JP2024027988A - Railway vehicle structure - Google Patents

Abstract

An object of the present invention is to provide a railway vehicle structure that can improve the degree of freedom in arranging bone members with respect to the outer panel. [Solution] The edges of two outer panels 21, 22 are butted against each other and joined at a joint 23, and an inner panel 24 is placed on the inside of the vehicle between the two outer panels 21, 22 so as to straddle the joint 23. They are overlapped and joined. Since the inner plate 24 has a protrusion 25 that curves toward the inside of the vehicle in a portion that overlaps the joint 23, the inner plate 24 itself is difficult to deform in an out-of-plane direction near the joint 23 (protrusion 25). Become. As a result, the joint 23 whose strength has decreased due to welding can be made less likely to break due to deformation, so the strength of the overlapped portion of the outer panels 21 and 22 and the inner panel 24 can be ensured in a well-balanced manner, and that portion can be Furthermore, the degree of freedom in arranging the transverse bones 26 for reinforcement can be improved. [Selection diagram] Figure 3

Description

TECHNICAL FIELD The present invention relates to a railway vehicle structure, and particularly to a railway vehicle structure that can improve the degree of freedom in the arrangement of bone members with respect to the outer skin.

Each structure of a railway vehicle is formed by joining a plurality of outer panels to each other by welding or the like, and joining a frame member to the inside of the outer panel of the vehicle. In the side structure of a railway vehicle in Patent Document 1, the edges of two upper and lower outer panels are butted against each other and joined at the openings before and after the window opening, and the joining is performed to compensate for the strength that would be reduced at the joint. A bone member is joined to the outer plate near the section.

Japanese Patent Application Publication No. 2007-050741

However, in Patent Document 1, in order to ensure the strength of the side structure, it is necessary to join the bone member near the joint, and there are restrictions on the arrangement of the bone member with respect to the outer plate.

The present invention has been made in order to solve the above-mentioned problems, and an object of the present invention is to provide a railway vehicle structure that can improve the degree of freedom in the arrangement of bone members with respect to the outer plate.

In order to achieve this object, the railway vehicle structure of the present invention includes two outer panels whose abutting edges are joined at a welded joint, and two outer panels that straddle the joint. The inner plate includes an inner plate that is overlapped and joined to the inside of the vehicle, and a bone member that is joined to the inner side of the vehicle of the inner plate, and the inner plate has a protrusion that bends and protrudes toward the inside of the vehicle in a portion that overlaps with the joint portion. Equipped with.

According to the railway vehicle structure according to claim 1, the edges of the two outer panels are butted against each other and joined at the joint, and the inner panel is stacked on the inside of the vehicle of the two outer panels so as to straddle the joint. and are joined together. This makes it difficult for the outer panel to undergo deformation in an out-of-plane direction that uses the joint as a fulcrum. Further, since the inner plate has a protrusion that curves toward the inside of the vehicle in a portion that overlaps with the joint, the inner plate itself becomes difficult to deform in the out-of-plane direction in the vicinity of the joint (protrusion). As a result, it is possible to make it difficult to cause destruction due to deformation at the joint where the strength has decreased due to welding, so that the strength of the portion where the outer plate and the inner plate overlap can be ensured in a well-balanced manner. Therefore, it is possible to improve the degree of freedom in arranging bone members for further reinforcing the portion where the outer plate and the inner plate overlap.

According to the railway vehicle structure according to the second aspect, in addition to the effects provided by the railway vehicle structure according to the first aspect, the following effects are achieved. The protrusion creates a space between the joint between the inner and outer panels, so even if the joint swells toward the inside of the vehicle relative to the outer panel, when the inner panel is stacked on the outer panel, the bulge will be removed. Eliminates the need for removal. By eliminating this removal work, it is possible to reduce the number of man-hours required for manufacturing the railway vehicle structure.

According to the railway vehicle structure according to claim 3, in addition to the effects provided by the railway vehicle structure according to claim 1, the following effects are achieved. The protrusion, in a cross section perpendicular to the edge where the joint is formed, has a shape that gradually becomes taller toward the apex inside the vehicle. In this case, the protrusion can be easily formed by pressing the apex portion into the flat inner plate once, and the number of times the inner plate is worked can be easily reduced.

According to the railway vehicle structure according to claim 4, in addition to the effects provided by the railway vehicle structure according to claim 1, the following effects are achieved. The bone member includes a channel portion having a U-shaped cross section that connects one side edge of the pair of flanges with a web, and a pair of connections that extend outward from the other side edge of the pair of flanges and are overlapped and joined to the inner plate. It is equipped with a section and a section. Since the width of the protrusion is smaller than the width between the pair of flanges, the width of the portion where the inner plate separates from the outer plate can be reduced by the protrusion. As a result, it is possible to widen the range in which the strength can be increased due to the close contact between the inner plate and the outer plate.

According to the railway vehicle structure according to claim 5, in addition to the effects provided by the railway vehicle structure according to claim 4, the following effects are achieved. The bone member and the protrusion extend parallel to each other. Furthermore, in addition to the width of the protrusion being smaller than the width between the pair of flanges, the height of the protrusion is also smaller than the height from the connecting part to the web. This allows the protrusion to be placed also inside the bone member (between the pair of flanges). As a result, the degree of freedom in arranging the bone members can be further improved.

According to the railway vehicle structure according to claim 6, in addition to the effects provided by the railway vehicle structure according to claim 5, the following effects are achieved. A protrusion is located inside the bone member and between the pair of flanges. This makes it unnecessary to add a notch to the vertical bone that intersects with the bone member in order to avoid interference with the protrusion, for example. It is possible to eliminate the need for designing to avoid interference with protrusions not only for the vertical rib but also for articles located on the inside of the vehicle on the inner plate.

According to the railway vehicle structure according to claim 7, in addition to the effects provided by the railway vehicle structure according to any one of claims 1 to 6, the following effects are achieved. The two outer panels constitute the outer wall surface of a side structure in which a plurality of window openings are lined up in the longitudinal direction of the vehicle. The edges of the outer panels are butted against each other and joined at joints. The inner plate is a shear plate that overlaps the outer plate over the entire range of this blowout area. As a result, the shear plate reinforces the shear plate, which tends to have lower strength than the upper and lower parts of the shear plate (window opening). Since the shear plate itself is not easily deformed in an out-of-plane direction due to the protrusion, the reinforcing effect of the shear plate on the floating portion can be improved, and the strength of the side structure can be improved in a well-balanced manner.

FIG. 1 is a perspective view of a railway vehicle structure in a first embodiment. FIG. 2 is a partially enlarged view of the railway vehicle structure seen from inside the vehicle. 3 is a partially enlarged cross-sectional view of the railway vehicle structure taken along line III-III in FIG. 2. FIG. FIG. 3 is a plan view of the inner plate to which the transverse bones are joined. (a) is a partially enlarged cross-sectional view of the outer plate, (b) is a partially enlarged cross-sectional view of the outer plate and inner plate, and (c) is a partially enlarged cross-sectional view of the outer plate, inner plate, and transverse bone. . FIG. 3 is a partially enlarged sectional view of a side structure of a railway vehicle structure in a second embodiment.

Hereinafter, preferred embodiments will be described with reference to the accompanying drawings. First, with reference to FIG. 1, an overview of a railway vehicle body structure 10 in a first embodiment will be described. FIG. 1 is a perspective view of a railway vehicle structure 10. Note that arrows FB, UD, and LR in each drawing indicate the longitudinal direction (vehicle length direction, rail direction), the vertical direction (vehicle vertical direction), and the lateral direction (vehicle vertical direction) of the railway vehicle structure 10. width direction and sleeper direction).

