JP2024055058A - Rail vehicles - Google Patents

Abstract

[Problem] To provide a railway vehicle that can easily improve the strength of the outer plate at the ridge portion while avoiding an increase in the number of parts and an increase in the number of welding steps. [Solution] A railway vehicle 10 has a side structure GK in which a window opening 11 is formed in an outer plate 2 and frame members 3 are joined vertically and horizontally to the inner surface side of the outer plate. A shear plate 4 is joined to the ridge portion 2F on the inner surface side of the outer plate, and the shear plate is formed at a position spaced apart in the vertical direction of the car body from the window corner MS of the window opening. An upper window cross-frame member 31 that is located and extended above the ridge portion and a lower window cross-frame member 32 that is located and extended below the ridge portion have a hat-shaped cross section with two flange portions that are joined to the inner surface of the outer plate, and the window opening side flange portions 312, 321 of the upper window cross-frame member and the lower window cross-frame member are respectively extended to the upper end portion 41 and the lower end portion 42 of the shear plate and are joined to the inner surface of the outer plate along the upper end portion and the lower end portion of the shear plate. [Selected Figure] Figure 2

Description

The present invention relates to a railway vehicle, and more specifically, to a railway vehicle in which the stiffness of the wind-over section of the outer panel of a side structure having a window opening is increased through a shear plate joined to the inner surface of the wind-over section and a flange portion of the cross frame member on the window opening side.

Commuter railcars generally have a car body that accommodates passengers and is supported by front and rear bogies that run on the rails. In addition, the outer panels of the side structures that make up the car body have multiple entrance and exit openings for passengers to get on and off in the fore-and-aft direction of the car, and between the entrance and exit openings are window openings separated by a ridge. For this reason, the weight of the car body and the weight of passengers are likely to act as shear stress or bending stress in the vertical direction of the car body on the ridge of the outer panel between the front and rear bogies, and various reinforcing structures for the ridge of the outer panel are being considered.

For example, Patent Document 1 discloses a railway vehicle 100 having a window opening 101 formed therein and a side structure 110 in which rib members 103 are joined vertically and horizontally in the vertical direction and the longitudinal direction of the car body to the inside surface of the outer plate 102, as shown in FIG. 14. The inside surface of the outer plate 102 is joined to the entire winding portion 102F beside the window opening 101, and the shear plate 105 has protrusions 105T that protrude above and below the window opening 101, and a bent edge portion 105a is formed along the frame shape of the window opening 101 including the window corner portion R1.

The railway vehicle 100 also includes a cross-frame member 103a joined to the outer plate 102 above and below the window opening 101. The cross-frame member 103a has an edge bend 1031a formed along the frame shape of the window opening 101, and the edge bend 1031a is formed so as to be continuous with the edge bend 105a of the shear plate 105 formed corresponding to the window corner R1. The cross-frame member 103a is also connected to the protrusion 105T of the shear plate 105 by a gusset 106, and the gusset 106 also has an edge bend 106a formed to overlap both the edge bends 1031a, 105a of the cross-frame member 103a and the protrusion 105T.

In addition, in Patent Document 2, as shown in Figures 15 and 16, in a railway vehicle 200 having an outer panel 201 having a fascia panel 201a, a ridge panel 201b, and a waist panel 201c, a window opening 202 is formed, and a side structure 210 including vertical bone members 203 joined to the inner surface of the outer panel 201 along the up-down direction of the car body, and horizontal bone members 204 joined to the inner surface of the outer panel 201 along the fore-aft direction of the car body, the plate thickness of the ridge panel 201b is 1/100th of that of the fascia panel 201a and the waist panel 201c. The railcar 200 is disclosed in which the window upper cross frame 204a, which is formed thicker than the plate panel 201c and located above the wind-over section 201F beside the window opening 202, and the window lower cross frame 204b, which is located below the wind-over section 201F, have a hat-shaped cross section, and of the two flanges that contact the inside surface of the outer panel 201, the flanges 2041a and 2041b on the window opening 202 side are longer than the flanges 2042a and 2042b on the other side.

Flange portion 2041a on the window opening 202 side of window upper horizontal member 204a extends to the connection 206 between the fascia panel 201a and the apron panel 201b, and flange portion 2041b on the window opening 202 side of window lower horizontal member 204b extends to the connection 207 between the apron panel 201b and the wainscot panel 201c. Flange portion 203a of vertical frame member 203 arranged in apron section 201F is joined to the inner surface of the outer panel 201 with the extended flange portions 2041a, 2041b in between.

JP 2010-12861 A JP 2018-62316 A

However, the railway cars 100 and 200 described in the above-mentioned Patent Documents 1 and 2 have the following problems.
That is, in the railway vehicle 100 of Patent Document 1, the flange portion 1031 on the window opening 101 side of the cross frame member 103a joined to the outer plate 102 above and below the window opening 101 is cut out so as not to interfere with the protrusion portion 105T of the shear plate 105. Therefore, in the vicinity of the window corner portion R1 of the window opening 101 where stress due to the weight of the car body, the weight of passengers, etc. is likely to concentrate, a joint (small gap) 107 is formed between the flange portion 1031 on the window opening 101 side of the cross frame member 103a and the protrusion portion 105T of the shear plate 105. Therefore, at the position of the joint 107, there was a problem that stress due to the weight of the car body, the weight of passengers, etc. is concentrated on the outer plate 102, and distortion of the outer plate 102 is likely to occur.

It is possible to alleviate the concentration of stress on the outer plate 102 by connecting the flange portion 1031 on the window opening 101 side of the cross frame member 103a to the protrusion portion 105T of the shear plate 105 with a gusset 106, but this requires manufacturing a new gusset 106 and setting and welding the gusset 106 to the flange portion 1031 on the window opening 101 side of the cross frame member 103a and the protrusion portion 105T of the shear plate 105. This inevitably increases the number of parts and the number of welding steps, which causes the problem of increased costs.

