JP5977510B2 - Railcar window structure - Google Patents

Description

  The present invention relates to a railway vehicle window structure, and more particularly, to a window structure having a window frame portion formed integrally with an outer plate.

  A conventional railcar window structure will be described with reference to FIGS. 4, 5, and 6. As a conventional window structure in a railway vehicle, a structure in which a window frame is attached to a side structure of a railway vehicle by laser welding is known (Patent Document 1). FIG. 4 shows a state in which a railway vehicle having a conventional railway vehicle window structure is viewed from the outside in the vehicle width direction. In the figure, an arrow Dv indicates the height direction of the railway vehicle V (hereinafter “vehicle height direction Dv”), an arrow Dl indicates the longitudinal direction of the railway vehicle V (hereinafter “vehicle longitudinal direction Dl”), and the arrow Dw Indicates the width direction of the railway vehicle V (hereinafter referred to as “vehicle width direction Dw”) perpendicular to the vehicle height direction Dv and the vehicle longitudinal direction Dl.

  In the conventional railway vehicle window structure, a rectangular opening is provided on the side structure (including the side outer plate Pec) of the railway vehicle V over a predetermined length in each of the vehicle longitudinal direction Dl direction and the vehicle height direction Dv direction. Hw (hereinafter, “window hole portion Hw”) is formed. In the figure, it appears that a window frame Fw separate from the outer plate Pec is attached to the outer surface of the outer plate Pec by mechanical joining means (not shown) such as screws. Actually, the window frame Fw is positioned in the window hole Hw with a predetermined gap from the end of the outer plate Pec defining the window hole Hw formed in the outer plate Pec by laser welding. It is joined to the side structure (outer plate Pec, transverse bone Fmh, and longitudinal bone Fmv).

  FIG. 5 shows a corner Cwc (hereinafter referred to as a “window structure corner Cwc”) obtained by cutting the railway vehicle window structure Cw with a rectangle Sc in FIG. 4 obliquely from the left and toward the inside from the outside of the vehicle. Indicates the state. FIG. 6 shows end faces of the window structure corner portion Cwc of FIG. 5 viewed from three different directions. Specifically, FIGS. 6 (a), 6 (b), and 6 (c) show the railcar window structure seen in the directions of arrows A, B, and C in FIG. Show.

  The window frame Fw is integrally formed from the frame body Wf, the first lip Lo, and the second lip Li. The frame main body Wf is formed to be smaller while the belt-like member is bent in the thickness direction so that the outer shape substantially follows the outline of the window hole Hw. The corner contour shape of the frame body Wf is formed in an arc shape defined by a predetermined radius of curvature R as shown in FIG. The first lip Lo extends in a strip shape from the one end of the strip member of the frame body Wf toward the outside in the vertical direction by a first predetermined length Hlo. The second lip Li extends from the other end of the belt-like member of the frame main body Wf, preferably in the vertical direction, by a second predetermined length Hli (Hli <Hlo). That is, the first lip Lo and the second lip Li extend in parallel to each other from both ends of the frame body Wf toward the outside.

  Note that the surfaces of the first lip Lo and the second lip Li facing each other are referred to as inner surfaces, and the surfaces opposite to the inner surfaces are referred to as outer surfaces. The surface of the frame body Wf that is continuous with the inner surfaces of the first lip Lo and the second lip Li is called the inner surface of the frame body Wf, and the frame body is continuous with the outer surfaces of the first lip Lo and the second lip Li. The surface of Wf is called the outer surface of the frame body Wf.

  The window frame Fw formed as described above is applied by the laser beam Wlp that is applied to the inner surface of the outer plate Pec from the inside of the vehicle with the inner surface of the first lip Lo in contact with the outer surface of the outer plate Pec. It is welded to the outer plate Pec. This is because laser welding is practically limited to stacking two materials to be welded, and aesthetically, to prevent formation of welding marks by the laser beam on the surface of the first lip Lo. It is.

  In addition, the window hole part Hw side end surface of the outer plate Pec and the inner surface of the window frame Fw respectively have predetermined intervals Gwh (hereinafter referred to as “lateral interval Gwh”) and Gwv (in the vehicle longitudinal direction Dl direction and the vehicle height direction Dv direction). Hereinafter, “vertical interval Gwv”). The horizontal gap Gwh and the vertical gap Gwv are mainly the relationship between the outer surface contour shape of the frame main body Wf and the contour shape of the window hole Hw, the construction position and window of the first lip Lo and the laser beam Wlp of the outer plate Pec. The size is determined appropriately depending on workability for attaching the frame Fw to the window hole Hw.

