therefore, the cross-sectional shape of the reinforcing member is limited to the above two types in this embodiment. ing. The height H of the reinforcing members 7A and 7B is 25 mm, which is determined from the overall buckling strength of the outer plate 6 of the side structure 2.

  Thus, the hat width L2 (width of the U-shaped portion) of the reinforcing member 7A provided near the corner of the window opening S1 and the upper corner of the entrance / exit opening S2 is 50 mm, and the reinforcing member 7B provided at other portions is provided. The side structure is formed with a hat width of 70 mm. Therefore, the hat width of the reinforcing member 7A provided in the vicinity of the upper corner portion of the window opening portion S1 and the entrance opening portion S2 of the window opening portion S1 having a high applied stress and a large load load is set to the hat of the reinforcing member 7B provided in other portions. It is smaller than the width. The out-of-plane bending in the direction perpendicular to the rail direction is stiffened by a separately provided vertical bone.

  By the way, in the case of a side structure that receives an unfavorable load or the like, the outer plate is buckled in a direction perpendicular to the direction in which the reinforcing member extends in the portion of the closed space constituted by the outer plate and the outer plate reinforcing member. There is a fear. In order to reinforce this portion, it is conceivable that a small reinforcing plate is joined to a portion of the outer plate corresponding to the closed space before the reinforcing member is joined to the outer plate to form the closed space. As another embodiment for improving workability, there is a structure shown in FIGS.

  As shown in FIG. 5A, local reinforcement can be achieved by providing a small reinforcing member 11 (second reinforcing member) having a U-shaped cross section in advance in the reinforcing member 7 having a hat-shaped cross section. it can. That is, the reinforcing member 11 is disposed in the end portion of the reinforcing member 7, and both side portions 11 a of the reinforcing member 11 are joined to the both side portions of the U-shaped portion 7 Aa of the reinforcing member 7 by laser welding in advance at the welding line U. The reinforcing members 7 and 11 may be integrated.

  In this way, simply by joining the reinforcing member 7 to the outer plate 6 by laser welding, the reinforcing member 11 is also attached to the outer plate 6 and the opening of the reinforcing member 7 is reinforced, so the process is The minimum necessary reinforcement can be added to the required part without increasing.

  In order to increase the buckling strength as another embodiment, as shown in FIG. 5B, laser welding is performed through an opening 7b (or a notch) provided in the reinforcing member 7 (the head of the U-shaped portion 7Aa). It can also be joined by a beam 12 (or a spot welding gun) to further increase the buckling strength.

  In addition, the above-described outer-plate reinforcing member having a hat-shaped cross section is usually manufactured by pressing a flat plate with a V-bending press. However, since this is a two-dimensional cross section, when the outer window reaches the opening of a side window or a side doorway, The edge of the plate reinforcement member is a free edge with a closed cross-section open (the end of a member that extends in a specific direction while maintaining the same cross-sectional shape, and the end is opened to perform any reinforcement or three-dimensional processing. It means that it has not been applied) and the rigidity is weakened as it is.

  Therefore, as shown in FIG. 5C, as an end treatment, a base portion 13a joined to the outer plate 6 by laser welding, and a bulge formed inside the center portion of the base portion 13a by drawing and having a hollow inside. By using the reinforcing member 13 (the end is closed) having the protruding portion 13b, the buckling strength and rigidity at the end can be increased. In particular, if continuous welding such as laser welding is used, the periphery of the reinforcing member 13 can be completely blocked, and the rigidity is further increased.