The railway vehicle structure 10 is a box-shaped vehicle body that constitutes a railway vehicle by being supported by a bogie having a plurality of wheels. The railway vehicle structure 10 includes an underframe 11 constituting a floor surface, a pair of side structures 12 rising from both left and right edges of the underframe 11, and a roof structure 13 connecting the upper ends of the pair of side structures 12. A pair of end structures 14 are provided, which are connected to both front and rear ends of the underframe 11, the side structures 12, and the roof structure 13, respectively. A space such as a crew cabin or a guest room is formed inside the railway vehicle body 10 in a portion surrounded by each of these body structures.

In the side structure 12, a plurality of window openings 15 and passenger entrances 16, which communicate the space inside the vehicle with the outside, are formed through the side structure 12 in the left-right direction and are lined up in the front-rear direction. The side structure 12 includes a blower section 17 located in the vehicle longitudinal direction of the window opening 15, a curtain section 18 that constitutes an upper side than the window opening 15 and the blower section 17, and a curtain section 18 that is located above the window opening 15 and the blower section 17. A waist portion 19 constituting the lower side.

Next, the side structure 12 will be explained in detail with reference to FIGS. 2 to 4. FIG. 2 is a partially enlarged view of the side structure 12 (railway vehicle structure 10) viewed from inside the vehicle. FIG. 3 is a partially enlarged sectional view of the side structure 12 taken along line III-III in FIG. FIG. 4 is a plan view of the inner plate 24 to which the transverse bone 26 is joined.

As shown in FIGS. 2 and 3, the side structure 12 includes two upper and lower outer panels 21 and 22, and an inner panel 24 that is superimposed on the outer panels 21 and 22 on the inside of the vehicle at the position of the blow-up section 17. It includes a plurality of horizontal bones (bone members) 26 and vertical bones 27 that are joined to the inside of the vehicle of the outer plates 21, 22 or the inner plate 24.

The outer panels 21 and 22 are metal plates and constitute the outer wall surface of the side structure 12. The outer plate 21 forms an outer wall surface between the upper side of the blowing part 17 and the curtain part 18. The outer plate 22 forms an outer wall surface between the lower side of the blowing part 17 and the waist part 19.

In the blow-up section 17, the lower edge of the outer panel 21 and the upper edge of the outer panel 22 are butted against each other in the front-rear direction, and the outer panels 21 and 22 are arranged side by side on the same surface. The edges of the butted outer plates 21 and 22 are joined by laser welding. The joint portion formed by this welding is referred to as a joint portion 23. In addition, in FIG. 2, a portion of the joint portion 23 where the inner plate 24 overlaps with the inside of the vehicle is shown by a broken line. Further, the joint portion 23 may be formed not only by laser welding but also by arc welding or the like.

The joint portion 23 continues along the entire length of the edges of the abutted outer panels 21 and 22, and extends parallel to the front-rear direction. The joint portion 23 is raised toward the inside of the vehicle with respect to the outer panels 21 and 22. Immediately after welding, the joint 23 also swells toward the outside of the vehicle with respect to the outer panels 21 and 22, as shown by the broken line in Figure 3, but in consideration of appearance etc., it is ground down smoothly as shown by the solid line in Figure 3. has been done.

The inner plate 24 is a metal plate material that is overlapped and joined to the inner side of the vehicle than the outer plates 21 and 22. The inner plate 24 reinforces the outer plates 21 and 22 in the overlapped portion thereof, and is called a shear plate. The inner plate 24 and the outer plates 21 and 22 are joined at an overlap joint 28 formed by laser welding or spot welding.

The inner plate 24 is overlapped with the outer plates 21 and 22 in the entire range of the blowing part 17. Compared to the curtain section 18 and waist section 19 where the window opening 15 does not exist, the strength of the blowout section 17 tends to decrease, but by reinforcing the blowout section 17 with the inner plate 24, the strength of the side structure 12 can be increased. It can be improved in a well-balanced manner.

Furthermore, the inner plate 24 includes projecting parts 24a and 24b extending from the range of the blowing part 17 toward the curtain part 18 side and the waist part 19 side (from both upper and lower edges of the window opening 15), respectively. Thereby, the vicinity of the boundary between the blowing part 17, the curtain part 18, and the waist part 19 can be reinforced with the inner plate 24 having the projecting parts 24a and 24b, and the strength of the side structure 12 can be effectively improved.

Moreover, since the joint part 23 is formed in the blowing part 17, the inner plate 24 straddles the joint part 23. This makes it difficult for the outer panels 21 and 22 to undergo deformation in an out-of-plane direction that uses the joint portion 23 as a fulcrum. The strength of the joint 23 tends to decrease compared to the parts of the outer plates 21 and 22 that are not affected by heat during welding, but by making the joint 23 difficult to deform with the inner plate 24, the strength is reduced due to the deformation. This makes it difficult for the joint portion 23 to be damaged.

As shown in FIGS. 3 and 4, the inner plate 24 includes a protrusion 25 that curves toward the inside of the vehicle at a portion overlapping the joint 23, and a portion other than the protrusion 25 is formed into a flat plate shape. . The protrusion 25 is formed over the entire length of the joint 23. In addition, in FIG. 4, the position of the joint portion 23 when the inner plate 24 is stacked on the outer plates 21 and 22 is shown by a two-dot chain line. Further, in FIG. 4, the protrusion 25 in the portion covered by the transverse bone 26 is shown by a broken line.

This projection 25 makes it difficult for the inner plate 24 itself to deform in the out-of-plane direction near the joint 23 (projection 25). Therefore, it is possible to make it more difficult for the joint portion 23 whose strength has been reduced due to welding to be damaged due to deformation, so that the strength of the portion where the outer plates 21, 22 and the inner plate 24 overlap can be ensured in a well-balanced manner. In particular, the reinforcing effect of the inner plate 24 on the blowout portion 17 can be improved, and the strength of the side structure 12 can be improved in a well-balanced manner.

A space is formed between the inner plate 24 and the outer plates 21 and 22 by the protrusion 25 . Thereby, even if the joint portion 23 bulges toward the inside of the vehicle with respect to the outer panels 21 and 22, it is not necessary to remove the bulge when the inner panel 24 is stacked on the outer panels 21 and 22. By eliminating this removal work, the number of man-hours for manufacturing the railway vehicle structure 10 can be reduced.

Note that, as described above, the protrusion of the joint portion 23 toward the outside of the vehicle is removed by grinding. By joining the inner plate 24 including the projection 25 to the outer plates 21 and 22 before this cutting, the outer plate 21, 22 can be made less likely to deform.

In a cross section perpendicular to the front-rear direction (the edge where the joint portion 23 is formed), the protrusion 25 has a shape that gradually becomes higher toward the apex inside the vehicle, and specifically has a semicircular arc shape. In this case, the protrusion 25 can be easily formed by pressing the apex portion into the flat inner plate 24 once, and the number of times the inner plate 24 is worked can be easily reduced.

Furthermore, when the protrusion 25 has a shape that is easy to form by one press process, the width W1 of the protrusion 25 is smaller than when the protrusion 25 has a shape that is formed by bending the inner plate 24 multiple times (for example, a hat shape). Easy to make small. The width W1 is the vertical dimension between the starting points of the protrusion of the protrusion 25 with respect to the flat plate-like portion of the inner plate 24.

