JP5567359B2 - Railway vehicle structure and manufacturing method thereof - Google Patents

Description

  The present invention relates to a railway vehicle structure comprising a metal outer plate whose surface forms the exterior surface of a railway vehicle, and a metal reinforcing member joined to the back surface of the outer plate to reinforce the outer plate, and its manufacture. Regarding the method.

  2. Description of the Related Art A rail vehicle structure is widely known that includes a metal outer plate whose surface forms the exterior surface of a rail vehicle and a metal reinforcing member that is joined to the back surface of the outer plate and reinforces the outer plate. As such a railway vehicle structure, a structure composed of an outer plate, a framework, and an outer plate reinforcing member, a structure composed of an outer plate and an integral press-molded inner plate, a so-called double skin type structure, and the like are known.

  As an example of such a railway vehicle structure, a technique described in Patent Document 1 below is disclosed. The technology described in the following Patent Document 1 is based on (1) the problem of strength reduction against overall buckling and local buckling, (2) permanent deformation (tensile side) in the stress concentration part, or It solves the problem of local buckling (compression side), (3) the problem of water tightness, (4) the problem of aesthetics of the outer plate, and (5) the problem of the complexity of the internal framework.

  In the present specification, the railway vehicle structure constitutes the body of the railway vehicle, and mainly the side structure constituting the side surface of the railway vehicle body, and the roof mainly constituting the roof of the railway vehicle body. The structure is described as including a body structure and a wife structure that mainly constitutes an end face of the railway vehicle body. The side structure, the roof structure, and the wife structure have one or more outer plates, and reinforcing members are appropriately attached to the outer plates.

  In the railway vehicle structure before the railway vehicle structure described in Patent Document 1, resistance spot welding is frequently used for joining the outer plate and the outer plate reinforcing member from the viewpoint of reducing thermal distortion. In order to avoid this diversion, the hitting pitch is normally set to about 50 to 80 mm.

  The side outer panel (which includes the outer panel and the reinforcing member) is mainly subjected to an in-plane shearing action due to the vehicle body weight and the vertical load applied by the passenger. Further, due to the longitudinal force between the vehicles (vehicle end compression load), the side outer plate panel is also subjected to in-plane axial compression and in-plane bending action by the load through the coupler. In strength design, the first failure mode to be noted is the buckling of the side skin panel, and the outline of the structure is determined based on this.

  For example, in a portion where the side skin panel is subjected to a compression action in a wide range (for example, the lower part of the vehicle body center waist plate at the time of a vehicle end compression load), a reinforcing member having a required out-of-plane rigidity is joined to the inside of the skin. ing. In general, a side structure of a railway vehicle is more greatly subjected to a compressing action in the longitudinal direction of the vehicle body. Therefore, it is common to provide a reinforcing member inside the outer plate along the longitudinal direction of the vehicle body. Further, in a region where the side skin panel is mainly subjected to shear in a wide range (for example, a door pocket portion directly above the carriage during vertical load), it is ideal to join the reinforcing member to the skin at an angle of 45 degrees with respect to the rail direction. However, since it is complicated in manufacturing to join with such an angle, the reinforcing members are actually arranged in the horizontal direction (rail direction) or the vertical direction.

  However, such a railway vehicle structure has the five problems described above. Subsequently, these five problems will be described in detail.

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

  That is, the out-of-plane bending rigidity is lower than the theoretical value, and there is a possibility of causing overall buckling at a load lower than expected. In addition, the outer plate may buckle between spot welding points due to compression in a direction parallel to the reinforcing member, and the local buckling is inferior to the theoretical buckling strength. In addition, initial distortion occurs in the outer plate due to distortion around the spot due to pressure contact, and this also greatly reduces the local buckling strength.

  The second problem is a problem of permanent deformation (tensile side) or local buckling (compression side) in the stress concentration part. In the side skin panel, stress concentration occurs at the corner of the opening of the side skin panel. In particular, side structures for commuter cars have many openings such as windows and doorways, and the concentration of stress at these corners is a problem.

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

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

  The third problem is a water tightness problem. Since resistance spot welding, which is frequently used in the assembly of a railway vehicle structure, can constitute only a lap joint, the joints between the outer plates or between the outer plate and an edge member (window frame, door mask, etc.) are also lap joints.

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

  The fourth problem is an aesthetic problem of the outer plate (side outer plate, wife outer plate). Resistance spot welding, which is frequently used in the assembly of a railway vehicle structure, is pressed in a spot shape at the time of construction, so that distortion occurs around the periphery due to the pressing force and heat input. Moreover, since a concave indentation also arises in the hit point portion, these impair the aesthetic appearance of the outer plate. In particular, deteriorating the aesthetics of the side skin and wife skin reduces the product value.

  The “burn” of the outer plate due to spot welding can be eliminated by electrolytic treatment, but the indentation is relatively deep and is difficult to be made invisible by polishing after joining. Moreover, although it can also cover with a color band (film), even if it covers, an impression may become more conspicuous depending on the viewing angle.

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

  Most of these mounting brackets and screw seats are individually designed for each vehicle, and the mounting location on the structure varies depending on the vehicle type and location. Therefore, the number of parts such as a screw seat, an internal frame, and a mounting bracket is increased, and a great number of man-hours are required for manufacturing parts and welding. Moreover, since the mounting position is not standardized, the size management of mounting is also complicated.

  The railway vehicle structure described in Patent Document 1 below solves these problems, and uses laser welding instead of resistance spot welding for joining the outer plate and the reinforcing member. More specifically, it has an outer plate of the side structure and a reinforcing member that is joined to the inner side of the outer plate and stiffens the outer plate, and a part or all of this reinforcing member is arranged in the longitudinal direction of the vehicle body, There has been proposed a railway vehicle structure in which a reinforcing member is joined to an outer plate by laser welding which is substantially continuous.

JP 2006-27366 A

  Compared to previous railway vehicle structures, the above-mentioned conventional techniques are, as a matter of fact, (1) the problem of lowering strength against overall buckling and local buckling, and (2) permanent deformation (tensile side) or local seating in the stress concentration part. It solves the problem of bending (compression side), (3) the problem of water tightness, (4) the problem of aesthetics of the outer plate, and (5) the problem of the complexity of the internal framework. It can also be said that this technology.

  However, various new problems occur in actually constructing a railway vehicle structure. In a railway vehicle structure, a so-called hat material as described in Patent Document 1 is often used as a reinforcing member attached inside to reinforce an outer plate.

  The hat material has a flange portion that comes into contact with the outer plate and a channel portion that is connected to the flange portion and formed so as to be separated from the outer plate. More specifically, the cross-section has a hooked hat shape, and the cross-section has a C-shaped channel portion and flange portions extending outward from both ends of the C-shaped channel portion.

  In order to attach a reinforcing member made of a hat material to the outer plate, in the conventional technology, the hat material is positioned with respect to the back surface of the outer plate, and the flange portion of the hat material and the outer plate are joined by laser welding. Become. However, as described above, the hat material has a hat-shaped cross section, and has a C-shaped channel section and a flange section extending outward from both ends of the C-shaped channel section. Is. On the other hand, a laser head that irradiates a laser beam for laser welding tends to be relatively large, but it is difficult to increase the focal length of the laser beam. Interference with the part is likely to occur.

  In order to avoid such interference between the laser head and the channel portion of the hat material, the height of the channel portion of the hat material is limited or the amount of protrusion of the flange portion of the hat material from the channel portion is increased. An area for the laser head to enter must be secured. Thus, it is not preferable from the viewpoint of securing the strength and reducing the weight of the railway vehicle structure that the dimensions of the hat material are restricted only to bring the laser head closer to the welded portion.