  That is, the inner surface of the first lip Lo overlaps the vehicle longitudinal direction D1 by a predetermined distance Hpfv (hereinafter referred to as “lip / vertical bone overlap distance Hpfv”), and the predetermined distance Hpfh (hereinafter referred to as “lip / lateral” in the vehicle height direction Dv). In a state of being overlapped by the bone overlap distance Hpfh ”), it is joined to the outer plate Pec by the laser beam Wlp. In this sense, the first lip Lo has a function as a flange for joining the window frame Fw to the outer plate Pec. On the other hand, the second lip Li has a function as a structural strength member of the window frame Fw.

  The outer plate Pec includes a flat portion of the longitudinal bone Fmv and the transverse bone Fmh having a so-called Z-shaped cross section, and a predetermined length Hvp (hereinafter referred to as “outer plate / longitudinal bone overlap distance Hvp”) and Hhp (hereinafter, (Overlap plate / lateral bone overlap distance Hhp)) and are joined by the laser beam Wvp and the laser beam Whp. As in the case of joining the outer plate Pec and the first lip Lo, the outer plate Pec is placed on the outer surface of each flat portion of the longitudinal bone Fmv and the lateral bone Fmh for reasons of laser welding restrictions and aesthetic reasons. In a contact state, the longitudinal bone Fmv and the horizontal bone Fmh are joined to the longitudinal bone Fmv and the horizontal bone Fmh by laser beams Wvp and Whp irradiated from the inside of the vehicle to the inner surfaces of the flat portions of the longitudinal bone Fmv and the lateral bone Fmh (FIG. 5, FIG. 6).

  As described above, the window frame Fw has the first lip Lo that is a flange portion thereof joined to the outer plate Pec, and the outer plate Pec is joined to the longitudinal bone Fmv and the lateral bone Fmh. That is, the window frame Fw is not directly joined to the longitudinal bone Fmv and the transverse bone Fmh which are structural strength members, but is joined to the low structural strength outer plate Pec supported by these aggregates.

JP 2006-341300 A

  As described above, the window frame Fw is indirectly joined to the longitudinal bone Fmv and the transverse bone Fmh via the outer plate Pec. Between the joint between the outer plate Pec and the first lip Lo and the joint between the outer plate Pec and the longitudinal bone Fmv (Iwlv) is called the longitudinal bone indirect joint Piwlv, and the first lip Lo of the outer plate Pec and A portion between the joint portion of the outer plate Pec and the lateral bone Fmh of the outer plate Pec (Iwlh) is referred to as a lateral bone indirect joint portion Piwlh, and the longitudinal bone indirect joint portion Piwlv and the lateral bone indirect joint portion Piwlh are referred to as the indirect joint portion Piwl. Call it. The stress generated when the window frame Fw is deformed affects the indirect joint Piwl of the outer plate Pec.

  Therefore, in order to prevent deformation that occurs in the indirect joint portion Piwl of the outer plate Pec during and after the window frame Fw is mounted, it causes an error in mounting accuracy of the window frame Fw and deterioration of durability. Quality control is performed in the process. If this quality control is insufficient, in the worst case, the welded portion by the laser beam Wlp is damaged, and the first lip Lo is detached from the outer plate Pec, or a hole is formed in the outer plate Pec at the detached portion. May open.

  The stress due to the deformation of the window frame Fw acts on the joint portion by each of the laser beam Wvp and the laser beam Whp. This force becomes a larger moment as the interval Iwlh between the laser beam Wlp and the laser beam Whp or the interval Iwlv between the laser beam Wlp and the laser beam Wvp becomes larger, which causes deformation of the outer plate Pec. Further, the strength of the peripheral portion of the window hole portion Hw of the outer plate Pec is reduced by the stress due to the deformation of the window frame Fw applied directly or indirectly to the joint portion by the laser beam Wlp, the laser beam Wvp, and the laser beam Whp.

  Further, in order to overlap the window frame Fw (first lip Lo) on the outer plate Pec and weld it with the laser beam Wlp, the gap between the first lip Lo and the outer plate Pec overlapped from the outside. Foreign matter such as water or dust enters. The foreign matter that has entered the gap may ooze out of the gap or freeze in the winter and cause deformation of the outer plate Pec, which may impair the appearance of the vehicle. Further, quality control of welding with the laser beam Wlp and waterproof / dustproofing with a sealing material or the like are performed in the vicinity of the welded portion so that foreign matter does not enter the vehicle.

  As described above, in the conventional railway vehicle window structure Cw, the window frame Fw is positioned in the window hole Hw provided in the outer plate Pec and joined to the outer plate Pec by the laser beam Wlp. The plate Pec is joined to the longitudinal bone Fmv and the transverse bone Fmh by laser beams Wvp and Whp. As a result, the joint portion of the first lip Lo is subjected to waterproof / dustproof treatment, and quality control is performed to prevent deformation of the indirect joint portion Piwl. Such man-hours and members required for positioning, waterproof / dustproof treatment, and quality control are factors that increase the manufacturing cost of the window structure.