If the width W1 of the protrusion 25 is small, the width of the part where the inner plate 24 is separated from the outer plates 21 and 22 can be reduced by the protrusion 25, and the inner plate 24 and the outer plates 21 and 22 are in close contact with each other, thereby increasing the strength. You can widen the range.

Further, on the vehicle inner surface of the inner plate 24, the horizontal dimension from the flat plate-like portion to the apex of the protrusion 25 is defined as the height H1 of the protrusion 25. The larger the height H1 is, the more difficult it is to deform the inner plate 24 in the out-of-plane direction near the protrusion 25 (junction 23).

As shown in FIG. 2, the plurality of horizontal ribs 26 are metal frames for ensuring the strength and rigidity of the side structure 12. The plurality of transverse bones 26 are formed parallel to each other along the front-back direction and are lined up in the up-down direction. These plurality of horizontal ribs 26 are respectively joined to the inside of the vehicle of the outer panels 21 and 22 or the inner panel 24.

If the outer plates 21 and 22 have low-strength parts, it is necessary to place transverse bones 26 in the vicinity of the parts to reinforce them. However, as described above, in the overlapped portion of the outer panels 21 and 22 and the inner panel 24, the vicinity of the low-strength joint 23 is reinforced by the protrusion 25, and the strength is ensured in a well-balanced manner. Therefore, the degree of freedom in arranging the transverse ribs 26 for further reinforcing the portion where the outer plates 21, 22 and the inner plate 24 overlap (the bulge portion 17) can be improved without considering reinforcement of the joint portion 23.

As shown in FIGS. 3 and 4, the horizontal bone 26 is formed by connecting one side edge of a pair of flanges 26b to each other with a web 26a, which has a U-shaped cross section, and from the other side edge of the pair of flanges 26b. A pair of connecting portions 26c extending outward (in the vertical direction) are provided. That is, the transverse bone 26 has a hat-shaped cross section perpendicular to the anteroposterior direction, and the cross-sectional shape is formed to be the same over the entire length in the anteroposterior direction. Further, the channel portion (web 26a, flange 26b) and connecting portion 26c are integrally formed by bending a single plate.

With the web 26a spaced apart from the inner plate 24, a pair of connecting portions 26c are respectively joined to the inner side of the inner plate 24 on the inside of the vehicle. A specific joining method includes a method of joining the inner plate 24 and the connecting portion 26c using a lap joint 29 formed by laser welding, spot welding, or plug welding. Note that the lap joints 28 and 29 are not formed individually, but are formed by spot welding at multiple locations in the overlapped portion of the outer plates 21 and 22, the inner plate 24, and the connecting portion 26c. Three sheets may be joined at once at the overlapped joint. In this case, the number of man-hours for manufacturing the side structure 12 can be reduced compared to the case where the outer plates 21 and 22 and the inner plate 24 are joined together, and the inner plate 24 and the connecting portion 26c are joined separately.

Note that the connecting portion 26c is directly joined to the outer plates 21 and 22 in the portion where the inner plate 24 does not overlap by laser welding or spot welding. In addition, regardless of the presence or absence of the inner plate 24, the width of the flange 26b (left and right dimensions) is adjusted such that the heights (left and right dimensions) from the outer plates 21 and 22 to the webs 26a of the plurality of transverse bones 26 are the same. direction dimension) is set. Thereby, the webs 26a of the plurality of horizontal bones 26 can be easily connected to each other by the vertical bones 27.

In the transverse bone 26 joined to the inner plate 24, the width W1 of the projection 25 is smaller than the width W2 between the pair of flanges 26b. Therefore, as described above, the width of the part where the inner plate 24 separates from the outer plates 21 and 22 can be further reduced by the protrusion 25, and the range where the inner plate 24 and the outer plates 21 and 22 are in close contact with each other can be increased in strength. can.

In the horizontal frame 26 joined to the inner plate 24, the horizontal dimension from the vehicle outer surface of the connecting portion 26c (the surface in contact with the inner plate 24) to the vehicle outer surface of the web 26a (the surface facing the inner plate 24) is the height H2 of the horizontal bone 26. The height H1 of the protrusion 25 is smaller than this height H2, the width W1 of the protrusion 25 is smaller than the width W2 of the transverse bone 26, and the transverse bone 26 and the protrusion 25 are parallel to each other. , it becomes possible to arrange the protrusion 25 also inside the transverse bone 26 (between the pair of flanges 26b). As a result, the degree of freedom in arranging the transverse bones 26 can be further improved. Note that in this embodiment, the protrusion 25 is actually located inside the transverse bone 26.

Further, it is preferable that the height H1 of the protrusion 25 is smaller than the height H2 of the transverse bone 26 by 3 mm or more. Thereby, the protrusion 25 can be positioned inside the transverse bone 26 even when manufacturing errors of the protrusion 25, the transverse bone 26, etc. are considered. Preferably, the height H1 is greater than half the height H2. In this case, the inner plate 24 can be made more difficult to deform in the out-of-plane direction near the protrusion 25 (junction 23).

As shown in FIGS. 2 and 3, the plurality of vertical ribs 27, together with the horizontal ribs 26, are metal frames for ensuring the strength and rigidity of the side structure 12. The plurality of vertical bones 27 are arranged in the front-rear direction so as to perpendicularly intersect with the plurality of horizontal bones 26, and are joined to the webs 26a of the plurality of horizontal bones 26 by laser welding, spot welding, or plug welding at a plurality of locations. There is.

Similar to the horizontal bone 26, the vertical bone 27 includes a channel portion 27a having a U-shaped cross section, which connects one side edge of a pair of flanges with a web, and a channel portion 27a having a U-shaped cross section, and a channel portion 27a that connects one side edge of a pair of flanges to each other from the other side edge of the pair of flanges to the outside (in the front-back direction). A pair of connecting portions 27b extending to and joined to the transverse bone 26 are provided. That is, the vertical rib 27 has a hat-shaped cross section perpendicular to the vertical direction, and the cross-sectional shape is formed to be the same over the entire length in the vertical direction.

Furthermore, a hanging portion 27c extends from the outer edge of the connecting portion 27b of the vertical frame 27 toward the outer plates 21 and 22. The vertical bone 27 can be made highly rigid by this hanging portion 27c. Note that the hanging portion 27c is cut out (divided into a plurality of pieces) so as to avoid the plurality of transverse bones 26 and the protrusion portion 25.

However, as described above, since the projection 25 is located inside the horizontal bone 26, it is not necessary to add a notch to the hanging portion 27c of the vertical bone 27 in order to avoid interference with the projection 25. . By locating the protrusion 25 inside the horizontal rib 26, it is no longer necessary to design to avoid interference with the protrusion 25 not only for the vertical rib 27 but also for articles located on the inner side of the vehicle on the inner plate 24. can.

Next, a method for manufacturing the side structure 12 will be described with reference to FIG. FIG. 5A is a partially enlarged sectional view of the outer panels 21 and 22 of the side structure 12. FIG. 5(b) is a partially enlarged sectional view of the outer plates 21, 22 and the inner plate 24 of the side structure 12. FIG. 5(c) is a partially enlarged sectional view of the outer plates 21 and 22, the inner plate 24, and the transverse rib 26 of the side structure 12. In addition, in FIG. 5, as mentioned above, the swell of the joint portion 23 before being ground is shown by a broken line.