In addition, in the railway vehicle 200 described in the above Patent Document 2, the end of the flange portion 2041a on the window opening 202 side of the window-top cross member 204a is formed at approximately the same position as the connection portion 206 between the fascia panel 201a and the apron panel 201b. In addition, the end of the flange portion 2041b on the window opening 202 side of the window-bottom cross member 204b is formed at approximately the same position as the connection portion 207 between the wainscot panel 201c and the apron panel 201b. Therefore, at the connection portion 206 between the fascia panel 201a and the apron panel 201b and the connection portion 207 between the wainscot panel 201c and the apron panel 201b, stress due to the weight of the car body and the weight of passengers is concentrated, which is likely to lead to a decrease in strength. Furthermore, the connection 206 between the fascia panel 201a and the overhanging panel 201b, and the connection 207 between the wainscot panel 201c and the overhanging panel 201b, require panels of different thicknesses to be butt-welded together, which creates the problem of difficult welding work.

The present invention was made to solve these problems, and aims to provide a railway vehicle that can easily improve the strength of the outer plate at the seam while avoiding an increase in the number of parts or welding labor.

In order to achieve the above object, a railway vehicle according to the present invention has the following configuration.
(1) A railway vehicle having a side structure in which a window opening is formed in an exterior plate and rib members are joined to the inside surface of the exterior plate in the vertical direction and the longitudinal direction of the car body,
a shear plate is joined to a gathering portion on a side of the window opening on the vehicle inner surface side of the outer plate, and the shear plate is formed such that an upper end portion and a lower end portion of the shear plate are disposed at positions spaced from upper and lower window corners of the window opening toward the center of the window opening in the vertical direction of the vehicle body;
a window upper cross frame member located above the gathering portion and extending along the front-rear direction of the car body, and a window lower cross frame member located below the gathering portion and extending along the front-rear direction of the car body, each have a hat-shaped cross section having two flange portions joined to an inner surface of the outer plate,
The flange portions on the window opening side of the window upper cross member and the window lower cross member are extended to the upper end and lower end of the shear plate, respectively, and are joined to the inner surface of the outer plate along the upper end and lower end of the shear plate.

In the present invention, a shear plate is joined to the wind-up section beside the window opening on the inside surface of the exterior panel, and the upper and lower ends of the shear plate are positioned away from the upper and lower window corners of the window opening toward the center of the window opening in the vertical direction of the car body. The upper window cross frame member, which is located above the wind-up section and extends along the fore-and-aft direction of the car body, and the lower window cross frame member, which is located below the wind-up section and extends along the fore-and-aft direction of the car body, have a hat-shaped cross section with two flanges that join to the inside surface of the exterior panel. The flanges on the window opening side of the upper window cross frame member and the lower window cross frame member extend to the upper and lower ends of the shear plate, respectively, and are joined to the inside surface of the exterior panel along the upper and lower ends of the shear plate. This means that the joints between the shear plate and the flanges on the window opening side of the upper window cross frame member and the lower window cross frame member can be positioned away from the window corners of the window opening where stress due to the weight of the car body and the load of passengers is likely to concentrate. This avoids stress concentration on the outer panel at the joint location, reducing distortion in the outer panel.

In addition, the joints between the shear plate and the upper and lower cross frame members can be located away from the window corners of the window opening, where stress due to the weight of the car body and the weight of passengers is likely to concentrate. This eliminates the need to use gussets or the like to connect the flanges on the window opening side of the upper and lower cross frame members to the upper and lower ends of the shear plate at the joints, thereby avoiding an increase in the number of parts and welding labor.

In addition, since a shear plate is joined to the wind-up portion beside the window opening on the inside side of the exterior plate, the wind-up portion of the exterior plate and the shear plate can be joined by laser welding or the like from the inside of the vehicle in a state where two sheets of the exterior plate are overlapped, and there is no need to butt-weld the exterior plates together. In addition, the flange portions on the window opening side of the window upper cross frame member and the window lower cross frame member are joined to the inside of the exterior plate along the upper and lower ends of the shear plate, so the wind-up portion and the flange portion of the exterior plate can be joined by laser welding or the like from the inside of the vehicle in a state where two sheets of the exterior plate are overlapped. This makes it easy to perform each welding and other joining work. In addition, since the joints for each welding and the like can be formed in different positions in the wind-up portion of the exterior plate, it is possible to alleviate stress changes at the joints in the wind-up portion of the exterior plate and improve the strength of the wind-up portion of the exterior plate.

Therefore, the present invention can provide a railway vehicle that can easily improve the strength of the outer plate at the seam while avoiding an increase in the number of parts or welding labor.

(2) In the railway vehicle described in (1),
The outer plate is divided in the vertical direction of the vehicle body, and each plate is formed with the same plate thickness.
The joint between the divided outer panels is formed at the position of the flange portion of the window lower cross member on the side opposite the window opening.

In the present invention, the exterior plate is divided in the vertical direction of the car body, and each plate is formed with the same thickness, and the joint of the divided exterior plate is formed at the position of the flange part of the window bottom cross frame member on the side opposite the window opening. Therefore, the upper and lower divided exterior plates can be easily joined to the flange part of the window bottom cross frame member on the side opposite the window opening in the fore-and-aft direction of the car body from the inside of the car near the joint by laser welding or the like. Therefore, the stress from the window corner side of the window opening, where stress due to the weight of the car body and the weight of passengers tends to concentrate on the joint part near the seam of the exterior plate, can be blocked or reduced by the flange part on the window opening side of the window bottom cross frame member and the hat-shaped convex part. Therefore, the strength of the exterior plate at the gathering part can be improved even more simply and effectively.

(3) In the railway vehicle described in (1),
The outer plate is divided in the vertical direction of the vehicle body, and each plate is formed with the same plate thickness,
The joints between the divided outer panels are formed at the position of the shear plate.