  Alternatively, when the V-bending press material is used, as shown in FIG. 6A, the flat inner plate frame 14 is formed in a U-shaped cross section of the reinforcing member 7, for example, at the peripheral portion of the opening S1 of the side window. If the U-shaped portion 7Aa is placed on the U-shaped portion 7Aa, joined together by laser welding, and the end portions (of the free edges) of the reinforcing member 7 are coupled to each other, the reinforcement can be easily performed. Instead of the flat plate-like inner plate frame 14, as shown in FIGS. 6B and 6C, inner plate frames 15 and 16 having a certain height may be used. In this case, L-shaped sections 15 b and 16 b are connected to the side opposite to the outer plate 6 with respect to the sections 15 a and 16 a laser welded to the reinforcing member 7. These structures (see FIGS. 6A to 6C) can also be applied to corners of other openings of the outer plate.

  However, in such an open end, if the inner plate frame 14 provided on the U-shaped portion 7Aa of the outer plate reinforcing member 7 remains free edge, it is difficult for shear (shearing force) to flow through the inner plate frame 14A. In particular, strength may be insufficient at corners.

  Therefore, as shown in FIG. 7A, from the main body portion of the inner plate frame 14A provided on the U-shaped portion 7Aa of the outer plate reinforcing member 7, the leg portion 14a connected to the main body portion is connected to the end portion. If the end portion reinforcement is constructed in such a manner that the flange portion 14b extending in a direction orthogonal to the leg portion 14a is directly joined to the outer plate 6 by laser welding, extending so as to close the portion and lowering on the outer plate 6. The rigidity and strength of the end can be further increased. This can also be applied to the corner of the opening, and if the periphery of the opening is reinforced by the inner plate frame 14A in which the leg portion 14a and the flange portion 14b are integrated in this way, it is more effective for reinforcing the end portion. is there.

  If the outer plate reinforcing member 7 having a hat-shaped cross section is attached to the edge reinforcing inner plate frame 14A of these openings, there is no problem of interference with the presser roller described later.

  Furthermore, if the leg portion corresponding to the corner of the opening in the inner plate frame 14B is formed into a curved portion 14c by drawing or the like as shown in FIG. 7B, the corner of the opening is further increased. An inner plate frame 14B that secures the above strength is obtained.

  If further out-of-plane rigidity is required, the inner plate frame 14C can be made taller than the outer plate reinforcing member 7 as shown in FIG. In this case, the first flange portion 14e extending from the first leg portion 14d is used as the outer plate reinforcing member 7 (a U-shaped portion), and the second flange portion 14g extending from the second leg portion 14f is used as the outer plate 6. The horizontal portions 14h that are joined to each other, join the upper end edges of both leg portions 14d and 14f, and extend parallel to the outer plate 6, are parallel to the upper surface of the U-shaped portion of the reinforcing member 7, but are separated. The first and second leg portions 14d and 14f extend to the same height in parallel with each other from the first and second flange portions 14e and 14g, so that the inner plate frame 14C has an unequal leg cross section. ing.

  Also in this case, as shown in FIG. 7D, if the portion corresponding to the corner of the opening in the inner plate frame 14D is configured as the curved portion 14k, the strength of the corner can be further increased.

When configured as described above, (i) laser welding is used for joining various elements, so that there is no reduction in buckling strength due to buckling between spot welding points or initial strain as in the conventional structure, and as designed. Buckling strength can be obtained. (Ii) Therefore, if the pitch of the reinforcing member is determined according to the theory, it is not necessary to apply a small reinforcing plate to the outer plate, which contributes to reducing the number of parts and man-hours. (Iii) Also, the outer plate. The number of types of reinforcement is remarkably smaller than before, and there are two types, so that the cost of manufacturing parts can be reduced. (Iv) Since the number of types of parts is further reduced, it is easy to improve the dimensional accuracy of the parts.

  By the way, since the overlapping parts are continuously joined metallurgically by continuous laser welding, a new sealing material is not required and there is no inundation due to deterioration over time. Laser welding, unlike arc welding, has a high energy density and hardly causes thermal distortion, and thus can be used.

  In this way, by utilizing the fact that watertightness can be ensured only by continuous laser welding without using a sealing material, a water channel such as a rain gutter is formed only by a structural member of the structure without providing a separate water pipe / gutter. be able to.