First, as shown in FIG. 5A, the edges of the outer panels 21 and 22 are butted against each other, and the edges of the outer panels 21 and 22 are joined by laser welding or the like to form a joint 23. Next, as shown in FIG. 5(b), the inner plate 24 is stacked on the inside of the vehicle of the outer plates 21 and 22, and the overlapped portion is joined by a lap joint 28 by laser welding or the like. Next, as shown in FIG. 5(c), the connecting portion 26c of the transverse bone 26 is overlapped with the inner plate 24, etc., and the overlapping portion is joined by an overlap joint 29 by laser welding or the like. Finally, the side structure 12 is formed by joining the plurality of horizontal bones 26 and the plurality of vertical bones 27.

Note that the order of joining each part is not limited to the above-mentioned procedure. For example, the transverse bone 26 and the inner plate 24 may be joined at the lap joint 29, and then the inner plate 24 and the outer plates 21, 22 may be joined at the lap joint 28.

Further, when the inner plate 24 and the outer plates 21 and 22 are first joined at the overlap joint 28, it is preferable to arrange the overlap joint 28 avoiding the portion of the inner plate 24 where the connecting portion 26c is overlapped. This makes it unnecessary to remove the bulge of the overlapping joint portion 28 toward the inside of the vehicle. However, after removing the bulge of the overlapping joint portion 28 toward the inside of the vehicle, the connecting portion 26c may be overlapped on the removed portion.

Next, a second embodiment will be described with reference to FIG. In the first embodiment, the case where the protrusion 25 is located inside the transverse bone 26 has been described. On the other hand, in the second embodiment, a case will be described in which the protrusion 32 is located outside the transverse bone 26. Note that the same parts as in the first embodiment are denoted by the same reference numerals, and the following explanation will be omitted.

FIG. 6 is a partially enlarged sectional view of the side structure 30 of the railway vehicle structure in the second embodiment. FIG. 6 shows an enlarged cross-sectional view of a part of the blowout portion 17 of the side structure 30. The side structure 30 in the blowout section 17 includes two upper and lower outer panels 21 and 22 that are joined to each other at a joint 23, an inner panel 31 that is superimposed on the outer panels 21 and 22 on the inside of the vehicle, and these outer panels 21. , 22 or the inner plate 31 on the inside of the vehicle.

The inner plate 31 is a metal plate material that is overlapped and joined to the inner side of the vehicle of the outer plates 21 and 22 so as to straddle the joint portion 23, and is called a shear plate. The inner plate 31 includes a protrusion 32 that curves and protrudes inward of the vehicle over the entire length in the front-rear direction at a portion overlapping the joint portion 23, and the portion other than the protrusion 32 is formed into a flat plate shape. The inner plate 31 is different from the inner plate 24 of the first embodiment in the cross-sectional shape and dimensions of the projection 32, but has the same structure as the inner plate 24 in other respects.

Therefore, similarly to the first embodiment, by forming the protrusion 32 on the inner plate 31, the inner plate 31 becomes highly rigid near the low-strength joint 23, so that the outer plates 21, 22 and the inner plate 31 can be ensured in a well-balanced manner at the overlapped portion. Therefore, the degree of freedom in arranging the transverse bone 26 for further reinforcing that part can be improved.

In a cross section perpendicular to the front-rear direction, the projection 32 has a shape that gradually becomes higher toward the apex inside the vehicle, and specifically has a mountain shape with a rounded apex. In this case, similarly to the semicircular arc-shaped protrusion 25 in the first embodiment, the protrusion 32 can be easily formed by one press process, and the number of times the inner plate 31 is processed can be easily reduced.

The height H1 of the protrusion 32 is greater than the height H2 of the transverse bone 26. Therefore, although the protrusion 32 cannot be placed inside the transverse bone 26, the inner plate 31 can be made more difficult to deform in the out-of-plane direction near the protrusion 32 (junction 23). As a result, the strength of the overlapping portion of the outer plates 21 and 22 and the inner plate 31 can be improved in a well-balanced manner, and the placement of the transverse bone 26 can be improved in that it is easier to arrange the transverse bone 26 at a position away from the joint 23. The degree of freedom can be improved.

The protrusion 32 is not joined to the longitudinal bone 27. Further, a gap is provided between the apex of the protrusion 32 and the vertical rib 27 when no load is applied. Thereby, the dimensional accuracy of the height H1 of the protrusion 32 required to make it difficult for the protrusion 32 to interfere with the vertical rib 27 can be reduced, and the protrusion 32 can be easily formed.

Note that since the height H1 of the protrusion 32 is greater than the height H2 of the transverse bone 26, the gap at the time of no load is very small and is less than the thickness of the web 26a of the transverse bone 26. Because this gap is small, when the outer plates 21, 22 and the inner plate 31 are slightly bent toward the inside of the vehicle between the horizontal bones 26 on both sides of the upper and lower sides of the protrusion 32, the protrusion 32 easily comes into contact with the vertical bone 27, The contact can restrict the deflection of the outer plates 21, 22 and the inner plate 31. Therefore, the deformation of the side structure 30 in the out-of-plane direction due to this deflection can be further reduced.

Although the present invention has been described above based on the above embodiments, the present invention is not limited to the above embodiments in any way, and it is easy to make various modifications and improvements without departing from the spirit of the present invention. This can be inferred. The numerical values listed in the above embodiment are merely examples, and it is of course possible to employ other numerical values.

In the above embodiments, laser welding, spot welding, and the like are exemplified as specific methods for joining each member, but other welding methods such as resistance welding and gas welding other than spot welding may be used. Furthermore, the members may be joined by not only welding but also friction stir welding. Furthermore, mechanical joining using bolts or the like may be used as a part of the joining method.

In the embodiment described above, a case has been described in which the joint portion 23 is located in the blow-up portion 17, but the present invention is not limited thereto. For example, the joint portion 23 may be located at the curtain portion 18 or the waist portion 19 of the side structures 12, 30, and the inner plates 24, 31 may be arranged so as to straddle the joint portion 23. Moreover, the joint part 23 is not limited to the case where the joint part 23 is formed to extend in the front-back direction, but the joint part 23 may be formed to extend in the vertical direction, and the inner plates 24 and 31 may be arranged so as to straddle the joint part 23. . Furthermore, the inner plates 24 and 31 that straddle the joint 23 of the outer plates 21 and 22 may be applied not only to the side structures 12 and 30 but also to the end structure 14 and the roof structure 13. Note that, depending on the position of the joint portion 23, the degree of freedom in the position of the vertical bone 27 rather than the position of the horizontal bone 26 can be improved by the protrusions 25 and 32.

In the embodiment described above, the cross-sectional shape of the projections 25 and 32 is semicircular or mountain-shaped, but the present invention is not limited thereto. For example, the cross-sectional shape of the projections 25 and 32 may be shaped like a hat.

10 Railway Vehicle Structure 12, 30 Side Structure 15 Window Opening 17 Window Part 21, 22 Outer Plate 23 Joint Part 24, 31 Inner Plate 25, 32 Projection Part 26 Transverse Bone (Bone Member)
26a Web (part of channel section)
26b flange (part of channel part)
26c Connecting part

TECHNICAL FIELD The present invention relates to a railway vehicle structure, and particularly to a railway vehicle structure that can improve the degree of freedom in the arrangement of bone members with respect to the outer skin.