In the present invention, the exterior plate is divided in the vertical direction of the car body, and each plate is formed with the same thickness. The joints of the divided exterior plates are formed at the position of the shear plate, so that the upper and lower divided exterior plates can be easily joined to the shear plate near the joints by laser welding or the like. Therefore, the stress from the window corner side of the window opening, where stress due to the weight of the car body and the weight of passengers tends to concentrate on the joints near the seams of the exterior plates, can be blocked or reduced by the flanges on the window opening side of the window upper cross frame member and the window lower cross frame member and the shear plate. As a result, the strength of the exterior plate at the gathering portion can be improved even more simply and effectively.

(4) In the railway vehicle described in (3),
An upper cross member and a lower cross member extending along the front-rear direction of the vehicle body are joined to the upper end and the lower end of the shear plate,
The joint of the outer panel is characterized in that it is located at the midpoint between the upper cross member and the lower cross member.

In the present invention, the upper and lower ends of the shear plate are joined to upper and lower cross members that extend along the fore-and-aft direction of the car body, and the joint of the exterior plate is located in the middle between the upper and lower cross members. Therefore, the upper and lower cross members can more effectively block or reduce stress from the corners of the window openings, where stress due to the weight of the car body and the weight of passengers tends to concentrate, at the joint near the joint of the exterior plate joined to the shear plate along the fore-and-aft direction of the car body. This can further improve the strength of the exterior plate at the wind-over portion.

(5) In the railway vehicle described in (1),
The outer plate is divided in the vertical direction of the vehicle body, and each plate is formed with the same plate thickness.
The joints between the divided outer panels are formed at the position of the flange portion of the window opening side of the window lower cross member.

In the present invention, the exterior plate is divided in the vertical direction of the car body, and each plate is formed with the same thickness. The joints of the divided exterior plates are formed at the position of the flange portion on the window opening side of the window bottom cross frame member, so that the upper and lower divided exterior plates can be easily joined to the flange portion on the window opening side of the window bottom cross frame member near the joints by laser welding or the like. Therefore, the stress from the window corner side of the window opening, where stress due to the weight of the car body and the weight of passengers tends to concentrate on the joint near the seam of the exterior plate, can be blocked or reduced by the flange portion on the window opening side of the window bottom cross frame member. This makes it possible to improve the strength of the exterior plate at the gathering portion even more simply and effectively.

(6) In the railway vehicle according to any one of (1) to (5),
The flange portions on the window opening side of the upper window cross member and the lower window cross member are characterized in that a receiving portion for a window frame to be attached to the window opening is formed in the straight line regions of the upper and lower edges of the window opening.

In the present invention, the window frame receiving portion to be attached to the window opening is formed in the straight line area of the upper and lower edges of the window opening on the flange portion of the upper window horizontal member and the lower window horizontal member, so that the window frame receiving portion can be easily bent with a bender device that bends the hat-shaped convex portion of the upper window horizontal member and the lower window horizontal member. In other words, the hat-shaped convex portion of the upper window horizontal member and the lower window horizontal member can be bent with a bender device that bends a steel plate in a straight line, but the window frame receiving portion is formed in the straight line area of the upper and lower edges of the window opening, so that it can be easily bent with the same bender device. This saves the effort and cost of producing a dedicated bending die.

(7) In the railway vehicle described in (6),
The length of the flange portion in the vertical direction of the vehicle body at the point where the receiving portion is formed is formed shorter than the length of the hat-shaped protrusions of the window upper cross member and the window lower cross member in the vertical direction of the vehicle body.

In the present invention, the length of the flange portion where the receiving portion is formed in the vertical direction of the vehicle body is shorter than the length of the hat-shaped protrusions of the upper window cross member and the lower window cross member in the vertical direction of the vehicle body, so the rigidity of the receiving portion relative to the window frame can be supplemented by the rigidity of the hat-shaped protrusions, which are closer in distance. Therefore, the receiving portion for the window frame can be easily formed and the rigidity can be increased more effectively.

The present invention provides a railway vehicle that can easily improve the strength of the outer plate at the seam while avoiding an increase in the number of parts or welding labor.

1 is a schematic side view of a railway vehicle according to one embodiment of the present invention. FIG. FIG. 2 is a side view of the side structure of the railway vehicle shown in FIG. 1 as viewed from the inside of the vehicle. 3 is a cross-sectional view taken along line A-A in FIG. 2. FIG. 4 is a schematic cross-sectional view showing a joint between the window cross member and the shear plate and the skin shown in FIG. 3 . FIG. 4 is a schematic cross-sectional view showing the joint of the window upper cross member and the shear plate to the skin shown in FIG. 3 . 3A and 3B are cross-sectional views of the side structure shown in FIG. 2, in which (A) shows a cross-sectional view taken along line BB in FIG. 2, and (B) shows a cross-sectional view taken along line CC in FIG. FIG. 7 is a detailed cross-sectional view of part D shown in FIG. 6 . FIG. 8 is a side view of the window-under cross frame member shown in FIG. 7 as viewed from the vehicle interior side. 9 is a cross-sectional view taken along the line E-E in FIG. 8. 3 is a cross-sectional view taken along line A-A in FIG. 2 of a railway vehicle according to a first modified example. FIG. 11 is a schematic cross-sectional view showing the joint of the window under-horizontal frame member and the shear plate to the outer panel shown in FIG. 10 . 3 is a cross-sectional view taken along line A-A in FIG. 2 of a railway vehicle according to a second modified example. FIG. 13 is a schematic cross-sectional view showing the joint of the window under-horizontal frame member and the shear plate to the skin shown in FIG. 12 . 1A and 1B are partial detailed views of a window opening of a railway vehicle described in Patent Document 1, in which (a) shows a side view of the periphery of a window corner, and (b) shows a cross-sectional view thereof. FIG. 2 is a partial detailed view of a window opening of a railway vehicle described in Patent Document 2. 16 is a cross-sectional view taken along the line XX shown in FIG. 15.

Next, a railway vehicle according to one embodiment of the present invention will be described in detail with reference to the drawings. Specifically, the configuration and effects of the railway vehicle according to one embodiment of the present invention will be described in detail, and then modified examples of the railway vehicle will be described.