  Specifically, the side skin and the roof skin are joined by continuous laser welding. In that case, either the roof skin or the side skin is usually used for receiving the reaction force during laser welding. One or both ends are bent to form a bent portion as a rigid means. For example, as shown in FIG. 8A, the end portion of the side outer plate 6A (curtain plate) of the side structure is bent to form a bent portion 6Aa as a reaction force receiving portion at the time of laser welding, and at the same time, the roof structure. The end portion of the roof outer plate 6B (long girder) is bent to constitute a folded portion 6Ba as a rain gutter portion having a U-shaped cross section that opens upward. Thus, by bending the end portion of the roof outer plate 6B, it is possible to realize the rain gutter portion (folded portion 6Ba) at the same time as securing the rigidity.

  Further, as shown in FIG. 8B, the range of the side structure is expanded to the roof outer plate (long girder) on the upper side of the side outer plate 6A (curtain plate), and at the same time as the end 6Ab of the side outer plate 6A is bent. The end portion 6Bb of the roof outer plate 6B to be joined thereto can be bent to form a reaction force receiving portion. In this case, the reaction force receiving portion constitutes a gutter as it is.

  Further, as shown in FIGS. 9 (a) and 9 (b), the side structure and the wife structure are joined to the wife corner column 22 having a substantially L-shaped horizontal cross section that is previously joined to the wife outer plate 21 of the wife structure. And the side outer plate 23 is joined by continuous laser welding. The wife outer plate 21 and the side outer plate 23 are in a positional relationship orthogonal to each other.

  At that time, as shown in FIG. 9A, a rain gutter that guides rainwater from the roof to the ground surface can be configured by providing another member 24 that forms a closed space with the end corner pillar 22. This eliminates the need for a separate water pipe. The end corner pillar 22 has a first face plate portion 22 a joined to the end face plate 21 and a second face plate portion 22 b joined to the side outer plate 23. The member 24 includes flange portions 24a and 24b joined to the face plate portions 22a and 22b of the end corner pillar 22, respectively, and a dogleg-shaped main body portion 24c positioned therebetween. A closed space as a water channel (rain gutter) is formed between the main body portion 24 c and the end corner pillar 22.

  As shown in FIG. 9B, it is possible to form a closed space between the end corner post 22 </ b> A and the end outer plate 21. In this case, a closed space component 22c having a hat-shaped cross section is connected to the end face plate 21 side of the end corner pillar 22A. The flange portions 22d and 22e on both sides of the closed space constituting portion 22c are continuously laser-welded to the end face plate 21 to ensure water tightness.

  In addition, as shown in FIG. 10, a side beam 25 having a U-shaped cross section is used as a reaction force receiver, and the side outer plate 23 is joined thereto by continuous laser welding. By doing so, the side outer plate 23 and the frame (side beam 25) can be coupled.

  In the side outer plate, as shown in FIG. 11A, the end portions of the outer plates 23A and 23B are overlapped with each other, or the outer plate 23B and the frame member 26 (edge member of the opening) are overlapped. A lap joint is formed by welding. These operations do not require a reaction force because they are installed on a jig in the state of each structure unit before the structures are joined and continuous laser welding is performed. Further, not only such a lap joint, but also a configuration with a butt joint J1 and a lap fillet joint J2 is possible as shown in FIGS.

  By the way, when the outer plate and the frame member (opening edge member) are continuously laser-welded, the thickness of the plate member constituting the frame member is equal to or less than the plate thickness of the outer plate, and the outer plate surface Welding and corner breakage occur, and in some cases, the weld bead penetrates. In this case, welding marks can be seen along the periphery of the opening, which impairs the aesthetic appearance.

  Therefore, as shown in FIG. 12, the edge member 26 located outside such as a window frame or a door mask can be a thick plate thicker than the outer plate 6. If the plate thickness of the edge member 26 which is a member located on the outside is 3 mm or more, the weld line can be made almost invisible regardless of the type and state of the surface treatment.