Each structure of a railway vehicle is formed by joining a plurality of outer panels to each other by welding or the like, and joining bone members to the inside of the outer panels of the vehicle. In the side structure of a railway vehicle in Patent Document 1, the edges of two upper and lower outer panels are butted and joined at the front and rear openings of the window opening, and the joining is performed to compensate for the strength that would be reduced at the joint. A bone member is joined to the outer plate near the section.

Japanese Patent Application Publication No. 2007-050741

However, in Patent Document 1, in order to ensure the strength of the side structure, it is necessary to join the bone member near the joint, and there are restrictions on the arrangement of the bone member with respect to the outer plate.

The present invention has been made in order to solve the above-mentioned problems, and an object of the present invention is to provide a railway vehicle structure that can improve the degree of freedom in the arrangement of bone members with respect to the outer plate.

To achieve this object, the railway vehicle structure of the present invention includes two outer panels whose abutted edges are joined at a welded joint, and two outer panels that straddle the joint. The inner plate includes an inner plate that is overlapped and joined to the inside of the vehicle, and a bone member that is joined to the inner side of the vehicle of the inner plate, and the inner plate has a protrusion that bends and protrudes toward the inside of the vehicle at a portion that overlaps the joint portion. Equipped with.

According to the railway vehicle structure according to claim 1, the edges of the two outer panels are butted against each other and joined at the joint, and the inner panel is stacked on the inside of the vehicle of the two outer panels so as to straddle the joint. and are joined together. This makes it difficult for the outer panel to undergo deformation in an out-of-plane direction that uses the joint as a fulcrum. Further, since the inner plate has a protrusion that curves toward the inside of the vehicle in a portion that overlaps with the joint, the inner plate itself becomes difficult to deform in the out-of-plane direction in the vicinity of the joint (protrusion). As a result, it is possible to make it difficult to cause destruction due to deformation at the joint where the strength has decreased due to welding, so that the strength of the portion where the outer plate and the inner plate overlap can be ensured in a well-balanced manner. Therefore, the degree of freedom in arranging the bone member for further reinforcing the portion where the outer plate and the inner plate overlap can be improved.
The bone member includes a channel portion having a U-shaped cross section that connects one side edge of the pair of flanges with a web, and a pair of connections that extend outward from the other side edge of the pair of flanges and are overlapped and joined to the inner plate. It is equipped with a section and a section. Since the width of the protrusion is smaller than the width between the pair of flanges, the width of the portion where the inner plate separates from the outer plate can be reduced by the protrusion. As a result, it is possible to widen the range in which the strength can be increased due to the close contact between the inner plate and the outer plate.
The bone member and the protrusion extend parallel to each other. Furthermore, in addition to the width of the protrusion being smaller than the width between the pair of flanges, the height of the protrusion is also smaller than the height from the connecting part to the web. This makes it possible to arrange the protrusion also inside the bone member (between the pair of flanges). As a result, the degree of freedom in arranging the bone members can be further improved.

According to the railway vehicle structure according to claim 2, in addition to the effects provided by the railway vehicle structure according to claim 1, the following effects are achieved. The protrusion creates a space between the joint between the inner and outer panels, so even if the joint swells toward the inside of the vehicle relative to the outer panel, when the inner panel is stacked on the outer panel, the bulge will be removed. Eliminates the need for removal. By eliminating this removal work, it is possible to reduce the number of man-hours required for manufacturing the railway vehicle structure.

According to the railway vehicle structure according to claim 3, in addition to the effects provided by the railway vehicle structure according to claim 1, the following effects are achieved. The protrusion, in a cross section perpendicular to the edge where the joint is formed, has a shape that gradually becomes taller toward the apex inside the vehicle. In this case, the protrusion can be easily formed by pressing the apex portion into the flat inner plate once, and the number of times the inner plate must be worked can be easily reduced.

According to the railway vehicle structure according to claim 4 , in addition to the effects provided by the railway vehicle structure according to claim 1 , the following effects are achieved. A protrusion is located inside the bone member and between the pair of flanges. This makes it unnecessary to add a notch to the vertical bone that intersects with the bone member in order to avoid interference with the protrusion, for example. It is possible to eliminate the need for designing to avoid interference with protrusions not only for the vertical rib but also for articles located on the inside of the vehicle on the inner plate.

According to the railway vehicle structure according to claim 5 , in addition to the effects provided by the railway vehicle structure according to any one of claims 1 to 4 , the following effects are achieved. The two outer panels constitute the outer wall surface of a side structure in which a plurality of window openings are lined up in the longitudinal direction of the vehicle. The edges of the outer panels are butted against each other and joined at joints. The inner plate is a shear plate that overlaps the outer plate over the entire range of this blowout area. As a result, the shear plate reinforces the shear plate, which tends to have lower strength than the upper and lower parts of the shear plate (window opening). Since the shear plate itself is not easily deformed in an out-of-plane direction due to the protrusion, the reinforcing effect of the shear plate on the floating portion can be improved, and the strength of the side structure can be improved in a well-balanced manner.

FIG. 1 is a perspective view of a railway vehicle structure in a first embodiment. FIG. 2 is a partially enlarged view of the railway vehicle structure seen from inside the vehicle. 3 is a partially enlarged cross-sectional view of the railway vehicle structure taken along line III-III in FIG. 2. FIG. FIG. 3 is a plan view of the inner plate to which the transverse bones are joined. (a) is a partially enlarged cross-sectional view of the outer plate, (b) is a partially enlarged cross-sectional view of the outer plate and inner plate, and (c) is a partially enlarged cross-sectional view of the outer plate, inner plate, and transverse bone. . FIG. 3 is a partially enlarged sectional view of a side structure of a railway vehicle structure in a second embodiment.

Hereinafter, preferred embodiments will be described with reference to the accompanying drawings. First, with reference to FIG. 1, an overview of a railway vehicle body structure 10 in a first embodiment will be described. FIG. 1 is a perspective view of a railway vehicle structure 10. Note that arrows FB, UD, and LR in each drawing indicate the longitudinal direction (vehicle length direction, rail direction), the vertical direction (vehicle vertical direction), and the lateral direction (vehicle vertical direction) of the railway vehicle structure 10. width direction and sleeper direction).

The railway vehicle structure 10 is a box-shaped vehicle body that constitutes a railway vehicle by being supported by a bogie having a plurality of wheels. The railway vehicle structure 10 includes an underframe 11 constituting a floor surface, a pair of side structures 12 rising from both left and right edges of the underframe 11, and a roof structure 13 connecting the upper ends of the pair of side structures 12. A pair of end structures 14 are provided, which are connected to both front and rear ends of the underframe 11, the side structures 12, and the roof structure 13, respectively. A space such as a crew cabin or a guest room is formed inside the railway vehicle body 10 in a portion surrounded by each of these body structures.

In the side structure 12, a plurality of window openings 15 and passenger entrances 16, which communicate the space inside the vehicle with the outside, are formed through the side structure 12 in the left-right direction and are lined up in the front-rear direction. The side structure 12 includes a blower section 17 located in the vehicle longitudinal direction of the window opening 15, a curtain section 18 that constitutes an upper side than the window opening 15 and the blower section 17, and a curtain section 18 that is located above the window opening 15 and the blower section 17. A waist portion 19 constituting the lower side.