<Configuration and Effects of the Railway Vehicle>
The configuration and the effects of the present railway vehicle will be described with reference to Figs. 1 to 9. Fig. 1 shows a schematic side view of a railway vehicle according to one embodiment of the present invention. Fig. 2 shows a side view of the side structure of the railway vehicle shown in Fig. 1 as seen from the inside of the vehicle. Fig. 3 shows a cross-sectional view taken along line A-A in Fig. 2. Fig. 4 shows a schematic cross-sectional view showing the joint between the window-under cross frame member and the shear plate to the outer plate shown in Fig. 3. Fig. 5 shows a schematic cross-sectional view showing the joint between the window-upper cross frame member and the shear plate to the outer plate shown in Fig. 3. Fig. 6 shows cross-sectional views of the side structure shown in Fig. 2, where (A) shows the cross-sectional view taken along line B-B in Fig. 2 and (B) shows the cross-sectional view taken along line C-C in Fig. 2. Fig. 7 shows a detailed cross-sectional view of part D shown in Fig. 6. Fig. 8 shows a side view of the window-under cross frame member shown in Fig. 7 as seen from the inside of the vehicle. Fig. 9 shows the cross-sectional view taken along line E-E in Fig. 8.

As shown in Figures 1 to 9, this railway vehicle 10 has a side structure GK in which window openings 11 are formed in the outer plate 2 and frame members 3 are joined vertically and horizontally in the vertical and longitudinal directions of the car body to the inner surface side of the outer plate 2. The outer plate 2 of the side structure GK is formed, for example, from a stainless steel plate.

As shown in FIG. 1, the railway vehicle 10 includes a car body 1 that accommodates passengers and is supported by front and rear bogies DS that run on a rail RL. The car body 1 includes an underframe DW that is supported by the bogies DS, an end structure TK that stands at the front and rear ends of the underframe DW, side structures GK that stand at both ends of the underframe DW, and a roof structure YK that is connected to the upper ends of the end structure TK and the side structures GK.

In addition, the outer plate 2 of the side structure GK has a plurality of entrance/exit openings 12 for passengers to get on and off, which are formed at approximately equal intervals along the vehicle longitudinal direction. The entrance/exit openings 12 are opened and closed by the side door GT. Between the entrance/exit openings 12, window openings 11 are formed with the wind-over section 2F separating them. Here, the side structure GK is formed by connecting a rectangular block GK1 having a window opening 11 on the outer plate 2 and extending in a rectangular shape to a position adjacent to the entrance/exit opening 12, and a frame-shaped block GK2 surrounding the periphery of the entrance/exit opening 12 in a frame-like shape, in the vehicle longitudinal direction. However, it is not necessarily limited to the rectangular block GK1 and the frame-shaped block GK2 being connected, and various shapes may be formed. In addition, the side structure GK is provided with a frame-shaped block GK2a in which a passenger side door GTa is formed so as to be able to be opened and closed, and a rectangular block GK1a in which a smaller window opening 11a is formed, which are connected to each other in a position adjacent to the end structure TK.

As shown in Figures 1 to 5, a shear plate 4 is joined to the inner side of the outer panel 2 of the side structure GK at the apron 2F beside the window opening 11. The shear plate 4 is formed so that its upper end 41 and lower end 42 are positioned away from the upper and lower window corners MS of the window opening 11 toward the center of the window opening 11 in the vertical direction of the car body. Here, the outer panel 2 of the side structure GK is divided into two parts, upper and lower, below the lower edge 112 of the window opening 11, with the outer panel 21(2) above the joint 6 forming the fascia and apron, and the outer panel 22(2) below the joint 6 forming the wainscot. The joints Y5, Y6, Y7, and Y8 of the shear plate 4 to the vehicle inner surface of the outer plate 2 are formed at the upper end 41, lower end 42, and middle portion 43 of the shear plate 4, and are formed in positions that do not interfere with the flanges 331, 332, 341, and 342 of the upper cross member 33 and lower cross member 34 that are joined to the vehicle inner side of the upper end 41 and lower end 42 of the shear plate 4.

The window opening 11 is formed in a substantially rectangular shape with the upper edge 111 and the lower edge 112 extending linearly in the longitudinal direction of the vehicle body, and the front edge 113 and the rear edge 114 extending linearly in the vertical direction of the vehicle body. The intersections of the upper and lower edges 111, 112 and the front and rear edges 113, 114 of the window opening 11 form the window corners MS (MS1, MS2, MS3, MS4) formed in an arc shape. The shear plate 4 is formed in a rectangular shape at a position spaced apart from the window corners MS (MS1, MS2, MS3, MS4) in the vertical direction of the vehicle body. The length of the shear plate 4 in the vertical direction of the vehicle body is shorter than the length of the linear front and rear edges 113, 114 of the window opening 11 in the vertical direction of the vehicle body. Here, the shear plate 4 is formed to have the same thickness as the outer plate 2 (21, 22), but it may be formed to have a thickness different from that of the outer plate 2 (21, 22). The shear plate 4 is formed of stainless steel plate, just like the outer plate 2.

In addition, the window upper cross frame member 31, which is located above the wind-over section 2F and extends along the vehicle body longitudinal direction, and the window lower cross frame member 32, which is located below the wind-over section 2F and extends along the vehicle body longitudinal direction, have a hat-shaped cross section with two flange portions 311, 312, 321, 322 that are joined to the vehicle inner surface of the outer panel 2. In addition, the flange portions 312, 321 on the window opening 11 side of the window upper cross frame member 31 and the window lower cross frame member 32 extend to the upper end portion 41 and the lower end portion 42 of the shear plate 4, respectively, and are joined to the vehicle inner surface of the outer panel 2 along the upper end portion 41 and the lower end portion 42 of the shear plate 4. In addition, the joints Y9, Y10, Y4, and Y3 of the flanges 312, 321 of the window upper cross member 31 and the window lower cross member 32 on the window opening 11 side to the vehicle inner surface of the exterior panel 2 are formed in two places, near the flange tip and near the hat-shaped protrusions 313, 323, and are formed continuously in the vehicle front-rear direction. The joints Y11, Y1, and Y2 of the flanges 311, 322 of the window upper cross member 31 and the window lower cross member 32 on the opposite side of the window opening to the vehicle inner surface of the exterior panel 2 are formed continuously in the vehicle front-rear direction.