  Further, as shown in FIG. 13, by forming a roll portion 27a in which a plate material is wound around a portion constituting the lap joint of the edge member 27 to form a hollow inside, the outer surface is affected even as a through weld. You can also avoid it. Such a roll portion 27a can be produced by drawing or roll forming the plate material, or by manufacturing the plate material by V-bending press, pressing the steel pipe, etc., and the plate materials are in contact with each other without forming a hollow portion. It may be the case. In addition, the hollow part does not necessarily need to be formed, and the joining part with the outer plate | board 6 should just be the laminated board structure formed by bending a flat plate.

  In this way, water tightness can be maintained while suppressing an unnecessary increase in weight, and the design can be improved. Further, if the roll portion is configured in this way, even if it is necessary to overlap three frames + outer plate + aggregate, there is little possibility of penetration, so that three sheets can be welded simultaneously.

  For example, in the case of a window frame, the outer plate of the blowing portion may be a thick plate (3 mm or more) as described above, and the window frame may be eliminated. In this case, the number of parts can also be reduced.

  By the way, when performing overlap laser welding, as shown in FIG. 14A, a pressing roller that moves together with the laser beam in order to ensure the adhesion of the overlap portion and to maintain the focal length of the laser beam 12 accurately. 31 (about 100 mm in diameter) is used. The pressing roller moves together with the laser beam 12 when the reinforcing member 7 is laser welded to the outer plate 6 and presses the joint portion of the reinforcing member 7 to the outer plate 6.

  At this time, if the edge member 32 (a frame such as a window frame or a door mask) is attached to the end portion of the reinforcing member 7, the roller 31 may interfere with the edge member 32 and continuously perform laser welding to the end portion. Can not. Therefore, conventionally, since the pressing roller 31 is removed and welding is performed separately, a great number of man-hours are required. Conversely, when the edge member 32 is retrofitted, the roller 31 may interfere with the outer plate reinforcing member 7 and may not be installed.

  Therefore, as shown in FIG. 14A, a part of the edge member 32 (flange 32a and the like) is cut out only at a portion where the pressing roller 31 passes to form a cutout portion 32b into which the pressing roller 31 can enter. The outer plate 6 and the outer plate reinforcing member 7 can be laser-welded quickly and accurately in one step without removing the pressing roller 31.

  Further, as shown in FIG. 14B, a long holding jig 33 having a height dimension equal to or higher than the height of the edge member 32 is disposed on the outer plate reinforcing member 7, and It is also possible to press the member 7 together with the jig 33 by the pressing roller 31.

  In this way, there is an advantage that the end of the reinforcing member 7 can be welded to the outer plate 6 without modifying the structural member.

  In order to obtain a stainless steel structure with a high precision and beautiful outer plate surface relatively easily, after assembling the outer plate by continuous laser welding, the surface of the outer plate is subjected to brushing or shot blasting treatment. Finish beautifully. Alternatively, after assembling the structure by laser welding, the outer plate may be brushed or shot blasted to finish it beautifully. Further, the weld line portion may be covered with a color band. The joint by laser welding may be any of through lap welding, partial penetration lap welding, and butt welding.

  Alternatively, if the thickness of the outer plate 6 is 3 mm or more, it is possible to perform partial penetration laser welding without producing a welding line on the outer plate surface regardless of the surface treatment of the outer plate and the direction of the welding line.

  In this way, the appearance of the outer plate can be ensured only by the welding process without performing post-processing such as brushing.

  As another example, even if the thickness of the outer plate is the same as before, some welding marks are removed by unifying the direction of the welding line in a certain direction, particularly in the longitudinal direction of the vehicle body on the side outer plate. It is also possible to make it inconspicuous (so as not to bother) even if it comes out on the plate surface.