Next, the side structure 12 will be explained in detail with reference to FIGS. 2 to 4. FIG. 2 is a partially enlarged view of the side structure 12 (railway vehicle structure 10) viewed from inside the vehicle. FIG. 3 is a partially enlarged sectional view of the side structure 12 taken along line III-III in FIG. FIG. 4 is a plan view of the inner plate 24 to which the transverse bone 26 is joined.

As shown in FIGS. 2 and 3, the side structure 12 includes two upper and lower outer panels 21 and 22, and an inner panel 24 that is superimposed on the outer panels 21 and 22 on the inside of the vehicle at the position of the blow-up section 17. It includes a plurality of horizontal bones (bone members) 26 and vertical bones 27 that are joined to the inside of the vehicle of the outer plates 21, 22 or the inner plate 24.

The outer panels 21 and 22 are metal plates and constitute the outer wall surface of the side structure 12. The outer plate 21 forms an outer wall surface between the upper side of the blowing part 17 and the curtain part 18. The outer plate 22 forms an outer wall surface between the lower side of the blowing part 17 and the waist part 19.

In the blow-up section 17, the lower edge of the outer panel 21 and the upper edge of the outer panel 22 are butted against each other in the front-rear direction, and the outer panels 21 and 22 are arranged side by side on the same surface. The edges of the butted outer plates 21 and 22 are joined by laser welding. The joint portion formed by this welding is referred to as a joint portion 23. In addition, in FIG. 2, a portion of the joint portion 23 where the inner plate 24 overlaps with the inside of the vehicle is shown by a broken line. Further, the joint portion 23 may be formed not only by laser welding but also by arc welding or the like.

The joint portion 23 continues along the entire length of the edges of the abutted outer panels 21 and 22, and extends parallel to the front-rear direction. The joint portion 23 is raised toward the inside of the vehicle with respect to the outer panels 21 and 22. Immediately after welding, the joint 23 also swells toward the outside of the vehicle with respect to the outer panels 21 and 22, as shown by the broken line in Figure 3, but in consideration of appearance etc., it is ground down smoothly as shown by the solid line in Figure 3. has been done.

The inner plate 24 is a metal plate material that is overlapped and joined to the inner side of the vehicle than the outer plates 21 and 22. The inner plate 24 reinforces the outer plates 21 and 22 in the overlapped portion thereof, and is called a shear plate. The inner plate 24 and the outer plates 21 and 22 are joined at a lap joint 28 formed by laser welding or spot welding.

The inner plate 24 is overlapped with the outer plates 21 and 22 in the entire range of the blowing part 17. Compared to the curtain section 18 and waist section 19 where the window opening 15 does not exist, the strength of the blowout section 17 tends to decrease, but by reinforcing the blowout section 17 with the inner plate 24, the strength of the side structure 12 can be increased. It can be improved in a well-balanced manner.

Furthermore, the inner plate 24 includes projecting parts 24a and 24b extending from the range of the blowing part 17 toward the curtain part 18 side and the waist part 19 side (from both upper and lower edges of the window opening 15), respectively. Thereby, the vicinity of the boundary between the blowing part 17, the curtain part 18, and the waist part 19 can be reinforced with the inner plate 24 having the projecting parts 24a and 24b, and the strength of the side structure 12 can be effectively improved.

Moreover, since the joint part 23 is formed in the blowing part 17, the inner plate 24 straddles the joint part 23. This makes it difficult for the outer panels 21 and 22 to undergo deformation in an out-of-plane direction that uses the joint portion 23 as a fulcrum. The strength of the joint 23 tends to decrease compared to the parts of the outer plates 21 and 22 that are not affected by heat during welding, but by making the joint 23 difficult to deform with the inner plate 24, the strength is reduced due to the deformation. This makes it difficult for the joint portion 23 to be damaged.

As shown in FIGS. 3 and 4, the inner plate 24 includes a protrusion 25 that curves toward the inside of the vehicle at a portion overlapping the joint 23, and a portion other than the protrusion 25 is formed into a flat plate shape. . The protrusion 25 is formed over the entire length of the joint 23. In addition, in FIG. 4, the position of the joint portion 23 when the inner plate 24 is stacked on the outer plates 21 and 22 is shown by a two-dot chain line. Further, in FIG. 4, the protrusion 25 in the portion covered by the transverse bone 26 is shown by a broken line.

This projection 25 makes it difficult for the inner plate 24 itself to deform in the out-of-plane direction near the joint 23 (projection 25). Therefore, it is possible to make it more difficult for the joint portion 23 whose strength has been reduced due to welding to be damaged due to deformation, so that the strength of the portion where the outer plates 21, 22 and the inner plate 24 overlap can be ensured in a well-balanced manner. In particular, the reinforcing effect of the inner plate 24 on the blowout portion 17 can be improved, and the strength of the side structure 12 can be improved in a well-balanced manner.

A space is formed between the inner plate 24 and the outer plates 21 and 22 by the protrusion 25 . Thereby, even if the joint portion 23 bulges toward the inside of the vehicle with respect to the outer panels 21 and 22, it is not necessary to remove the bulge when the inner panel 24 is stacked on the outer panels 21 and 22. By eliminating this removal work, the number of man-hours for manufacturing the railway vehicle structure 10 can be reduced.

Note that, as described above, the protrusion of the joint portion 23 toward the outside of the vehicle is removed by grinding. By joining the inner plate 24 including the projection 25 to the outer plates 21 and 22 before this cutting, the outer plate 21, 22 can be made less likely to deform.

In a cross section perpendicular to the front-rear direction (the edge where the joint portion 23 is formed), the protrusion 25 has a shape that gradually becomes higher toward the apex inside the vehicle, and specifically has a semicircular arc shape. In this case, the protrusion 25 can be easily formed by pressing the apex portion into the flat inner plate 24 once, and the number of times the inner plate 24 is worked can be easily reduced.

Furthermore, when the protrusion 25 has a shape that is easy to form by one press process, the width W1 of the protrusion 25 is smaller than when the protrusion 25 has a shape that is formed by bending the inner plate 24 multiple times (for example, a hat shape). Easy to make small. The width W1 is the vertical dimension between the starting points of the protrusion of the protrusion 25 with respect to the flat plate-like portion of the inner plate 24.

If the width W1 of the protrusion 25 is small, the width of the part where the inner plate 24 is separated from the outer plates 21 and 22 can be reduced by the protrusion 25, and the inner plate 24 and the outer plates 21 and 22 are in close contact with each other, thereby increasing the strength. You can widen the range.

Further, on the vehicle inner surface of the inner plate 24, the horizontal dimension from the flat plate-like portion to the apex of the protrusion 25 is defined as the height H1 of the protrusion 25. The larger the height H1 is, the more difficult it is to deform the inner plate 24 in the out-of-plane direction near the protrusion 25 (junction 23).

As shown in FIG. 2, the plurality of horizontal ribs 26 are metal frames for ensuring the strength and rigidity of the side structure 12. The plurality of transverse bones 26 are formed parallel to each other along the front-back direction and are lined up in the up-down direction. These plurality of horizontal ribs 26 are respectively joined to the inside of the vehicle of the outer panels 21 and 22 or the inner panel 24.

If the outer plates 21 and 22 have low-strength parts, it is necessary to place transverse bones 26 in the vicinity of the parts to reinforce them. However, as described above, in the overlapped portion of the outer panels 21 and 22 and the inner panel 24, the vicinity of the low-strength joint 23 is reinforced by the protrusion 25, and the strength is ensured in a well-balanced manner. Therefore, the degree of freedom in arranging the transverse ribs 26 for further reinforcing the portion where the outer plates 21, 22 and the inner plate 24 overlap (the bulge portion 17) can be improved without considering reinforcement of the joint portion 23.