Since the present railway vehicle 10 has the above-mentioned configuration, the joints 5 (51, 52) between the shear plate 4 and the flanges 312, 321 on the window opening 11 side of the upper window cross member 31 and the lower window cross member 32 can be positioned away from the window corners MS of the window opening 11 where stress due to the weight of the car body 1, the load of passengers, etc. tends to concentrate. Therefore, at the positions of the above-mentioned joints 5 (51, 52), stress concentration on the outer plate 2 can be avoided, and distortion occurring in the outer plate 2 can be reduced.

In addition, the joints 5 (51, 52) between the shear plate 4 and the upper window cross member 31 and the lower window cross member 32 can be positioned away from the window corners MS of the window opening 11 where stress due to the weight of the car body 1 and the load of passengers is likely to concentrate. This eliminates the need to connect the flanges 312, 321 on the window opening 11 side of the upper window cross member 31 and the lower window cross member 32 to the upper end 41 and lower end 42 of the shear plate 4 with gussets or the like at the positions of the joints 5 (51, 52), thereby avoiding an increase in the number of parts and an increase in the welding man-hours.

In addition, since the shear plate 4 is joined to the wind-up portion 2F next to the window opening 11 on the inside side of the exterior plate 2, the wind-up portion 2F of the exterior plate 2 and the shear plate 4 can be joined by laser welding or the like from the inside of the vehicle in a state where two sheets of the exterior plate 2 are overlapped, and there is no need to butt-weld the exterior plates 2 together. In addition, the flange portions 312, 321 on the window opening 11 side of the window upper cross member 31 and the window lower cross member 32 are joined to the inside of the vehicle of the exterior plate 2 along the upper end portion 41 and lower end portion 42 of the shear plate 4, so the wind-up portion 2F of the exterior plate 2 and the flange portions 312, 321 can be joined by laser welding or the like from the inside of the vehicle in a state where two sheets of the exterior plate 2 are overlapped. Therefore, each welding and other joining work can be easily performed from the inside of the vehicle. In addition, in the gathering portion 2F of the outer plate 2, the joints Y1 to Y11, such as welding, can be formed in different positions, so that the change in stress at the joints Y1 to Y11 in the gathering portion 2F of the outer plate 2 can be mitigated, and the strength of the gathering portion 2F of the outer plate 2 can be improved.

Therefore, with this railway vehicle 10, it is possible to provide a railway vehicle 10 that can easily improve the strength of the outer plate 2 at the wind-up portion 2F while avoiding an increase in the number of parts and an increase in the welding man-hours.

As shown in Figures 1 to 4, in the present railway vehicle 10, the outer plate 2 (21, 22) is divided in the vertical direction of the car body, and each plate is formed with the same plate thickness, and it is preferable that the joint 6 of the divided outer plate 2 (21, 22) is formed at the position of the flange portion 322 of the window lower cross member 32 on the opposite side of the window opening.

In this case, the outer panels 2 (21, 22) divided into upper and lower parts can be easily joined to the flange portion 322 of the window lower cross member 32 on the opposite side of the window opening by laser welding or the like near the joint 6. Therefore, the stress from the window corner MS side of the window opening 11, where stress due to the weight of the car body 1 and the weight of passengers is likely to concentrate on the joints Y1, Y2 near the joint 6 of the outer panels 2 (21, 22), can be blocked or reduced by the flange portion 321 on the window opening 11 side of the window lower cross member 32 and the hat-shaped protrusion 323. Therefore, the strength of the blow-in portion 2F of the outer panels 2 (21, 22) can be improved more simply and effectively. The outer panels 2 (21, 22) divided into upper and lower parts can be easily and effectively joined to the flange portion 322 of the window lower cross member 32 on the opposite side of the window opening by laser welding in the front-rear direction of the car body near the joint 6.

As shown in Figures 2, 6 to 9, in the present railway vehicle 10, it is preferable that the flange portions 312, 321 on the window opening 11 side of the window upper cross frame member 31 and the window lower cross frame member 32 have receiving portions 312Z, 321Z for the window frame 7 to be attached to the window opening 11 formed in the straight region TR of the upper edge 111 and lower edge 112 of the window opening 11. Furthermore, it is preferable that the length Q1 in the vertical direction of the car body of the flange portions 312, 321 at the location where the receiving portions 312Z, 321Z are formed is shorter than the length Q2 in the vertical direction of the car body of the hat-shaped protrusions 313, 323 of the window upper cross frame member 31 and the window lower cross frame member 32.

The receiving portions 312Z, 321Z for the window frame 7 are formed by bending the flange portions 312, 321 on the window opening 11 side of the upper window cross member 31 and the lower window cross member 32 at a right angle toward the vehicle interior. The flange portions 312, 321 have cutout portions KY formed at the front and rear ends of the straight region TR of the receiving portions 312Z, 321Z for the window frame 7. The seal portion 71 of the window frame 7 abuts against the receiving portions 312Z, 321Z for the window frame 7.

In this case, since the receiving portions 312Z, 321Z for the window frame 7 are formed in the straight-line region TR of the upper edge 111 and the lower edge 112 of the window opening 11, the receiving portions 312Z, 321Z for the window frame 7 can be easily bent with a bender device that bends the hat-shaped protrusions 313, 323 of the upper window horizontal member 31 and the lower window horizontal member 32. In other words, the hat-shaped protrusions 313, 323 of the upper window horizontal member 31 and the lower window horizontal member 32 can be bent with a bender device that bends a steel plate in a straight line, but since the receiving portions 312Z, 321Z for the window frame 7 are formed in the straight-line region TR of the upper edge 111 and the lower edge 112 of the window opening 11, the receiving portions 312Z, 321Z for the window frame 7 can be easily bent with the same bender device. This saves the effort and cost of manufacturing a dedicated bending die.