  Further, the hat material has a problem that when the outer plate is curved, it is difficult to follow the inner side of the outer plate and a gap is left between the outer plate and the hat material. If there is a gap between the outer plate and the hat material in this way, there may be a case where laser welding with a short distance in the front-rear direction (focus depth in welding) that is focused for welding joining cannot be reliably welded. . Since laser welding is used in this way, the hat material is limited in terms of dimensions, and it is required to solve both problems at the same time, which may cause difficulty in joining when the outer plate is curved. .

  The present invention has been made in view of such problems, and its purpose is to provide a metal outer plate whose surface forms the exterior surface of a railway vehicle, and the outer plate bonded to the back surface of the outer plate. It is a railway vehicle structure including a reinforcing member made of metal to be reinforced, and it is easy to weld and join the outer plate while ensuring the freedom of design of the reinforcing member, and the outer plate is curved Even if it is a case, it is providing the railcar structure which can attach a reinforcement member to the appropriate position of an outer plate reliably, and can suppress the influence by the welding joining with respect to the outer plate surface. It is also an object of the present invention to provide a manufacturing method for manufacturing such a railway vehicle structure.

In order to solve the above-mentioned problems, a railway vehicle structure according to the present invention includes a metal outer plate whose surface forms an exterior surface of a railway vehicle, and a metal member that is bonded to the back surface of the outer plate and reinforces the outer plate. The reinforcing member includes a first reinforcing component that contacts the outer plate and a direction that intersects the outer plate while contacting the first reinforcing component. A second reinforcing component that is in contact with the back surface of the outer plate and welded to the outer plate, and the first reinforcing component is the outer plate. A sheet member that contacts the back surface of the sheet, and a plurality of piece members that contact the back surface opposite to the contact surface where the sheet member contacts the outer plate, and the plurality of piece members are at least The second reinforcing component is arranged to form one row and the pair of plate-like portions The plate-like portion is disposed so as to be positioned between the plurality of piece members, and the surface portion of the plate-like portion is in contact with the end portions of the plurality of piece members. The contact portion is welded and joined by arc welding .

  In the railway vehicle structure according to the present invention, the reinforcing member is composed of the first reinforcing component and the second reinforcing component. The first reinforcing component is abutted against the outer plate, and the second reinforcing component is extended in a direction intersecting with the outer plate while abutting the first reinforcing component. Accordingly, the first reinforcing component can be in a preferred form for contacting the outer plate, and the second reinforcing component can be in a suitable form for carrying the strength of the reinforcing member. As a result, the reinforcing strength by the reinforcing member can be increased. The contact property with the outer plate can be enhanced while sufficiently securing.

  The first reinforcing component is in contact with the back surface of the outer plate and is welded to the outer plate, and the first reinforcing component and the second reinforcing component are welded and joined by arc welding to provide a reinforcing member. Forming. Therefore, the first reinforcing component can be welded so that the surface of the outer plate has as few welding marks as possible or has a level that causes no problem in appearance.

  On the other hand, the reinforcing member is formed by welding the second reinforcing component to the first reinforcing component by arc welding. Therefore, even if there is a gap between the target workpieces called arc welding, it is possible to weld and join more reliably than laser welding, and compared with laser welding, which has many constraints such as interference between the laser head and the reinforcing member, By adopting a welding method that is compact and has a high degree of freedom in the welding position, it is possible to secure a degree of freedom in design of the reinforcing member and to deal with a case where there is a gap between the outer plate and the reinforcing member And both.

Since the second reinforcing component is welded and joined by arc welding to the first reinforcing component that is separately welded to the outer plate, the first reinforcing component is used as a buffer member to affect the outer plate surface by arc welding. Can be minimal. Further, even when the outer plate is curved, it is possible to join only the first reinforcing component along the outer plate. Furthermore, since the second reinforcing component is welded and joined by arc welding to the first reinforcing component joined to the outer plate in this way, even if the second reinforcing component itself does not follow the curvature of the outer plate, The strength of the entire reinforcing member can be maintained by reliably welding and joining the first reinforcing component. Therefore, it is easy to weld and join the outer plate while ensuring the degree of freedom in designing the reinforcing member, and even if the outer plate is curved, the reinforcing member is placed at an appropriate position on the outer plate. It is possible to provide a railway vehicle structure that can be reliably attached and that can suppress the influence of welding joining to the outer plate surface. Further, the plate-like portion is disposed so as to be positioned between the plurality of piece members, and the surface portion of the plate-like portion is brought into contact with the end portions of the plurality of piece members. It is possible to hold the plate-like portion in an appropriate position. Furthermore, since the surface portion of the plate-like portion and the plurality of piece members are welded and joined together by arc welding while maintaining such a state, the second reinforcing component itself is not required to follow the curvature of the outer plate. The strength of the entire reinforcing member can be maintained by reliably welding and joining the top member. Furthermore, since the first reinforcing component is configured to have a plurality of piece members, and the plurality of piece members are arranged in at least one row, the second reinforcing component is welded by arc welding. In this case, the top members can be arranged only in the necessary portions, and both strength securing and weight reduction of the railway vehicle structure can be achieved.

  Moreover, in the railway vehicle structure according to the present invention, the second reinforcing component has a C-shaped cross section, and has a pair of the plate-like portions and a bridging portion that connects the pair of plate-like portions. Is also preferable.

  In this preferred embodiment, the second reinforcing component is configured as a C-shaped section having a pair of plate-like portions and a bridging portion connecting the pair of plate-like portions. It can be welded to the reinforcing part by arc welding. Accordingly, after the first reinforcing component and the second reinforcing component are welded together by arc welding, the first reinforcing component corresponds to the flange portion of the hat material, and the second reinforcing component corresponds to the channel portion of the hat material. It can be constituted as follows. Therefore, it is easy to weld and join the outer plate while ensuring the freedom of design of the reinforcing member, and even if the outer plate is curved, the reinforcing member is placed at an appropriate position on the outer plate. It is possible to provide a reinforcing member equivalent to the hat material while providing a member that can be reliably attached and that can suppress the influence of welding joining to the outer plate surface.

  In the railcar structure according to the present invention, at least a part of the first reinforcing component is provided in a pair so as to correspond to each of the pair of plate-like portions and to be disposed outside the bridging portion. It is also preferable.

  In this preferred embodiment, at least a part of the first reinforcing component is arranged so as to correspond to each of the pair of plate-like portions and arranged outside the bridging portion. Reinforcing parts can be arranged close to each other, and a working space for welding can be secured. Therefore, the first reinforcing component and the second reinforcing component can be more securely welded together by arc welding.

  In the railcar structure according to the present invention, the first reinforcing component is in contact with a seat member that contacts the back surface of the outer plate and a rear surface opposite to the contact surface that the sheet member contacts the outer plate. The sheet member and the piece member are welded and joined together so that a welding mark resulting from welding joining is formed on both sides, and the sheet member and the outer plate, It is also preferable that welding is joined at a portion other than the portion where the welding mark is formed.

  In this preferred embodiment, the sheet member and the piece member constituting the first reinforcing component are joined to each other by welding joint, and a welding mark resulting from the welding joint is formed. In this way, welding marks (the holding marks generated as a result of holding the sheet member and the piece member sandwiched between the sheet member and the piece member, and the melting when welding the sheet member and the piece member are welded to both the sheet member and the piece member. Therefore, it is possible to perform welding that is securely held so as to sandwich the sheet member and the piece member, and the sheet member and the piece member can be reliably joined by welding. Therefore, it can be set as the 1st reinforcement component which integrated reliably the sheet | seat member for bear | contacting the contact | abutting property of the top member for bearing the joint strength with a 2nd reinforcement component, and an outer plate | board.