As shown in FIGS. 3 and 4, the horizontal bone 26 is formed by connecting one side edge of a pair of flanges 26b to each other with a web 26a, which has a U-shaped cross section, and from the other side edge of the pair of flanges 26b. A pair of connecting portions 26c extending outward (in the vertical direction) are provided. That is, the transverse bone 26 has a hat-shaped cross section perpendicular to the anteroposterior direction, and the cross-sectional shape is formed to be the same over the entire length in the anteroposterior direction. Further, the channel portion (web 26a, flange 26b) and connecting portion 26c are integrally formed by bending a single plate.

With the web 26a spaced apart from the inner plate 24, a pair of connecting portions 26c are respectively joined to the inner side of the inner plate 24 on the inside of the vehicle. A specific joining method includes a method of joining the inner plate 24 and the connecting portion 26c using a lap joint 29 formed by laser welding, spot welding, or plug welding. Note that the lap joints 28 and 29 are not formed individually, but are formed by spot welding at multiple locations in the overlapped portion of the outer plates 21 and 22, the inner plate 24, and the connecting portion 26c. Three sheets may be joined at once at the overlapped joint. In this case, the number of man-hours for manufacturing the side structure 12 can be reduced compared to the case where the outer plates 21 and 22 and the inner plate 24 are joined together, and the inner plate 24 and the connecting portion 26c are joined separately.

Note that the connecting portion 26c is directly joined to the outer plates 21 and 22 in the portion where the inner plate 24 does not overlap by laser welding or spot welding. In addition, regardless of the presence or absence of the inner plate 24, the width of the flange 26b (left and right dimensions) is adjusted such that the heights (left and right dimensions) from the outer plates 21 and 22 to the webs 26a of the plurality of transverse bones 26 are the same. direction dimension) is set. Thereby, the webs 26a of the plurality of horizontal bones 26 can be easily connected to each other by the vertical bones 27.

In the transverse bone 26 joined to the inner plate 24, the width W1 of the projection 25 is smaller than the width W2 between the pair of flanges 26b. Therefore, as described above, the width of the area where the inner plate 24 separates from the outer plates 21 and 22 can be further reduced by the protrusion 25, and the range in which the inner plate 24 and the outer plates 21 and 22 are in close contact with each other can be increased in strength. can.

In the horizontal frame 26 joined to the inner plate 24, the horizontal dimension from the vehicle outer surface of the connecting portion 26c (the surface in contact with the inner plate 24) to the vehicle outer surface of the web 26a (the surface facing the inner plate 24) is the height H2 of the horizontal bone 26. The height H1 of the protrusion 25 is smaller than this height H2, the width W1 of the protrusion 25 is smaller than the width W2 of the transverse bone 26, and the transverse bone 26 and the protrusion 25 are parallel to each other. , it becomes possible to arrange the protrusion 25 also inside the transverse bone 26 (between the pair of flanges 26b). As a result, the degree of freedom in arranging the transverse bones 26 can be further improved. Note that in this embodiment, the protrusion 25 is actually located inside the transverse bone 26.

Further, it is preferable that the height H1 of the protrusion 25 is smaller than the height H2 of the transverse bone 26 by 3 mm or more. Thereby, the protrusion 25 can be positioned inside the transverse bone 26 even when manufacturing errors of the protrusion 25, the transverse bone 26, etc. are considered. Preferably, the height H1 is greater than half the height H2. In this case, the inner plate 24 can be made more difficult to deform in the out-of-plane direction near the protrusion 25 (junction 23).

As shown in FIGS. 2 and 3, the plurality of vertical ribs 27, together with the horizontal ribs 26, are metal frames for ensuring the strength and rigidity of the side structure 12. The plurality of vertical bones 27 are arranged in the front-rear direction so as to perpendicularly intersect with the plurality of horizontal bones 26, and are joined to the webs 26a of the plurality of horizontal bones 26 by laser welding, spot welding, or plug welding at a plurality of locations. There is.

Similar to the horizontal bone 26, the vertical bone 27 includes a channel portion 27a having a U-shaped cross section, which connects one side edge of a pair of flanges with a web, and a channel portion 27a having a U-shaped cross section, and a channel portion 27a that connects one side edge of a pair of flanges to each other from the other side edge of the pair of flanges to the outside (in the front-rear direction). A pair of connecting portions 27b extending to and joined to the transverse bone 26 are provided. That is, the vertical rib 27 has a hat-shaped cross section perpendicular to the vertical direction, and the cross-sectional shape is formed to be the same over the entire length in the vertical direction.

Furthermore, a hanging portion 27c extends from the outer edge of the connecting portion 27b of the vertical frame 27 toward the outer plates 21 and 22. The vertical bone 27 can be made highly rigid by this hanging portion 27c. Note that the hanging portion 27c is cut out (divided into a plurality of pieces) so as to avoid the plurality of transverse bones 26 and the protrusion portion 25.

However, as described above, since the projection 25 is located inside the horizontal bone 26, it is not necessary to add a notch to the hanging portion 27c of the vertical bone 27 in order to avoid interference with the projection 25. . By locating the protrusion 25 inside the horizontal rib 26, it is no longer necessary to design to avoid interference with the protrusion 25 not only for the vertical rib 27 but also for articles located on the inner side of the vehicle on the inner plate 24. can.

Next, a method for manufacturing the side structure 12 will be described with reference to FIG. FIG. 5A is a partially enlarged sectional view of the outer panels 21 and 22 of the side structure 12. FIG. 5(b) is a partially enlarged sectional view of the outer plates 21, 22 and the inner plate 24 of the side structure 12. FIG. 5(c) is a partially enlarged sectional view of the outer plates 21 and 22, the inner plate 24, and the transverse rib 26 of the side structure 12. In addition, in FIG. 5, as mentioned above, the swell of the joint portion 23 before being ground is shown by a broken line.

First, as shown in FIG. 5A, the edges of the outer panels 21 and 22 are butted against each other, and the edges of the outer panels 21 and 22 are joined by laser welding or the like to form a joint 23. Next, as shown in FIG. 5(b), the inner plate 24 is stacked on the inside of the vehicle of the outer plates 21 and 22, and the overlapped portion is joined by a lap joint 28 by laser welding or the like. Next, as shown in FIG. 5(c), the connecting portion 26c of the transverse bone 26 is overlapped with the inner plate 24, etc., and the overlapping portion is joined by an overlap joint 29 by laser welding or the like. Finally, the side structure 12 is formed by joining the plurality of horizontal bones 26 and the plurality of vertical bones 27.

Note that the order of joining each part is not limited to the above-mentioned procedure. For example, the transverse bone 26 and the inner plate 24 may be joined at the lap joint 29, and then the inner plate 24 and the outer plates 21, 22 may be joined at the lap joint 28.

Further, when the inner plate 24 and the outer plates 21 and 22 are first joined at the overlap joint 28, it is preferable to arrange the overlap joint 28 avoiding the portion of the inner plate 24 where the connecting portion 26c is overlapped. This makes it unnecessary to remove the bulge of the overlapping joint portion 28 toward the inside of the vehicle. However, after removing the bulge of the overlapping joint portion 28 toward the inside of the vehicle, the connecting portion 26c may be overlapped on the removed portion.