In addition, if the length Q1 in the vertical direction of the vehicle body of the flange portions 312, 321 at the locations where the receiving portions 312Z, 321Z are formed is formed shorter than the length Q2 in the vertical direction of the vehicle body of the hat-shaped protrusions 313, 323 of the upper window cross member 31 and the lower window cross member 32, the rigidity of the receiving portions 312Z, 321Z with respect to the window frame 7 can be supplemented by the rigidity of the hat-shaped protrusions 313, 323 which are closer in distance. Therefore, the receiving portions 312Z, 321Z for the window frame 7 can be easily formed and the rigidity can be increased more effectively.

2 and 6, below the window lower cross member 32 and above the window upper cross member 31, cross members 3 (35, 35B, 36, 36B) joined to the inside surface of the outer panel 2 (21, 22) extend in the fore-and-aft direction of the vehicle body. The window upper cross member 31, the window lower cross member 32, the upper cross member 33, the lower cross member 34, and the cross members 3 (35, 35B, 36, 36B) are connected by vertical cross members 3 (37, 38) extending in the up-down direction of the vehicle body near the front and rear edges 113, 114 of the window opening 11. The vertical frame members 3 (37, 38) have a hat-shaped cross section, and their flanges 371, 381 are joined to the inside of the shear plate 4 and to the inside of the window opening 11 side flanges 312, 321 of the window upper horizontal frame member 31 and the window lower horizontal frame member 32 near the front and rear edges 113, 114 of the window opening 11 and the window corner MS. This further improves the rigidity of the wind-over portion 2F of the outer panel 2.

<Modification>
Although the railway vehicle 10 according to this embodiment has been described in detail above, the present invention is not limited to this, and various modifications are possible without departing from the spirit of the present invention. For example, according to this embodiment, the outer plate 2 (21, 22) is divided in the vertical direction of the car body, and each plate is formed with the same plate thickness, and the joint 6 of the divided outer plate 2 (21, 22) is formed at the position of the flange portion 322 of the window lower cross member 32 on the opposite side to the window opening, but this is not necessarily limited to this, and the first and second modified examples described below may also be used.

(First Modification)
For example, in the first modified railway vehicle 10B, as shown in Figures 10 and 11, the outer plate 2B is divided in the vertical direction of the car body, and each plate is formed with the same plate thickness, and the joint 6B of the divided outer plate 2B (21B, 22B) is formed at the position of the shear plate 4.

In this case, the outer panels 2B (21B, 22B) divided into upper and lower parts can be easily joined to the shear plate 4 near the joint 6B by laser welding or the like. Therefore, the stress from the window corner MS side of the window opening 11, where stress due to the weight of the car body 1 and the weight of passengers is likely to concentrate on the joints Y6, Y7 near the joint 6B of the outer panels 2B (21B, 22B), can be blocked or reduced by the flanges 312, 321 on the window opening 11 side of the window upper cross member 31 and the window lower cross member 32 and the shear plate 4. As a result, the strength of the wind-over portion 2F of the outer panels 2B (21B, 22B) can be improved more simply and effectively. The outer panels 2B (21B, 22B) divided into upper and lower parts can be easily and effectively joined to the shear plate 4 near the joint 6B by laser welding in a continuous manner in the fore-and-aft direction of the car body.

In addition, in the first modified railway vehicle 10B, the upper end 41 and the lower end 42 of the shear plate 4 are joined to the upper cross member 33 and the lower cross member 34 that extend along the fore-and-aft direction of the car body, and it is preferable that the joint 6B of the outer plate 2B (21B, 22B) is located in the intermediate portion 43 between the upper cross member 33 and the lower cross member 34.

In this case, the upper cross member 33 and the lower cross member 34 can more effectively block or reduce stress from the window corner MS side of the window opening 11, where stress due to the weight of the car body 1 and the weight of passengers is likely to concentrate, at the joints Y6, Y7 near the seam 6B of the outer plate 2B (21B, 22B) joined to the shear plate 4 along the fore-and-aft direction of the car body. This can further improve the strength of the wind-over portion 2F of the outer plate 2B (21B, 22B).

(Second Modification)
For example, in the second modified railway vehicle 10C, as shown in Figures 12 and 13, the outer plate 2C is divided in the vertical direction of the car body, and each plate is formed with the same plate thickness, and the joint 6C of the divided outer plate 2C (21C, 22C) is formed at the position of the flange portion 321 on the window opening side of the window under cross member 32.

In this case, the upper and lower divided outer panels 2C (21C, 22C) can be easily joined to the flange portion 321 on the window opening side of the window lower cross member 32 near the joint 6C by laser welding or the like. Therefore, the stress from the window corner MS side of the window opening 11, where stress due to the weight of the car body 1 and the weight of passengers is likely to concentrate on the joints Y3, Y4 near the joint 6C of the outer panels 2C (21C, 22C), can be blocked or reduced by the flange portion 321 on the window opening side of the window lower cross member 32. Therefore, the strength of the wind-over portion 2F of the outer panels 2C (21C, 22C) can be improved more simply and effectively. The upper and lower divided outer panels 2C (21C, 22C) can be continuously joined to the flange portion 321 on the window opening side of the window lower cross member 32 near the joint 6C in the fore-and-aft direction of the car body by laser welding.