  Further, the sheet member and the outer plate of the first reinforcing component formed in this way are welded and joined except at a portion where a welding mark obtained by joining the sheet member and the piece member is formed. Independent of the joining of the sheet member and the top member, the surface and the surface of the outer plate will not be welded as much as possible by the appropriate part and method for joining the sheet member to the outer plate. It can be welded so that there is no problem level.

  In the railcar structure according to the present invention, it is also preferable that the top members are arranged in a plurality of rows with respect to one seat member.

  In this preferred embodiment, since the piece members are arranged in a plurality of rows with respect to one sheet member, it is possible to collectively weld and join a plurality of pieces arranged in a row to one sheet member. In addition, when the second reinforcing component includes a plurality of plate-like portions or when a plurality of second reinforcing components are attached, a more efficient work can be performed.

  In the railcar structure according to the present invention, it is also preferable that the first reinforcing component has a plurality of the top members, and the plurality of the top members are arranged so as to form at least one row. .

  In this preferable aspect, since the first reinforcing component is configured to have a plurality of piece members, and the plurality of piece members are arranged in at least one row, the second reinforcing component is formed by arc welding. A top member can be arranged only in a portion necessary for welding and joining, and both strength securing and weight reduction of the railway vehicle structure can be achieved.

  In the railcar structure according to the present invention, it is also preferable that the top member is configured so that the thickness in the direction orthogonal to the outer plate is thicker than that of the seat member.

  In this preferred embodiment, the thickness of the top member is configured to be thicker than that of the sheet member, so that the thickness of the top member can be sufficiently secured, and the influence on the outer plate surface due to arc welding is reliably eliminated. can do.

In order to solve the above-described problems, a manufacturing method of a railway vehicle structure according to the present invention includes a metal outer plate whose surface forms an exterior surface of a railway vehicle, and a reinforcing member that is bonded to the back surface of the outer plate. A rail vehicle structure manufacturing method comprising a metal reinforcing member that performs the preparation step of preparing the outer plate, and a first reinforcing component and a second reinforcing component that constitute the reinforcing member, A first reinforcing step in which a reinforcing component is brought into contact with the back surface of the outer plate and welded to the outer plate, and a direction intersecting the outer plate while the second reinforcing component is in contact with the first reinforcing component A second reinforcing step of welding and joining to the first reinforcing component by arc welding , wherein the first reinforcing component includes a sheet member that contacts the back surface of the outer plate, and the sheet member It touches the back surface opposite to the contact surface that contacts the outer plate. A plurality of top members, and in the first reinforcing step, the plurality of top members are arranged in a plurality of rows with respect to the one sheet member, The second reinforcing component is welded and has a C-shaped cross section having a pair of plate-like portions, and the plate-like portions are positioned between the plurality of top members in the second reinforcing step. The surface portions of the plate-like portions are in contact with the end portions of the plurality of top members, and the contact portions are welded together by arc welding.

  In the method for manufacturing a railway vehicle structure according to the present invention, the reinforcing member is composed of the first reinforcing component and the second reinforcing component. The first reinforcing component is brought into contact with the outer plate, and the second reinforcing component is extended in a direction intersecting with the outer plate while being brought into contact with the first reinforcing component. Accordingly, the first reinforcing component can be in a preferred form for contacting the outer plate, and the second reinforcing component can be in a suitable form for carrying the strength of the reinforcing member. As a result, the reinforcing strength by the reinforcing member can be increased. The contact property with the outer plate can be enhanced while sufficiently securing.

  In the first reinforcement step, the first reinforcement component is brought into contact with the back surface of the outer plate and welded to the outer plate. In the second reinforcement step, the first reinforcement component and the second reinforcement component are arc welded. The reinforcement member is formed by welding and joining. Therefore, in the first reinforcing step, the first reinforcing component is welded and joined so that the welding mark is not generated on the surface of the outer plate as much as possible, or even if it appears, it has a level with no problem in appearance.

  On the other hand, the reinforcing member is formed by welding the second reinforcing component to the first reinforcing component by arc welding in the second reinforcing step. Therefore, in the second reinforcing step, even if there is a gap between the target workpieces called arc welding, it is possible to perform welding joining more reliably than laser welding, and there are constraints such as interference between the laser head and the reinforcing member. Compared to many laser weldings, the use of a welding method that is compact and has a high degree of freedom in the welding position ensures a design freedom of the reinforcing member and a gap between the outer plate and the reinforcing member. It is possible to achieve both compatibility with vacant cases.

In the second reinforcing step, the second reinforcing component is welded and joined by arc welding to the first reinforcing component that is separately welded to the outer plate. Therefore, the outer plate is formed by arc welding using the first reinforcing component as a buffer member. The influence on the surface can be minimized. Further, even when the outer plate is curved, it is possible to join only the first reinforcing component along the outer plate. Further, since the second reinforcing component is welded and joined by arc welding to the first reinforcing component joined to the outer plate in this way, the second reinforcing component itself does not have to follow the curvature of the outer plate. The strength of the entire reinforcing member can be maintained by reliably welding and joining the first reinforcing component. Therefore, it is easy to weld and join the outer plate while ensuring the degree of freedom in designing the reinforcing member, and even if the outer plate is curved, the reinforcing member is placed at an appropriate position on the outer plate. It is possible to provide a method of manufacturing a railway vehicle structure that can be reliably attached and that can suppress the influence of welding joining to the outer plate surface. Further, the plate-like portion is disposed so as to be positioned between the plurality of piece members, and the surface portion of the plate-like portion is brought into contact with the end portions of the plurality of piece members. It is possible to hold the plate-like portion in an appropriate position. Furthermore, since the surface portion of the plate-like portion and the plurality of piece members are welded and joined together by arc welding while maintaining such a state, the second reinforcing component itself is not required to follow the curvature of the outer plate. The strength of the entire reinforcing member can be maintained by reliably welding and joining the top member. Furthermore, since the first reinforcing component is configured to have a plurality of piece members and the plurality of piece members are arranged in at least one row in the first reinforcing step, the second reinforcing component is arc welded. It is possible to dispose the top members only in the portions necessary for welding and joining, and it is possible to achieve both strength securing and weight reduction of the railway vehicle structure.

In the method for manufacturing a railway vehicle structure according to the present invention, the second reinforcing component has a C-shaped cross section, the pair of plate portions and a bridging portion connecting the pair of plate portions. the has, at the first reinforcing step, the pre-Symbol first reinforcing component is brought into contact to the rear surface of the outer plate, and welding the front Symbol first reinforcing component on the outer plate, said second reinforcing in step, it is brought into contact with said pair of plate-like portions of the second reinforcing part respectively before Symbol first reinforcing part, arranged such that the bridge portion is spaced apart from the outer plate, the pair of plate by an arc welding it is also preferable to welding before Symbol first reinforcing part and Jo portion.

  In this preferred embodiment, the second reinforcing component is configured as a C-shaped section having a pair of plate-like portions and a bridging portion connecting the pair of plate-like portions. The shaped portion can be welded to the first reinforcing component by arc welding. Accordingly, after the first reinforcing component and the second reinforcing component are welded together by arc welding, the first reinforcing component corresponds to the flange portion of the hat material, and the second reinforcing component corresponds to the channel portion of the hat material. It can be constituted as follows. Therefore, it is easy to weld and join the outer plate while ensuring the freedom of design of the reinforcing member, and even if the outer plate is curved, the reinforcing member is placed at an appropriate position on the outer plate. It is possible to provide a reinforcing member equivalent to the hat material while providing a member that can be reliably attached and that can suppress the influence of welding joining to the outer plate surface.