  In this embodiment, in order to make all the welding lines appearing on the outer plate to be in a certain direction, the outer plate and the long outer plate reinforcing member (horizontal bone) are laser welded and orthogonal to the outer plate reinforcing member from above. "Floating bone structure" that passes the main frame (longitudinal bone) in the direction to be adopted.

  In this floating bone structure, when the transverse bone and the longitudinal bone are crossed and joined by laser welding, the above-described presser roller is used in order to ensure the adhesion of the overlapping portion at the time of joining. If the plate thickness or rigidity of the flange of the longitudinal bone located on the upper side is insufficient, the flange portion of the longitudinal bone is bent together with the transverse bone, and the adhesion cannot be ensured. In order to solve this problem, a large presser jig is required, which significantly deteriorates productivity and cost.

  The thickness of the vertical bone located above (2.5 mm) is made thicker than that of the horizontal bone located below (1 mm), or the flange end of the vertical bone is bent to ensure rigidity. Even without a jig, the bending of the lateral bone can be eliminated, and the part can be welded by a simple press roller, which is excellent in productivity and cost.

  In addition, when the crossing portion of the horizontal bone and the vertical bone is close to the corner of the outer plate opening such as the side window or the side doorway, a large shear force is likely to be generated between the horizontal bone and the vertical bone, and the horizontal bone and the vertical bone The strength may not be secured only by joining at the narrow flange overlapping portion of the bone.

  Therefore, as shown in FIG. 15, it is conceivable that the flange 41a of the longitudinal bone 41 is widened to form a gusset-like extension 41b to ensure a bonding area. The horizontal bone (reinforcing member 7) extends to the end in accordance with the shape of the opening corner of the outer plate 6.

  A solid gusset can be configured by joining the gusset-like extension portion 41b and the extension portion of the outer plate reinforcing member. Note that the gusset portion may be a separate component from the longitudinal bone 41 located above. In addition, it is desirable that the joining of the portions is performed by laser welding.

  In this way, it is possible to reduce the shear stress generated in the overlapping portion between the horizontal bone (reinforcing member 7) and the vertical bone 41. Furthermore, the stress generated in the outer plate 6 can be reduced by the solid gusset.

  In addition, when laser welding is applied in a narrow portion such as an overlapping portion between the horizontal bone (reinforcing member 7) and the vertical bone 41 or an overlapping portion between the horizontal bone (reinforcing member 7) and the gusset portion, the welding line U is intermittent. In such a narrow part, as shown in FIG. 16A, the optical axis of the laser beam is rotated so that the weld line is closed, and the ring-shaped weld line U1 (diameter of about 10 to 20 mm). Ring welding). The ring diameter is determined from the joint area and the required strength.

  In this way, a long weld line U1 can be secured even in a narrow portion, so that the necessary strength can be obtained. Moreover, since there is no weld end, cracks are less likely to occur.

  In this ring welding, as shown in FIG. 16 (b), if a cylindrical holding jig 51 is used, the adhesiveness of the upper and lower members can be secured and appropriate laser welding can be performed.

  Further, as a structure for attaching interior parts and devices, for example, as shown in FIG. 17A, a long rail member 61 formed by bending a plate material into a rail shape is attached to the side outer plate 6 in the longitudinal direction of the vehicle body, or A seat or interior panel as an interior product / equipment can be attached by attaching by means of laser welding in a direction orthogonal to the longitudinal direction of the vehicle body and using a fixture 62 such as a square head special bolt or nut. In the cross section, the rail member 61 has a double wall portion on both sides of a portion with which the head portion of the attachment portion 62 is engaged, and the attachment portions in opposite directions from the end of the outer wall portion of the double wall portion. Is formed by bending a single plate material so that.

  Further, as shown in FIG. 17B, a rail member 64 having a similar structure is attached to a transverse bone (rafter) 63 of the roof structure in the longitudinal direction of the vehicle body, and a fixture 65 such as a square head special bolt or nut is attached. By using it, it is possible to suspend units such as ceiling ducts and fluorescent lamps as interior parts and equipment.