Next, a second embodiment will be described with reference to FIG. In the first embodiment, the case where the protrusion 25 is located inside the transverse bone 26 has been described. On the other hand, in the second embodiment, a case will be described in which the protrusion 32 is located outside the transverse bone 26. Note that the same parts as in the first embodiment are given the same reference numerals, and the following explanation will be omitted.

FIG. 6 is a partially enlarged sectional view of the side structure 30 of the railway vehicle structure in the second embodiment. FIG. 6 shows an enlarged cross-sectional view of a part of the blowout portion 17 of the side structure 30. The side structure 30 in the blowout section 17 includes two upper and lower outer panels 21 and 22 that are joined to each other at a joint 23, an inner panel 31 that is superimposed on the outer panels 21 and 22 on the inside of the vehicle, and these outer panels 21. , 22 or the inner plate 31 on the inside of the vehicle.

The inner plate 31 is a metal plate material that is overlapped and joined to the inner side of the vehicle of the outer plates 21 and 22 so as to straddle the joint portion 23, and is called a shear plate. The inner plate 31 includes a protrusion 32 that curves and protrudes inward of the vehicle over the entire length in the front-rear direction at a portion overlapping the joint portion 23, and the portion other than the protrusion 32 is formed into a flat plate shape. The inner plate 31 is different from the inner plate 24 of the first embodiment in the cross-sectional shape and dimensions of the projection 32, but has the same structure as the inner plate 24 in other respects.

Therefore, similarly to the first embodiment, by forming the protrusion 32 on the inner plate 31, the inner plate 31 becomes highly rigid near the low-strength joint 23, so that the outer plates 21, 22 and the inner plate 31 can be ensured in a well-balanced manner at the overlapped portion. Therefore, the degree of freedom in arranging the transverse bone 26 for further reinforcing that part can be improved.

In a cross section perpendicular to the front-rear direction, the projection 32 has a shape that gradually becomes higher toward the apex inside the vehicle, and specifically has a mountain shape with a rounded apex. In this case, similarly to the semicircular arc-shaped protrusion 25 in the first embodiment, the protrusion 32 can be easily formed by one press process, and the number of times the inner plate 31 is processed can be easily reduced.

The height H1 of the protrusion 32 is greater than the height H2 of the transverse bone 26. Therefore, although the protrusion 32 cannot be placed inside the transverse bone 26, the inner plate 31 can be made more difficult to deform in the out-of-plane direction near the protrusion 32 (junction 23). As a result, the strength of the overlapping portion of the outer plates 21 and 22 and the inner plate 31 can be improved in a well-balanced manner, and the placement of the transverse bone 26 can be improved in that it is easier to arrange the transverse bone 26 at a position away from the joint 23. The degree of freedom can be improved.

The protrusion 32 is not joined to the longitudinal bone 27. Further, a gap is provided between the apex of the protrusion 32 and the vertical rib 27 when no load is applied. Thereby, the dimensional accuracy of the height H1 of the protrusion 32 required to make it difficult for the protrusion 32 to interfere with the vertical rib 27 can be reduced, and the protrusion 32 can be easily formed.

Note that since the height H1 of the protrusion 32 is greater than the height H2 of the transverse bone 26, the gap when no load is applied is very small and is less than the thickness of the web 26a of the transverse bone 26. Because this gap is small, when the outer plates 21, 22 and the inner plate 31 are slightly bent toward the inside of the vehicle between the horizontal ribs 26 on both sides of the upper and lower sides of the protruding portion 32, the protruding portion 32 easily comes into contact with the vertical rib 27, This contact can restrict the deflection of the outer plates 21, 22 and the inner plate 31. Therefore, the deformation of the side structure 30 in the out-of-plane direction due to this deflection can be further reduced.

Although the present invention has been described above based on the above embodiments, the present invention is not limited to the above embodiments in any way, and it is easy to make various modifications and improvements without departing from the spirit of the present invention. It can be inferred that The numerical values listed in the above embodiment are merely examples, and it is of course possible to employ other numerical values.

In the above embodiments, laser welding, spot welding, and the like are exemplified as specific methods for joining each member, but other welding methods such as resistance welding and gas welding other than spot welding may be used. Furthermore, the members may be joined by not only welding but also friction stir welding. Furthermore, mechanical joining using bolts or the like may be used as a part of the joining method.

In the embodiment described above, a case has been described in which the joint portion 23 is located in the blow-up portion 17, but the present invention is not limited to this. For example, the joint portion 23 may be located at the curtain portion 18 or the waist portion 19 of the side structures 12, 30, and the inner plates 24, 31 may be arranged so as to straddle the joint portion 23. Moreover, the joint part 23 is not limited to the case where the joint part 23 is formed to extend in the front-back direction, but the joint part 23 may be formed to extend in the vertical direction, and the inner plates 24 and 31 may be arranged so as to straddle the joint part 23. . Furthermore, the inner plates 24 and 31 that straddle the joint 23 of the outer plates 21 and 22 may be applied not only to the side structures 12 and 30 but also to the end structure 14 and the roof structure 13. Note that, depending on the position of the joint portion 23, the degree of freedom in the position of the vertical bone 27 rather than the position of the horizontal bone 26 can be improved by the protrusions 25 and 32.

In the embodiment described above, the cross-sectional shape of the projections 25 and 32 is semicircular or mountain-shaped, but the present invention is not limited thereto. For example, the cross-sectional shape of the projections 25 and 32 may be shaped like a hat.

10 Railway Vehicle Structure 12, 30 Side Structure 15 Window Opening 17 Window Part 21, 22 Outer Plate 23 Joint Part 24, 31 Inner Plate 25, 32 Projection Part 26 Transverse Bone (Bone Member)
26a Web (part of channel section)
26b flange (part of channel part)
26c Connecting part

Claims (7)

Two outer panels whose butted edges are joined by a welded joint,
an inner plate that is joined to the inside of the vehicle by overlapping the two outer plates so as to straddle the joint portion;
a bone member joined to the inside of the vehicle of the inner plate,
A railway vehicle structure, wherein the inner plate includes a protrusion that curves toward the inside of the vehicle at a portion that overlaps with the joint. 2. The railway vehicle structure according to claim 1, wherein the joint portion is raised toward the inside of the vehicle with respect to the outer panel. 2. The railway vehicle structure according to claim 1, wherein the protrusion has a shape that becomes gradually higher toward an apex inside the vehicle in a cross section perpendicular to an edge where the joint is formed. The bone member includes a channel portion having a U-shaped cross section that connects one side edges of the pair of flanges with a web, and a channel portion that extends outward from the other side edge of the pair of flanges and is overlapped and joined to the inner plate. A pair of connecting parts,
The railway vehicle structure according to claim 1, wherein the width of the protrusion is smaller than the width between the pair of flanges. the bone member and the protrusion extend parallel to each other;
5. The railway vehicle structure according to claim 4, wherein the height of the protrusion is smaller than the height from the connecting portion to the web. 6. The railway vehicle structure according to claim 5, wherein the protrusion is located inside the bone member and between the pair of flanges. The two outer panels constitute an outer wall surface of a side structure in which a plurality of window openings are lined up in the longitudinal direction of the vehicle, and are arranged vertically at a blowing part of the side structure where the window openings are located in the longitudinal direction of the vehicle. the edges are butted against each other and joined at the joint,
The railway vehicle structure according to any one of claims 1 to 6, wherein the inner plate is a shear plate that overlaps the outer plate over the entire range of the blowing section.

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