  In the method for manufacturing a railway vehicle structure according to the present invention, in the first reinforcing step, at least a part of the first reinforcing component is made to correspond to each of the pair of plate-like portions, and each outside of the bridging portion. It is also preferable to arrange them.

  In this preferred embodiment, in the first reinforcing step, at least a part of the first reinforcing component is arranged so as to correspond to each of the pair of plate-like portions and arranged outside the bridging portion. On the other hand, the first reinforcing component can be arranged close to each other, and a work space for welding joining in the second reinforcing step can be secured. Therefore, the first reinforcing component and the second reinforcing component can be more securely welded together by arc welding.

  In the method of manufacturing a railway vehicle structure according to the present invention, the first reinforcing component may include a seat member that contacts the back surface of the outer plate, and a contact surface that is opposite to the contact surface that the sheet member contacts the outer plate. While the first reinforcing step, the sheet member and the piece member are welded and joined so that a welding mark resulting from welding joining is formed on both sides. It is also preferable that the sheet member and the outer plate are welded and joined at a portion other than the portion where the welding mark is formed.

  In this preferable aspect, the sheet member and the piece member constituting the first reinforcing component are joined to each other by welding joint in the first reinforcing step, and a welding mark resulting from the welding joint is formed. In this way, welding marks (the holding marks generated as a result of holding the sheet member and the piece member sandwiched between the sheet member and the piece member, and the melting when welding the sheet member and the piece member are welded to both the sheet member and the piece member. Therefore, it is possible to perform welding that is securely held so as to sandwich the sheet member and the piece member, and the sheet member and the piece member can be reliably joined by welding. Therefore, it can be set as the 1st reinforcement component which integrated reliably the sheet | seat member for bear | contacting the contact | abutting property of the top member for bearing the joint strength with a 2nd reinforcement component, and an outer plate | board.

  Further, the sheet member and the outer plate of the first reinforcing component formed in this way are welded and joined except at a portion where a welding mark obtained by joining the sheet member and the piece member is formed. Independent of the joining of the sheet member and the top member, the surface and the surface of the outer plate will not be welded as much as possible by the appropriate part and method for joining the sheet member to the outer plate. It can be welded so that there is no problem level.

  In the method for manufacturing a railway vehicle structure according to the present invention, in the first reinforcing step, the piece members are arranged in a plurality of rows with respect to one sheet member, and are welded to the sheet member. Bonding is also preferable.

  In this preferred embodiment, since the top members are arranged in a plurality of rows with respect to one sheet member in the first reinforcing step, the plurality of row-shaped pieces of top members are combined into one sheet member. It can be welded, and more efficient work is possible when the second reinforcing component includes a plurality of plate-like portions or when a plurality of second reinforcing components are attached.

  In the method for manufacturing a railway vehicle structure according to the present invention, the first reinforcing component has a plurality of top members, and in the first reinforcing step, the plurality of top members have at least one row. It is also preferable to arrange them so as to be welded to the sheet member.

  In this preferred embodiment, the first reinforcing component is configured to have a plurality of top members, and the plurality of top members are arranged in at least one row in the first reinforcing step. It is possible to arrange the top members only in the portions necessary when welding and joining the steel by arc welding, and it is possible to achieve both strength securing and weight reduction of the railway vehicle structure.

  In the method for manufacturing a railway vehicle structure according to the present invention, the top member is configured such that a thickness in a direction orthogonal to the outer plate is larger than that of the seat member. In the second reinforcing step, It is also preferable that the surface portion of the plate-like portion is brought into contact with the end portion of the piece member, and the contact portion is welded and joined by arc welding.

  In this preferred embodiment, the thickness of the piece member is configured to be thicker than that of the sheet member, and in the second reinforcing step, the surface portion of the plate-like portion is brought into contact with the end portion of the piece member, and the contact portion is arc-welded. Therefore, it is possible to reliably eliminate the influence of the arc welding on the outer plate surface by using the top member having a sufficient thickness.

  According to the present invention, an appropriate position of the outer plate can be obtained even when the outer plate is easily welded to the outer plate while ensuring the degree of freedom in designing the reinforcing member. It is possible to provide a railway vehicle structure capable of securely attaching the reinforcing member to the vehicle.

1 is a perspective view showing a railway vehicle structure according to an embodiment of the present invention. It is a flowchart which shows the manufacturing method of the railway vehicle structure which concerns on embodiment of this invention. It is a top view which shows the outer plate formed in the outer plate formation process of FIG. It is a perspective view which shows the reinforcement member prepared in the preparatory process of FIG. It is a perspective view which shows the 1st reinforcement component formed in the 1st reinforcement process of FIG. It is a perspective view which shows the state which attached the 1st reinforcement component formed in the 1st reinforcement process of FIG. 2 to the outer plate | board. It is a perspective view which shows the state which attached the 2nd reinforcement component to the 1st reinforcement component in the 2nd reinforcement process of FIG. It is A arrow directional view of FIG. It is a figure which shows the modification of FIG. It is a top view which shows the state which attached the reinforcement member to the outer plate shown in FIG. 3 by the 1st reinforcement process and the 2nd reinforcement process. It is a top view which shows the state of the 1st reinforcement process at the time of attaching a vertical bone with respect to the outer plate and reinforcement member shown in FIG. It is a top view which shows the state of the 2nd reinforcement process at the time of attaching a vertical bone with respect to the outer plate | board and reinforcing member shown in FIG.

  Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. In order to facilitate the understanding of the description, the same constituent elements in the drawings will be denoted by the same reference numerals as much as possible, and redundant description will be omitted.

  FIG. 1 is a perspective view showing a railway vehicle structure according to the present embodiment. As shown in FIG. 1, the railway vehicle structure BD is configured by joining a floor structure FB, a roof structure CB, a side structure SB, and a wife structure EB. The floor structure FB is a part that constitutes a floor portion of the railway vehicle structure BD. The roof structure CB is a part that constitutes the roof portion of the railway vehicle structure BD. The side structures SB are parts that constitute the side portions of the railway vehicle structure BD, and a pair of side structures SB are provided symmetrically. The wife structure EB is a portion that constitutes an end portion of the railway vehicle structure BD, and is provided in a pair at a front end portion and a rear end portion.

  The side structure SB includes a door unit DU, a door upper panel DUP, a side structure block SBa, a side structure block SBb, a window unit WUa, and a window unit WUb. The door unit DU is a unit that forms the entrance / exit of the railway vehicle structure BD, and four door units DU are provided on one side (in one side structure SB). The door upper panel DUP is a portion that is located above the upper edge of the door unit DU and is joined to the roof structure CB.

  The side structure block SBa is a portion arranged between the wife structure EB and the door unit DU, and two side structure blocks SBa are provided on one side (in one side structure SB). The side structure block SBa includes a curtain panel UPa, a blowing panel MPa, a blowing panel MPb, and a waist panel LPa. The window unit WUa is a unit that forms a window arranged in the side structure block SBa.