  As shown in FIG. 18A, a rail member 71 can be joined between the floor plates (keystone plates) of the underframe 5 in the longitudinal direction of the vehicle body so that a seat can be attached (seat track).

  Further, as shown in FIG. 18B, the rail member 72 is used as a horizontal frame of the underframe so that equipment under the floor can be suspended from the rail member 72.

  In this case, the rail-shaped molding of the rail member is performed by draw molding or roll molding, and the long rail member is attached to the outer plate or the main frame by laser welding. Alternatively, if it is attached to the main frame, arc welding or resistance spot welding may be used.

  In this way, it is possible to reduce the number of components, reduce the number of steps for attaching a secondary structure material such as an internal frame, and facilitate dimensional management.

  Further, according to the draw molding, it can be processed at a much lower cost and with higher accuracy than by press molding, and a good fit with the bolt head can be realized.

Next, a method for assembling the side structure and a method for manufacturing the side structure by dividing it into a plurality of units and joining them by laser welding after the manufacture will be described.
(1) In the first method, as shown in FIGS. 19 (a) and 19 (b), two types of side units 81A and 81B, a curtain plate unit 82, and a door mask 83 are separately manufactured, and then they are laser-processed. They are joined by welding to form a side structure 84. In this case, the side units 81A and 81B and the curtain unit 82 may be assembled by laser welding.
(2) In the second method, as shown in FIGS. 20A and 20B, the side units 81C and 81D including the curtain plates 81Ca and 81Da and the door mask 83 are separately manufactured, and then they are laser-welded. To form a side groove body 85.

The side units 81C and 81D are assembled using laser welding. The joining method of the door mask 83 is also laser welding. The joining method of the curtain plates 81Ca and 81Da of the side units 81C and 81D is laser welding or arc welding.
(3) In the third method, as shown in FIGS. 21A and 21B, side units 81C and 81D including the curtain plate portions 81Ca and 81Da and a door mask 83A extending to the curtain plate portion are separately manufactured. After that, they are joined by laser welding to form a side groove body 86. The portion extending to the curtain plate portion of the door mask 83A is positioned outside the curtain plate portions 81Ca and 81Da of the side units 81C and 81D.

The side units 81C and 81D are assembled using laser welding. The coupling method of the door mask 83A and the coupling method of the curtain plates 81Ca and 81Da of the side units 81C and 81D are as described above.
(4) In the fourth method, as shown in FIGS. 22 (a) and 22 (b), side units 81E and 81F including curtain plate portions 81Ea and 81Fa and half-cracked door masks 81Eb and 81Fb are separately manufactured, and thereafter The side units 81E and 81F are joined together by laser welding to form a side groove body 87.

  The side units 81E and 81F are assembled using laser welding.

In this way, the construction speed of the side structures 84 to 87 is improved, the aesthetic appearance of the side outer plates is improved, the water tightness is ensured and the sealless is achieved, and it is advantageous in improving the dimensional accuracy.
By the way, in the method of assembling the side units 81A to 81F described above, for example, as shown in FIG. 23, the side outer plate is divided into a waist plate 141A, a blowing plate 141B, and a curtain plate 141C, and the waist plate 141A and the blowing plate 141B. The outer plate reinforcing members 142A to 142C are joined to the curtain plate 141C by laser welding to manufacture the waist panel 143A, the blowing panel 143B, and the curtain panel 143C.

  At this time, the lap plate 141A and the flange portion of the outer plate reinforcing member 142A form a lap joint, and as shown in FIGS. 24 (a), (b), (c), and (d), from the outer plate reinforcing member 142A side. Both are joined by partial penetration laser welding. The same applies to the connection between the blowing plate 141B and the curtain plate 141C and the flange portions of the outer plate reinforcing members 142B and 142C. Note that the window frame (not shown) is similarly joined to the blowing plate 141B in advance by laser welding.