<Action and effect>
According to the railway vehicles 10, 10B, and 10C according to the present embodiment described above in detail, a shear plate 4 is joined to the wind-up portion 2F beside the window opening 11 on the inner surface side of the outer panels 2, 2B, and 2C, and the shear plate 4 is formed so that an upper end portion 41 and a lower end portion 42 of the shear plate 4 are positioned at a position spaced away from the upper and lower window corners MS of the window opening 11 toward the center of the window opening 11 in the vertical direction of the car body, and the upper window cross frame member 31 located above the wind-up portion 2F and extending along the fore-and-aft direction of the car body, and the lower window cross frame member 32 located below the wind-up portion 2F and extending along the fore-and-aft direction of the car body form two members joined to the inner surface of the outer panel 2. The flanges 311, 312, 321, 322 of the upper window cross-frame member 31 and the lower window cross-frame member 32 on the window opening 11 side are extended to the upper end 41 and the lower end 42 of the shear plate 4, respectively, and are joined to the inner surface of the outer panel 2 along the upper end 41 and the lower end 42 of the shear plate 4. This allows the joints 5 (51, 52) between the shear plate 4 and the flanges 312, 321 on the window opening 11 side of the upper window cross-frame member 31 and the lower window cross-frame member 32 to be located at a position away from the window corner MS of the window opening 11 where stress due to the weight of the car body 1, the weight of passengers, etc. is likely to concentrate. Therefore, at the positions of the joints 5 (51, 52), stress concentration on the outer panels 2, 2B, 2C can be avoided, and distortion occurring in the outer panels 2, 2B, 2C can be reduced.

In addition, the joints 5 (51, 52) between the shear plate 4 and the upper window cross member 31 and the lower window cross member 32 can be positioned away from the window corners MS of the window opening 11 where stress due to the weight of the car body 1 and the load of passengers is likely to concentrate. This eliminates the need to connect the flanges 312, 321 on the window opening 11 side of the upper window cross member 31 and the lower window cross member 32 to the upper end 41 and lower end 42 of the shear plate 4 with gussets or the like at the positions of the joints 5 (51, 52), thereby avoiding an increase in the number of parts and an increase in the welding man-hours.

In addition, since the shear plate 4 is joined to the wind-up portion 2F beside the window opening 11 on the inner side of the outer plates 2, 2B, 2C, the wind-up portion 2F of the outer plates 2, 2B, 2C and the shear plate 4 can be joined by laser welding or the like from the inside of the vehicle in a state where two outer plates 2, 2B, 2C are overlapped, and there is no need to butt-weld the outer plates 2 together. In addition, the flange portions 312, 321 on the window opening 11 side of the window upper cross member 31 and the window lower cross member 32 are joined to the inner side of the outer plates 2, 2B, 2C along the upper end portion 41 and the lower end portion 42 of the shear plate 4, so that the wind-up portion 2F of the outer plate 2 and the flange portions 312, 321 can be joined continuously along the fore-and-aft direction of the vehicle body from the inside of the vehicle in a state where two outer plates are overlapped by laser welding or the like. Therefore, each welding and other joining work can be easily performed. In addition, in the gathering portion 2F of the outer plate 2, the joints Y1 to Y11, such as welding, can be formed in different positions, so that the change in stress at the joints Y1 to Y11 in the gathering portion 2F of the outer plate 2 can be mitigated, and the strength of the gathering portion 2F of the outer plate 2 can be improved.

Therefore, according to this embodiment, it is possible to provide railway cars 10, 10B, and 10C that can easily improve the strength of the outer plates 2, 2B, and 2C at the joint portion 2F while avoiding an increase in the number of parts and an increase in the welding man-hours.

In addition, according to this embodiment, the outer plate 2 is divided in the vertical direction of the car body, and each is formed with the same plate thickness, and the joint 6 of the divided outer plate 2 (21, 22) is formed at the position of the flange portion 322 on the opposite side of the window opening of the window lower cross member 32. Therefore, the upper and lower divided outer plates 2 (21, 22) can be easily joined to the flange portion 322 on the opposite side of the window opening of the window lower cross member 32 by laser welding or the like near the joint 6. Therefore, the stress from the window corner MS side of the window opening 11, where stress due to the weight of the car body 1 and the load of passengers is likely to concentrate on the joints Y1, Y2 near the joint 6 of the outer plate 2 (21, 22), can be blocked or reduced by the flange portion 321 on the window opening 11 side of the window lower cross member 32 and the hat-shaped convex portion 323. Therefore, the strength of the blow-in portion 2F of the outer plate 2 (21, 22) can be improved more simply and effectively.

In addition, according to this embodiment, the outer plate 2B is divided in the vertical direction of the car body, and each is formed with the same plate thickness, and the joint 6B of the divided outer plate 2B (21B, 22B) is formed at the position of the shear plate 4, so that the upper and lower divided outer plates 2B (21B, 22B) can be easily joined to the shear plate 4 near the joint 6B by laser welding or the like. Therefore, the stress from the window corner MS side of the window opening 11, where stress due to the weight of the car body 1 and the weight of passengers is likely to concentrate on the joints Y6, Y7 near the joint 6B of the outer plate 2B (21B, 22B), can be blocked or reduced by the flanges 312, 321 on the window opening 11 side of the window upper cross member 31 and the window lower cross member 32 and the shear plate 4. Therefore, the strength of the wind-over portion 2F of the outer plate 2B (21B, 22B) can be improved more simply and effectively.

In addition, according to this embodiment, the upper cross member 33 and the lower cross member 34, which extend along the longitudinal direction of the car body, are joined to the inner side of the upper end 41 and the lower end 42 of the shear plate 4, and the joint 6B of the outer plate 2B (21B, 22B) is located at the intermediate portion 43 between the upper cross member 33 and the lower cross member 34. Therefore, the upper cross member 33 and the lower cross member 34 can more effectively block or reduce the stress from the window corner MS side of the window opening 11, where stress due to the weight of the car body 1 and the weight of passengers is likely to concentrate, at the joints Y6 and Y7 near the joint 6B of the outer plate 2B (21B, 22B) joined to the shear plate 4 along the longitudinal direction of the car body. Therefore, the strength of the wind-over portion 2F of the outer plate 2B (21B, 22B) can be further improved.