  The curtain panel UPa is a panel that is located above the upper edge of the window unit WUa and is joined to the roof structure CB. The blowing panel MPa is a panel arranged between the wife structure EB and the window unit WUa. The blowing panel MPb is a panel disposed between the door unit DU and the window unit WUa. The waist panel LPa is a panel positioned below the lower edge of the window unit WUa and joined to the floor structure FB. Accordingly, the window unit WUa is surrounded by the curtain panel UPa, the blowing panel MPa, the blowing panel MPb, and the waist panel LPa.

  The side structure block SBb is a portion disposed between the door unit DU and the door unit DU, and three side structure blocks SBb are provided on one side (in one side structure SB). The side structure block SBb includes a curtain panel UPb, blowing panels MPc and MPc, and a waist panel LPb. The window unit WUb is a unit that forms a window arranged in the side structure block SBb.

  The curtain panel UPb is a panel that is positioned above the upper edge of the window unit WUb and is joined to the roof structure CB. The blowing panel MPc is a panel disposed between the door unit DU and the window unit WUb. The waist panel LPb is a panel positioned below the lower edge of the window unit WUb and joined to the floor structure FB. Accordingly, the window unit WUb is surrounded by the curtain panel UPb, the blowing panels MPc and MPc, and the waist panel LPb.

  Next, the side structure block SBa constituting the railway vehicle structure BD will be described. In the description of the side structure block SBa, its manufacturing method will also be described. FIG. 2 is a flowchart showing a method for manufacturing the side structure block SBa and the railway vehicle structure BD. As shown in FIG. 2, the manufacturing method of the side structure block SBa and the railway vehicle structure BD includes a preparation process S01, an outer plate formation process S02, a first reinforcement process S03, a second reinforcement process S04, and a structure formation process. S05.

  In the preparation step S01, members for configuring the floor structure FB, the roof structure CB, the side structure SB, and the wife structure EB are prepared. Taking the side structure SB as an example, members for configuring the door unit DU, the door upper panel DUP, the side structure block SBa, the side structure block SBb, the window unit WUa, and the window unit WUb are prepared. . The members constituting the side structure block SBb are substantially the same as the members constituting the side structure block SBb, although the shapes thereof are slightly different, and the description thereof is omitted. Moreover, since the structure of the door unit DU, the door upper panel DUP, the window unit WUa, and the window unit WUb is a well-known structure, it abbreviate | omits also about those description.

  As described above, the side structure block SBa includes the curtain panel UPa, the blowing panel MPa, the blowing panel MPb, and the waist panel LPa. As members constituting the side structure block SBa, outer panels constituting the curtain panel UPa, the blowing panel MPa, the blowing panel MPb, and the waist panel LPa, and members constituting a reinforcing member provided on the back side of these outer plates prepare.

  In the outer plate forming step S02, outer plates constituting the curtain panel UPa, the blowing panel MPa, the blowing panel MPb, and the waist panel LPa are formed. FIG. 3 shows a plan view of the outer plate 8. As shown in FIG. 3, the outer plate 8 includes an outer plate member 10, an outer plate member 12, an outer plate member 14, and an outer plate member 16.

  The outer plate member 10 is a stainless plate member and corresponds to the curtain panel UPa. The outer plate member 12 is a plate-like member made of stainless steel and corresponds to the waist panel LPa. The outer plate member 14 is a plate-shaped member made of stainless steel and corresponds to the blowing panel MPa. The outer plate member 16 is a stainless plate member and corresponds to the blowing panel MPb.

  The outer plate member 10, the outer plate member 12, the outer plate member 14, and the outer plate member 16 are arranged at predetermined positions as shown in FIG. 3 and welded to each other to form the outer plate 8.

  Returning to FIG. 2, in the first reinforcing step S <b> 03 following the outer plate forming step S <b> 02, the first reinforcing component is brought into contact with the back surface of the outer plate 8 and the first reinforcing component is welded to the outer plate 8. In the second reinforcement step S04 following the first reinforcement step S03, the second reinforcement component is brought into contact with the first reinforcement component, and the second reinforcement component is welded to the first reinforcement component.

  In FIG. 4, the perspective view of the reinforcement member which consists of a 1st reinforcement component and a 2nd reinforcement component is shown. The reinforcing member 20 shown in FIG. 4 includes a sheet member 201 that constitutes a first reinforcing component, a top member 203 that constitutes a first reinforcing component, and a second reinforcing component 202. The second reinforcing component 202 is formed to be shorter than the sheet member 201 in the longitudinal direction.

  The sheet member 201 constituting the first reinforcing component is in contact with the outer plate 8, and includes a contact surface 201a that is in contact with the outer plate 8, and a back surface 201b opposite to the contact surface 201a. And have. The sheet member 201 is brought into contact with the outer plate 8 and welded to the outer plate 8 by laser welding. In the case of this embodiment, the sheet member 201 is a plate-shaped member made of stainless steel, and the thickness thereof is about 1 mm.

  The top member 203 constituting the first reinforcement component is in contact with the sheet member 201, and is in contact with the contact surface 203 a that is in contact with the back surface 201 b of the sheet member 201 and the second reinforcement component 202. And an end portion 203b. In the case of this embodiment, eight piece members 203 are prepared. The eight piece members 203 are arranged so that four pieces form one row. The eight piece members 203 are arranged in two rows. The top member 203 is a block member made of stainless steel and has a thickness of about 1 mm. The size of the contact surface 203a of the top member 203 is about 20 mm × 50 mm.

  The second reinforcing component 202 is in contact with the sheet member 201 on the back surface 201b opposite to the contact surface 201a with which the sheet member 201 is in contact with the outer plate 8. The 2nd reinforcement component 202 is arrange | positioned so that it may contact | abut all eight piece members 203 arrange | positioned so that it may comprise in 2 rows. The 2nd reinforcement component 202 is comprised so that it may have a C-shaped cross section, and has a pair of plate-shaped part 202b, 202b and the bridge | crosslinking part 202a which connects these pair of plate-shaped part 202b, 202b.

  The bridging portion 202a is also a plate-like portion, and the plate-like portions 202b and 202b extend in the same direction from a pair of opposing sides. End portions 202c and 202c of the plate-like portions 202b and 202b opposite to the ends connected to the bridging portion 202a are portions that contact the back surface 201b of the sheet member 201. A surface portion 202 d that is a surface extending from the bridging portion 202 a of the plate-like portions 202 b and 202 b is a portion that contacts the end portion 203 b of the top member 203.

  In the first reinforcing step S03 (see FIG. 2), the sheet member 201 and the piece member 203 are joined by welding. The joining state of the sheet member 201 and the piece member 203 is shown in FIG. As shown in FIG. 5, the four piece members 203 are distributed in two rows with four pieces arranged in one row, and are arranged at predetermined positions of the sheet member 201. The contact surface 203 a of the top member 203 is in contact with the back surface 201 b of the sheet member 201, held so as to be sandwiched from the sheet member 201 side and the top member 203 side, and spot-welded corresponding to each of the top members 203.

  Therefore, a welding mark WMa resulting from the welding joint is formed on both the sheet member 201 and the piece member 203. This welding mark WMa is a holding mark generated as a result of applying a high holding pressure by a chuck or the like when holding the sheet member 201 and the piece member 203 so that the sheet member 201 and the piece member 203 are sandwiched, and the sheet member 201 and the piece member 203 are melted by welding. Resulting melt marks. Thus, the sheet | seat member 201 and the piece member 203 can be reliably joined by setting it as the structure which can accept | permit that the welding trace WMa remains in both the sheet | seat member 201 and the piece member 203. FIG.