  The lower edge of the blowing plate 141B and the lower edge of the curtain plate 141C are provided with a margin, and the margin of the lower edge of the blowing plate 141B, the upper edge of the waist plate 141A, and the lower edge of the curtain plate 141C. A lap joint is formed by the upper part and the upper end of the blowing plate 141B, and this part is laser welded to form the side unit 121 (see FIG. 25). Note that 122 is a window opening, and 123 is a door opening.

  Further, the waist belt 145 and the curtain belts 144A and 144B located at the lap joint are joined to the outer plate by laser welding (see FIG. 26). At this time, due to the presence of the waist belt 145 and the curtain belts 144A and 144B, the waist belt 145, the curtain belts 144A, If 144B can be arranged, the waist belt 145 and the curtain belts 144A and 144B can be joined to the blowing plate 141B in advance.

  Next, the vertical columns 146 of the door-end column 146A, the door-end column 146B, and the intermediate column 146C are joined to the head of the outer plate reinforcing member 142A by laser welding (see FIGS. 23, 24 (d), and 26). At this time, a short welding line may be used, or if it is a ring-shaped welding line, the joint strength is further stabilized. Reference numeral 148 denotes a door frame.

  Finally, the side unit 121 can be completed by joining the gussets 150A to 150D by laser welding at and near the joint of the waist belt 145, the curtain belts 144A and 144B and the door bottom pillar 146B (see FIG. 27).

And the manufacturing method of the side unit as mentioned above is applicable also to manufacture of the end structure unit, the roof unit, and the frame unit.
In the case of the roof structure unit, the roof skins are joined by continuous laser welding, and then the rafter and the roof skin are joined by laser welding from the skin side. At this time, since a high aesthetic appearance is not required in the roof structure, laser welding may be through welding or partial penetration welding.

  In the case of the frame unit, the side beam and the horizontal beam are joined by laser welding or resistance spot welding via a gusset, and then the keystone plate floor plate and the horizontal beam are joined by laser welding from the floor plate side. . At this time, the lower part of the underframe and the floor board surface become a blind spot or a concealed part after the vehicle body is completed, and there is no need for aesthetic appearance.

  Then, the left and right side units, the roof unit, the underframe unit, and the front and rear wife units are joined by the method illustrated in FIGS. 8 to 10 to assemble the railway vehicle structure.

(A) is explanatory drawing of the buckling problem of a rectangular board, (b) is explanatory drawing of the shear buckling problem of a rectangular board, (c) is explanatory drawing of the buckling mode of a rectangular board. (A) is a diagram for explaining the relationship between the short side length b and the buckling stress σcr, x in the long side direction, (b) is a diagram for explaining the relationship between the short side length b and the buckling stress σcr, y in the short side direction, ) Is an explanatory diagram of the relationship between the short side length b and the shear buckling stress τcr. It is a perspective view which shows the structure for rail vehicles which is one embodiment which concerns on this invention. It is explanatory drawing which shows the relationship between an outer plate and an outer plate reinforcement member. (A) (b) is a figure which shows embodiment which provided the small reinforcement material in the edge part of an outer plate reinforcement member, respectively, (c) is a perspective view which shows the modification of an outer plate reinforcement member. (A) is a perspective view which shows the corner part of an opening part, (b) is a perspective view which shows the other example of the corner part of an opening part, (c) is a perspective view which shows another example of the corner part of an opening part. It is. (A) is a perspective view showing another example of the corner of the opening, (b) is a perspective view showing another example of the corner of the opening, and (c) is another example of the corner of the opening. (D) is a perspective view which shows the other example of the corner part of an opening part. (A) is a perspective view which shows the junction part of a side outer plate and a roof outer plate, (b) is a perspective view which shows another example of the junction part of a side outer plate and a roof outer plate. (A) (b) is a perspective view of the junction part of a side outer plate and a wife outer plate, respectively. It is a perspective view of the junction part of a side outer board (waist board) and a side beam. (A) is explanatory drawing of the junction part of a side outer plate, (b) (c) is explanatory drawing of the junction part of a side outer plate, respectively. It is a perspective view of the junction part of a side outer plate and an edge member. It is a perspective view of the junction part of a side outer plate and an edge member. (A) is explanatory drawing of the joining method of an outer plate reinforcement member, (b) is explanatory drawing of the other example of the joining method of an outer plate reinforcement member. It is a perspective view which shows the other example of the corner part of an opening part. (A) is a perspective view which shows the other example of the corner part of an opening part, (b) is explanatory drawing of the welding method. (A) (b) is explanatory drawing of the attachment structure of interior goods and equipment, respectively. (A) is the A section detailed drawing of FIG. 7, (b) is the B section detailed drawing of FIG. (A) (b) is explanatory drawing of the assembly method of a side structure. (A) (b) is explanatory drawing of the assembly method of a side structure. (A) (b) is explanatory drawing of the assembly method of a side structure. (A) (b) is explanatory drawing of the assembly method of a side structure. 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) is explanatory drawing of the principle of a laser welding joint, (b)-(d) is explanatory drawing of an outer panel, 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 a perspective view which shows the state which looked at the side structure of the railway vehicle from the vehicle inner side. (A) (b) is explanatory drawing of the conventional stainless steel structure, respectively. (A) (b) is explanatory drawing of the state of a deformation | transformation of the conventional railway vehicle structure, respectively, (c) is explanatory drawing which shows the relationship between the conventional outer plate and an outer plate reinforcement member.