In addition, according to this embodiment, the outer plate 2C is divided in the vertical direction of the car body, and each is formed with the same plate thickness, and the joint 6C of the divided outer plate 2C (21C, 22C) is formed at the position of the flange portion 321 on the window opening side of the window lower cross frame member 32. Therefore, the upper and lower divided outer plates 2C (21C, 22C) can be easily joined to the flange portion 321 on the window opening side of the window lower cross frame member 32 near the joint 6C by laser welding or the like. Therefore, the stress from the window corner MS side of the window opening 11, where stress due to the weight of the car body 1 and the weight of passengers is likely to concentrate on the joints Y3 and Y4 near the joint 6C of the outer plate 2C (21C, 22C), can be blocked or reduced by the flange portion 321 on the window opening side of the window lower cross frame member 32. Therefore, the strength of the wind-over portion 2F of the outer plate 2C (21C, 22C) can be improved more simply and effectively.

In addition, according to this embodiment, the flanges 312, 321 on the window opening 11 side of the upper window cross member 31 and the lower window cross member 32 have receiving portions 312Z, 321Z for the window frame 7 to be attached to the window opening 11 formed in the straight area TR of the upper edge 111 and the lower edge 112 of the window opening 11, so that the receiving portions 312Z, 321Z for the window frame 7 can be easily bent with a bender device that bends the hat-shaped protrusions 313, 323 of the upper window cross member 31 and the lower window cross member 32. In other words, the hat-shaped protrusions 313, 323 of the upper window cross member 31 and the lower window cross member 32 can be bent with a bender device that bends a steel plate in a straight line, but the receiving portions 312Z, 321Z for the window frame 7 are formed in the straight area TR of the upper edge 111 and the lower edge 112 of the window opening 11, so that they can be easily bent with the same bender device. This eliminates the effort and expense of creating a dedicated bending die.

In addition, according to this embodiment, the length Q1 in the vertical direction of the vehicle body of the flange portions 312, 321 at the locations where the receiving portions 312Z, 321Z are formed is shorter than the length Q2 in the vertical direction of the vehicle body of the hat-shaped protrusions 313, 323 of the upper window cross member 31 and the lower window cross member 32, so that the rigidity of the receiving portions 312Z, 321Z with respect to the window frame 7 can be complemented by the rigidity of the hat-shaped protrusions 313, 323, which are closer in distance. Therefore, the receiving portions 312Z, 321Z for the window frame 7 can be easily formed and the rigidity can be increased more effectively.

The present invention can be used as a railway vehicle in which the stiffness of the wind-over section of the outer panel of a side structure having a window opening is increased through a shear plate joined to the inner surface of the wind-over section and a flange portion of the cross frame member on the window opening side.

REFERENCE SIGNS LIST 1 Car body 2, 2B, 2C Outer plate 2F Spread portion 3 Frame member, cross frame member, vertical frame member 4 Shear plate 5, 51, 52 Joint 6, 6B, 6C Joint 10, 10B, 10C Railway vehicle 11 Window opening 12 Entrance/exit opening 21, 21B, 21C Outer plate 22, 22B, 22C Outer plate 31 Window upper cross frame member 32 Window lower cross frame member 33 Upper cross frame member 34 Lower cross frame member 41 Upper end portion 42 Lower end portion 43 Middle portion 111 Upper edge 112 Lower edge 311, 312, 321, 322 Flange portion 312Z, 321Z Receiving portion 313, 323 Hat-shaped protrusion GK Side structure MS, MS1, MS2, MS3, MS4 Window corner TR Linear region

Claims (7)

A railway vehicle having a side structure in which a window opening is formed in an outer plate, and rib members are joined vertically and horizontally in a vertical direction and a longitudinal direction of the car body to an inner surface side of the outer plate,
a shear plate is joined to a gathering portion on a side of the window opening on the vehicle inner surface side of the outer plate, and the shear plate is formed such that an upper end portion and a lower end portion of the shear plate are disposed at positions spaced from upper and lower window corners of the window opening toward the center of the window opening in the vertical direction of the vehicle body;
a window upper cross frame member located above the gathering portion and extending along the front-rear direction of the car body, and a window lower cross frame member located below the gathering portion and extending along the front-rear direction of the car body, each have a hat-shaped cross section having two flange portions joined to an inner surface of the outer plate,
a flange portion on the window opening side of the window upper cross member and the window lower cross member extends to the upper end and lower end of the shear plate, respectively, and is joined to the inner surface of the outer plate along the upper end and lower end of the shear plate. 2. The railway vehicle according to claim 1,
The outer plate is divided in the vertical direction of the vehicle body, and each plate is formed to have the same plate thickness.
A railway vehicle, characterized in that the joints of the divided outer panels are formed at the position of the flange portion of the window-under cross member on the side opposite the window opening. 2. The railway vehicle according to claim 1,
The outer plate is divided in the vertical direction of the vehicle body, and each plate is formed with the same plate thickness,
A railway vehicle, wherein a joint between the divided outer plates is formed at the position of the shear plate. 4. The railway vehicle according to claim 3,
An upper cross member and a lower cross member extending along the front-rear direction of the vehicle body are joined to the vehicle inner side of the upper end and the lower end of the shear plate,
A railway vehicle, characterized in that the joint of the outer panel is located in the middle between the upper cross member and the lower cross member. 2. The railway vehicle according to claim 1,
The outer plate is divided in the vertical direction of the vehicle body, and each plate is formed with the same plate thickness.
A railway vehicle, characterized in that the joints of the divided outer panels are formed at the positions of the flange portions of the window opening sides of the window under cross members. A railway vehicle according to any one of claims 1 to 5,
A railway vehicle characterized in that the flange portions on the window opening side of the window upper cross member and the window lower cross member have receiving portions for a window frame to be attached to the window opening formed in straight areas at the upper and lower edges of the window opening. 7. The railway vehicle according to claim 6,
A railway vehicle characterized in that the length of the flange portion in the vertical direction of the car body at the point where the receiving portion is formed is shorter than the length of the hat-shaped protrusions of the window upper cross member and the window lower cross member in the vertical direction of the car body.

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