  Next, as shown in FIG. 6, the first reinforcing component composed of the sheet member 201 and the piece member 203 is brought into contact with the back surface of the outer plate 8, and the sheet member 201 and the piece member 203 that are the first reinforcing components are attached to the outside. The plate 8 is welded. Specifically, the sheet member 201 is welded to the outer plate 8 by laser welding. The laser welding portion in this case can be selected anywhere as long as the top member 203 is not present, and the laser welding direction can also be arbitrarily selected. Therefore, it is not always necessary to perform laser welding along the longitudinal direction (lateral direction) of the sheet member 201, and it is also preferable to perform laser welding along the short direction (longitudinal direction) of the sheet member 201.

  Returning to FIG. 2, in the second reinforcement step S <b> 04 following the first reinforcement step S <b> 03, the second reinforcement component 202 is welded to the top member 203 as the first reinforcement component by arc welding. FIG. 7 shows a joined state between the second reinforcing component 202 and the piece member 203. As shown in FIG. 7, the end portions 202c and 202c of the plate-like portions 202b and 202b of the second reinforcing component 202 are brought into contact with the back surface 201b of the sheet member 201, and the plate-like portions 202b and 202b are arranged in two rows. It arrange | positions so that it may be located between the made top members 203 and 203. FIG. In this manner, the surface portions 202d and 202d of the plate-like portions 202b and 202b are brought into contact with the end portions 203b and 203b of the top members 203 and 203, respectively. Thereafter, the plate-like portions 202b and 202b and the piece members 203 and 203 are welded together by arc welding.

  Therefore, a welding mark WMb resulting from arc welding is formed between the plate-like portion 202b and the piece member 203. In order to explain the welding mark WMa and the welding mark WMb, FIG.

  As shown in FIG. 8, the welding mark WMa that occurs when the sheet member 201 and the piece member 203 are spot-welded occurs only in the sheet member 201 and the piece member 203. Since the sheet member 201 and the piece member 203 are welded and integrated and then welded to the outer plate 8, the welding mark WMa generated when the sheet member 201 and the piece member 203 are welded is not present in the outer plate 8. It does not occur. Further, when the first reinforcing member composed of the sheet member 201 and the piece member 203 is welded and joined to the outer plate 8, it is sufficient to weld only the sheet member 201 to the outer plate 8, so that as much as possible on the surface side of the outer plate 8. It is possible to select a welding mode that does not affect the welding.

  Further, as shown in FIG. 8, the welding mark WMb when the second reinforcing component 202 and the piece member 203 are arc-welded occurs only in the second reinforcing component 202 and the piece member 203. The thickness of the piece member 203 is a case where the welding mark WMb when the second reinforcing component 202 is arc-welded to the piece member 203 does not affect the sheet member 201 as much as possible and affects the sheet member 201 by any chance. Also, the thickness is set so as not to affect the surface side of the outer plate 8.

  If the second reinforcing component 202 can be arc-welded to the top member 203 as in the present embodiment, the form that the second reinforcing component 202 can take is more free. An example of a second reinforcing component 402, which is a modification of the second reinforcing component 202, is shown in FIG.

  As shown in FIG. 9, the second reinforcing component 402 includes plate-like portions 402b and 402b and a bridging portion 402a. The bridging portion 402 a is the same as the bridging portion 202 a of the second reinforcing component 202. The plate-like portion 402b is longer in the direction intersecting the outer plate 8 than the plate-like portion 202b of the second reinforcing component 202, and is approximately twice as long as the plate-like portion 202b. In this way, even if the bulk of the second reinforcing component 402 is increased, welding is joined to the top member 203 by arc welding, so that the second reinforcing component 402 can be reliably joined.

  It is also a preferable aspect that a reinforcing plate 403 is provided outside the plate-like portion 402 b and in a portion close to the piece member 203. By comprising in this way, even if the heat input amount by arc welding increases, it can avoid reliably that the 2nd reinforcement component 402 will be thinned and intensity | strength will fall.

  Next, a specific example of how the sheet member 201, the piece member 203, and the second reinforcing component 202 are arranged on the outer plate 8 will be described with reference to FIG. As shown in FIG. 10, the reinforcing member 20 and the reinforcing member 22 are attached to the outer plate 8 (see FIG. 3). The reinforcing member 20 is attached to a region corresponding to the outer plate member 16 of the outer plate 8 (see FIG. 3). The reinforcing member 22 is attached to a region (see FIG. 3) corresponding to the outer plate member 10 and the outer plate member 12 of the outer plate 8.

  The reinforcing member 22 includes a sheet member 204, second reinforcing parts 202 and 206, and a piece member 203. The sheet member 204 is longer than the sheet member 201 constituting the reinforcing member 20, and the width thereof is substantially the same. The 2nd reinforcement component 206 is longer than the 2nd reinforcement component 202 which comprises the reinforcement member 20, and the width | variety is substantially the same.

  One second reinforcing component 202 and one second reinforcing component 206 are arranged in series with respect to one sheet member 204 so as to be separated from each other. The number of top members 203 necessary to fix the second reinforcing parts 202 and 206 is arranged for each of the second reinforcing parts 202 and 206. The method of constructing the reinforcing member 22 by the sheet member 204, the piece member 203, and the second reinforcing components 202 and 206 is equivalent to the method of constructing the reinforcing member 20 by the first reinforcing step S03 and the second reinforcing step S04. Since there is, explanation is omitted.

  The reinforcing members 20 and 22 are attached so as to be along the longitudinal direction of the railway vehicle structure BD (see FIG. 1), that is, along the direction in which the rail on which the railway vehicle runs extends. When attaching the reinforcing members 20, 22 to the outer plate 8, the second reinforcing component 202 constituting the reinforcing member 20 and the second reinforcing component 202 constituting the reinforcing member 22 are attached so as to be substantially at the same position. To do.

  Subsequently, as shown in FIG. 11, the sheet members 26 and 28 are attached to the outer plate 8. The sheet members 26 and 28 are plate-like members having substantially the same thickness as the sheet members 201 and 204. The sheet member 26 is attached to the uppermost part of the region corresponding to the outer plate member 12 (see FIG. 3) and the reinforcing member 22 attached to the lowermost portion of the region corresponding to the outer plate member 10 (see FIG. 3). It arrange | positions between the reinforcement members 22, and is welded and joined to the outer plate 8 by laser welding. While the sheet member 26 is arranged in the vertical direction, laser welding is welded at intervals determined as appropriate along the horizontal direction.

  A pair of top members 205, 205 are attached to the sheet member 26. The top member 205 has a length that is longer in the longitudinal direction than the top member 203 and slightly shorter than the sheet member 26. The sheet member 26 and the piece members 205 and 205 are welded together by spot welding.

  The sheet member 28 is disposed between the reinforcing member 20 and the reinforcing member 20, between the reinforcing member 20 and the reinforcing member 22, and between the reinforcing member 22 and the reinforcing member 22, and is welded to the outer plate 8 by laser welding. Be joined. While the sheet member 28 is arranged in the vertical direction, laser welding is welded at intervals determined as appropriate along the horizontal direction.

  A pair of top members 203, 203 are attached to the sheet member 28. The sheet member 28 and the top members 203 and 203 are welded and joined by spot welding.

  Then, as shown in FIG. 12, the 2nd reinforcement component 30 is attached. The second reinforcing component 30 is attached to the reinforcing members 20 and 22 along the vertical direction at portions where the sheet members 201 and 204 are exposed. Further, the sheet members 26 and 28 are attached at positions corresponding to the second reinforcing component 30 attached in this way. The second reinforcing component 30 is welded to the sheet members 26 and 28 already attached to the outer plate 8 by arc welding.