S1 Window opening S2 Entrance / exit opening U, U1 Welding line 1 Railcar structure 2 Side structure 3 Roof structure 4 Margin structure 6 Outer plate 6Aa, 6Ba Bending portion 7, 7A, 7B Outer plate reinforcing member 7Aa U-shaped portion 7Ab , 7Ac Mounting portion 8 Edge member 12 Laser beam 21 Wife outer plate 22 Corner corner column 22c Closed space component 27 Edge member 27a Roll portion 32 Edge member 32b Notch portion 41 Vertical bone 41a Flange portions 61, 64, 71, 72 Rail Element

Claims (7)

The outer plate of the side structure,
A plurality of first reinforcing members disposed in the longitudinal direction of the vehicle, joined to the outer plate by laser welding, and having a head portion spaced from the outer plate;
An opening provided in the outer plate;
An inner plate frame that is disposed at an end of the opening and is joined to the head of the first reinforcing member that extends toward the opening among the plurality of first reinforcing members. , Structures for railway vehicles. The inner plate frame is
An attachment portion joined to the head portion of the first reinforcing member;
Legs extending from the edge of the mounting portion in a direction substantially orthogonal to the outer plate,
2. The railway vehicle according to claim 1, further comprising: a separation portion that extends substantially parallel to the outer plate from an end edge of the leg portion and is separated from the head portion of the first reinforcing member. Structure for use.   The railcar structure according to claim 2, wherein the attachment portion of the inner plate frame and the head portion of the first reinforcing member are joined by laser welding.   The railway vehicle structure according to claim 3, wherein a direction of a weld line by the laser welding is a vehicle vertical direction.   The mounting portion of the inner plate frame is provided at a peripheral portion of the opening, and extends in the vehicle longitudinal direction along the head of the first reinforcing member at an upper portion or a lower portion of the opening. The structure for a railway vehicle according to claim 2. The mounting portion of the inner plate frame is provided at a peripheral portion of the opening, and extends in the longitudinal direction of the vehicle along the head of the first reinforcing member at an upper portion or a lower portion of the opening.
The structure for a railway vehicle according to claim 2, wherein a width of the inner plate frame is substantially the same as a width of the head of the first reinforcing member at an upper part or a lower part of the opening.   The structure for a railway vehicle according to claim 2, wherein the leg portion and the separation portion of the inner plate frame are continuously provided along a vehicle vertical direction.

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