  Returning to FIG. 2, in the structure forming step S05, the side structure SB is assembled using the side structure block SBa formed as described above. Finally, the railway vehicle structure BD is assembled using the floor structure FB, the roof structure CB, the side structure SB, and the wife structure EB.

  In the present embodiment described above, the reinforcing member 20 includes the sheet member 201 and the top member 203 that are the first reinforcing parts, and the second reinforcing part 202. The sheet member 201 that is the first reinforcing component is in contact with the outer plate 8, and the second reinforcing component 202 is in the direction of crossing the outer plate 8 while being in contact with the sheet member and the top member 203 that are the first reinforcing components. It extends to. Therefore, the sheet member 201 as the first reinforcing component can be in a suitable form for contacting the outer plate 8, and the second reinforcing component 202 can be in a suitable form for carrying the strength of the reinforcing member 20, As a result, it is possible to improve the contact property with the outer plate 8 while sufficiently securing the reinforcing strength of the reinforcing member 20.

  The sheet member 201 that is the first reinforcing component is in contact with the back surface of the outer plate 8 and is welded to the outer plate 8, and the top member 203 that is the first reinforcing component and the second reinforcing component 202 are arced. The reinforcing member 20 is formed by welding and welding. Therefore, the sheet member 201 which is the first reinforcing component can be welded and joined so that the surface of the outer plate 8 has as little welding trace as possible or has a level that does not cause any problem in appearance.

  On the other hand, the reinforcing member 20 is formed by welding the second reinforcing component 202 to the top member 203 as the first reinforcing component by arc welding. Therefore, even if there is a gap between the target workpieces called arc welding, it is possible to perform welding joining more reliably than laser welding, and the distance between the electrode and the target workpiece is the distance between the laser head and the target workpiece in laser welding. By adopting a welding method that can be taken more widely, it is possible to achieve both a degree of freedom in design of the reinforcing member 20 and a case where there is a gap between the outer plate 8 and the reinforcing member 20. be able to.

  The second reinforcing component 202 is welded and joined by arc welding to the top member 203 that is further welded to the sheet member 201 that is the first reinforcing component that is separately welded to the outer plate 8. It is possible to minimize the influence of the arc welding on the outer plate surface by using the sheet member 201 which is one reinforcing component as a buffer member. Further, even when the outer plate 8 is curved, it is possible to join only the sheet member 201 as the first reinforcing component so as to be along the outer plate 8 first. Further, the second reinforcing component 202 is welded and joined by arc welding to the top member 203 which is further welded to the sheet member which is the first reinforcing component joined to the outer plate 8 in this way. Even if the two reinforcing parts 202 themselves do not completely follow the curvature of the outer plate 8, the strength of the reinforcing member 20 as a whole can be maintained by reliably welding and joining the top member 203 as the first reinforcing part. . Therefore, it is easy to weld and join the outer plate 8 while ensuring the design freedom of the reinforcing member 20, and even if the outer plate 8 is curved, an appropriate position of the outer plate 8 is ensured. Thus, it is possible to provide the rail vehicle structure BD capable of securely attaching the reinforcing member 20 to the outer plate surface and suppressing the influence of welding joining to the outer plate surface.

  In the present embodiment, the first reinforcing component is constituted by the sheet member 201 and the piece member 203. However, it is also a preferred aspect that the first reinforcing component is constituted by only the piece member 203. In this case, the piece member 203 is welded to a predetermined position on the back surface of the outer plate 8. Although there is no effect due to the presence of the sheet member 201 as described above, the weight can be reduced by omitting the sheet member 201.

  In the present embodiment, the surface portion 202d of the plate-like portion 202b is the first reinforcement component so that the end portion 202c of the plate-like portion 202b of the second reinforcement component 202 does not change its position relative to the outer plate 8. Since it is made to contact | abut to the edge part 203b of the top member 203, the 2nd reinforcement component 202 can be hold | maintained in an appropriate position with respect to the 1st reinforcement component and the outer plate 8 in this state. Further, the surface portion 202d of the plate-like portion 202b and the vicinity of the end portion 203b of the piece member 203 are welded together by arc welding while maintaining such a state, so that the second reinforcing component 202 itself is curved of the outer plate 8. Even if not, the strength of the reinforcing member 20 as a whole can be maintained by reliably welding and joining the top member 203 as the first reinforcing component.

  Moreover, in this embodiment, since the 2nd reinforcement component 202 is comprised as a cross-sectional C-shaped thing which has a pair of plate-shaped part 202b and the bridge | crosslinking part 202a which connects the said pair of plate-shaped part 202b, 202b, These plate-like portions 202b, 202b can be welded to the top member 203 as the first reinforcing component by arc welding. Therefore, after the first reinforcing component and the second reinforcing component 202 are welded and joined by arc welding, the first reinforcing component piece member 203 corresponds to the flange portion of the hat material, and the second reinforcing component 202 is the hat material. It can be configured to correspond to the channel portion. Therefore, it is easy to weld and join the outer plate 8 while ensuring the design freedom of the reinforcing member 20, and even if the outer plate 8 is curved, an appropriate position of the outer plate 8 is obtained. The reinforcing member 20 can be securely attached to the outer plate surface, and the reinforcing member 20 equivalent to the hat material can be provided while providing a member capable of suppressing the influence of the welding connection to the outer plate surface.

  Moreover, in this embodiment, since the top member 203 which is a 1st reinforcement component is arrange | positioned so as to correspond to each of a pair of plate-shaped part 202b, 202b, and it arrange | positions on the outer side of the bridge | crosslinking part 202a, a pair of plate-shaped part The top member 203 can be disposed close to each of 202b and 202b, and a work space for welding can be ensured. Therefore, the top member 203 and the second reinforcing component 202 can be more securely welded together by arc welding.

  Moreover, in this embodiment, the sheet | seat member 201 and the piece member 203 which comprise a 1st reinforcement component are joined mutually by welding joining, and the welding trace WMa resulting from welding joining is formed. In this way, the welding mark WMa (the holding mark generated as a result of holding the sheet member 201 and the piece member 202 sandwiched between the sheet member 201 and the piece member 202, the sheet member 201 and the piece member 202, and the piece member 202 and the piece member 202 are joined. Are joined so as to form a mark such as a melted mark when welding the sheet member 201, so that the sheet member 201 and the piece member 203 are securely held so as to sandwich the sheet member 201 and the piece member 203. Can be securely welded together. Therefore, it can be set as the 1st reinforcement component which integrated reliably the sheet | seat member 201 for bear | combining the contact | abutting property of the top member 203 and the outer plate | plate 8 which bears joint strength with the 2nd reinforcement component 202. .

  Further, the sheet member 201 and the outer plate 8 of the first reinforcing component formed in this way are welded and joined except at a portion where the welding mark WMa joining the sheet member 201 and the piece member 203 is formed. Yes. Independently of the joining of the sheet member 201 and the piece member 203, a welding mark is not generated on the surface of the outer plate 8 as much as possible by an appropriate part and method for joining the sheet member 201 to the outer plate 8. Even if it is, it can be welded and joined so as to have a level with no problem in appearance.

  In this embodiment, since the top members 203 are arranged in a plurality of rows with respect to one sheet member 201, the plurality of row-shaped pieces of top members 203 are combined into one sheet member 201. When the second reinforcing component 202 includes a plurality of plate-like portions 202b and 202b or when a plurality of second reinforcing components 202 are attached, more efficient work can be performed.

  In the present embodiment, the first reinforcing component is constituted by a plurality of piece members 203, and the plurality of piece members 203 are arranged so as to form at least one row. Thus, the top member 203 can be disposed only in a portion necessary for welding and joining, and both strength securing and weight reduction of the railway vehicle structure BD can be achieved.

  In the present embodiment, it is also preferable to configure the top member 203 to be thicker than the sheet member 201. By configuring the piece member 203 to be thicker than the sheet member 201 in this way, the thickness of the piece member 203 can be sufficiently secured, and the influence on the outer plate surface due to arc welding is reliably eliminated. can do.

  The embodiments of the present invention have been described above with reference to specific examples. However, the present invention is not limited to these specific examples. In other words, those specific examples that have been appropriately modified by those skilled in the art are also included in the scope of the present invention as long as they have the characteristics of the present invention. For example, the elements included in each of the specific examples described above and their arrangement, materials, conditions, shapes, sizes, and the like are not limited to those illustrated, but can be changed as appropriate. Moreover, each element with which each embodiment mentioned above is provided can be combined as long as technically possible, and the combination of these is also included in the scope of the present invention as long as it includes the features of the present invention.

8: outer plate 10: outer plate member 12: outer plate member 14: outer plate member 16: outer plate member 20: reinforcing member 22: reinforcing member 26: sheet member 28: sheet member 30: second reinforcing component 201: sheet member 201a: contact surface 201b: back surface 202: second reinforcing component 202a: bridging portion 202b: plate-like portion 202c: end portion 202d: surface portion 203: piece member 203a: contact surface 203b: end portion 204: sheet member 205: piece Member 206: Second reinforcing component 402: Second reinforcing component 402a: Bridged portion 402b: Plate-like portion 403: Reinforcing plate BD: Rail vehicle structure CB: Roof structure DU: Door unit DUP: Door upper panel EB: Wife structure FB: Floor structure LPa: waist panel LPb: waist panel MPa: blowing panel MPb: blowing panel MPc: blowing panel SB: side structure SBa: side structure block SBb Side structure Block UPa: curtain panel UPb: curtain panel WMa: welding mark WMb: welding mark wua: window unit wub: window unit

Claims (14)

A rail vehicle structure comprising a metal outer plate whose surface forms an exterior surface of a rail vehicle, and a metal reinforcing member joined to the back surface of the outer plate to reinforce the outer plate,
The reinforcing member includes a first reinforcing component that contacts the outer plate and a second reinforcing component that extends in a direction intersecting the outer plate while contacting the first reinforcing component,
The first reinforcing component is in contact with the back surface of the outer plate and welded to the outer plate ,
The first reinforcing component includes a sheet member that abuts on the back surface of the outer plate, and a plurality of top members that abut on the back surface opposite to the abutting surface on which the sheet member abuts on the outer plate. And
The plurality of top members are arranged to form at least one row,
The second reinforcing component has a C-shaped cross section having a pair of plate-like portions,
The plate-like portion is disposed so as to be positioned between the plurality of piece members, the surface portion of the plate-like portion is in contact with the end portions of the plurality of piece members, and the contact portion is arc-welded. A railway vehicle structure characterized by being welded . The second reinforcing component has a C-shaped cross section,
The railway vehicle structure according to claim 1 , comprising a pair of the plate-like portions and a bridging portion connecting the pair of plate-like portions. Wherein at least a portion of said first reinforcing component, corresponding to each of the pair of plate-like portions, according to claim 2, characterized in that each outside of the bridge portion is provided with a pair so as to be arranged Railway vehicle structure. The first reinforcing component includes a sheet member that contacts the back surface of the outer plate, and a top member that contacts the back surface opposite to the contact surface where the sheet member contacts the outer plate,
While the sheet member and the piece member are welded together so that a welding mark resulting from welding is formed on both, the sheet member and the outer plate are portions where the welding mark is formed The railway vehicle structure according to any one of claims 1 to 3 , wherein the railway vehicle structure is welded and joined. The railway vehicle structure according to claim 4 , wherein the piece members are arranged so as to form a plurality of rows with respect to one sheet member. The first reinforcing component has a plurality of the piece members,
The railway vehicle structure according to claim 4 or 5 , wherein the plurality of top members are arranged to form at least one row. The railway vehicle structure according to any one of claims 4 to 6 , wherein the top member is configured such that a thickness in a direction orthogonal to the outer plate is thicker than that of the seat member. A method for manufacturing a railway vehicle structure comprising a metal outer plate whose surface forms an exterior surface of a railway vehicle, and a metal reinforcing member joined to the back surface of the outer plate to reinforce the outer plate,
A preparation step of preparing the outer plate, the first reinforcing component and the second reinforcing component constituting the reinforcing member;
A first reinforcing step in which the first reinforcing component is brought into contact with the back surface of the outer plate and welded to the outer plate;
A second reinforcing step of extending the second reinforcing component in a direction intersecting with the outer plate while contacting the first reinforcing component, and welding and joining the first reinforcing component to the first reinforcing component by arc welding ,
The first reinforcing component includes a sheet member that abuts on the back surface of the outer plate, and a plurality of top members that abut on the back surface opposite to the abutting surface on which the sheet member abuts on the outer plate. And
In the first reinforcing step, the plurality of piece members are arranged in a plurality of rows with respect to one sheet member, and welded to the sheet member,
The second reinforcing component has a C-shaped cross section having a pair of plate-like portions,
In the second reinforcing step, the plate-like portion is disposed so as to be positioned between the plurality of piece members, and the surface portion of the plate-like portion is brought into contact with the end portions of the plurality of piece members, A manufacturing method, wherein the contact portion is welded by arc welding. The second reinforcing component has a C-shaped cross section,
It has a pair of the plate-like portions and a bridging portion that connects the pair of plate-like portions,
In the first reinforcing step, the pre-Symbol first reinforcing component is brought into contact to the rear surface of the outer plate, and welding the front Symbol first reinforcing component on the outer plate,
In the second reinforcing step, is brought into contact with said pair of plate-like portions of the second reinforcing part respectively before Symbol first reinforcing part, arranged such that the bridge portion is spaced apart from the outer plate, by an arc welding the method according to claim 8, characterized in that the weld joining the pair of plate-like portions before Symbol first reinforcing component. In the first reinforcing step, at least a portion of said first reinforcing component, wherein in correspondence with each of the pair of plate-like portions, according to claim 9, wherein placing the respective outside of the cross section Production method. The first reinforcing component includes a sheet member that contacts the back surface of the outer plate, and a top member that contacts the back surface opposite to the contact surface where the sheet member contacts the outer plate,
In the first reinforcing step, the sheet member and the piece member are welded and joined together so that a weld trace resulting from weld joint is formed on the both, while the sheet member and the outer plate are joined to the weld trace. The manufacturing method according to any one of claims 8 to 10 , wherein welding is performed at a portion other than a portion where the is formed. In the first reinforcing step, the piece member, and arranged to form a plurality of rows with respect to one of said sheet member, according to claim 1 1, characterized in that the welding to the sheet member Manufacturing method. The first reinforcing component has a plurality of the piece members,
In the first reinforcing step, the plurality of piece members, arranged so as to form at least one column, prepared as described in claim 1 1 or 1 2, characterized in that welded to the sheet member Method. The top member is configured such that the thickness in the direction orthogonal to the outer plate is thicker than the sheet member,
In the second reinforcing step, a surface portion of the plate-shaped portion is brought into contact with an end of the piece member, according to claim 1 1 to 1 3, characterized by welding the abutting portions by arc welding The manufacturing method of any one of Claims.

Images