  Therefore, in view of the above-mentioned problems, the present invention provides a window structure for a railway vehicle that is stably joined with uniform quality by reducing the number of members and processing man-hours without impairing aesthetics and strength. For the purpose.

In order to solve the above problems, the present invention is a railway vehicle window structure in which a window is provided on a side structure of a railway vehicle,
An outer plate extending from the upper end to the lower end of the side structure of the railway vehicle, provided with an opening defining the window;
From the edge of the opening hole, it extends perpendicularly to the outer plate and in the inner surface direction over the entire periphery of the edge, and includes a belt-like window frame formed integrally with the outer plate,
The window frame is characterized in that there are no joints over the entire circumference, and there is no joint between the window frame and the outer plate .

  INDUSTRIAL APPLICABILITY The present invention can realize a window structure for a railway vehicle that is stably joined with uniform quality by reducing the number of members and processing man-hours without impairing aesthetics and strength.

It is a partial side view of a railway vehicle provided with the window part structure for railway vehicles concerning embodiment of this invention. It is an expansion perspective view of the corner part of the window part structure for rail vehicles shown in FIG. In FIG. 2, it is the front view which shows the end surface which looked at the corner part of the window part structure for rail vehicles from three different directions. It is a partial side view of a railway vehicle provided with the conventional railway vehicle window structure. It is an expansion perspective view of the corner part of the window part structure for rail vehicles shown in FIG. In FIG. 5, it is the front view which shows the end surface which looked at the corner part of the window part structure for rail vehicles from three different directions.

  Before describing the embodiment of the present invention in detail, the technical features of the railcar window structure according to the present invention will be briefly described. In the present invention, a separate window frame Fw in the conventional railway vehicle window structure Cw described with reference to FIGS. 4, 5, and 6 is formed integrally with the outer plate Pe. Yes. Thereby, the positioning of the window hole part Hw and the window frame Fw in the window hole part Hw, the transverse bone indirect joint part Piwlh, the longitudinal bone indirect joint part Piwlv, and the joint part between the first lip Lo and the outer plate Pec are made unnecessary. Yes. As a result, the number of parts (window frame Fw), the positioning man-hour of the window frame Fw, the quality control and strength countermeasure cost due to the transverse bone indirect joint Piwlh, the quality control and strength countermeasure cost due to the longitudinal bone indirect joint Piwlv, and The waterproof / dustproof cost at the joint between the first lip Lo and the outer plate Pec is reduced.

  A railcar window structure C according to an embodiment of the present invention will be described with reference to FIGS. 1, 2, and 3. FIG. 1 shows a state in which a railway vehicle including the railway vehicle window structure C is viewed from the outside in the vehicle width direction Dw. FIG. 2 shows a state in which the corner portion Cc of the railway vehicle window structure C indicated by the rectangle S in FIG. 1 is seen obliquely upward and to the inside from the outside of the vehicle. FIG. 3 shows a state in which the corner portion Cc is viewed from the directions of arrows A, B, and C in FIG.

  First, as shown in FIG. 1, the outer plate Pe of the railway vehicle window structure C is not formed with the window hole Hw in the railway vehicle window structure Cw shown in FIG. A window frame Fw, which is a separate body in the conventional railway vehicle window structure Cw, is integrally formed with the outer plate Pe. In the present embodiment, the window frame and the outer plate Pe are formed from the same plate material by press molding. By integrally forming the window frame on the outer plate Pe, positioning of the window frame Fw necessary for the railway vehicle window structure Cw in the window hole Hw, the transverse bone indirect joint Piwlh, the longitudinal bone indirect joint Piwlv , And the joint between the first lip Lo and the outer plate Pec is eliminated. This will be described in detail below with reference to FIGS.

  As shown in FIG. 2, in the railway vehicle window structure C, a portion corresponding to the first lip Lo of the window frame Fw in the railway vehicle window structure Cw is formed integrally with the outer plate Pe. The second lip Li is abolished. That is, in the railway vehicle window structure C, the frame body Wf constituting the window frame extends directly from the outer plate Pe in the vehicle width direction Dw (perpendicular to the outer plate Pe) to form the window W. Has been. A boundary Bwp between the frame body Wf and the outer plate Pe forms an outline (edge) of the window W. That is, the opening of the window W (if necessary, “opening W”) is defined by the frame main body Wf extending from the boundary Bwp perpendicularly to the outer plate Pe.

  Further, the transverse bone Fmh and the longitudinal bone Fmv are arranged so as to contact the inner surface of the outer plate Pe. The lateral bone Fmh is arranged so as to extend in a first direction parallel to the vehicle longitudinal direction Dl at least above and below the window W. The longitudinal bone Fmv is continuously arranged on at least both sides of the window W in a second direction substantially perpendicular to the first direction (FIG. 3). As shown in FIG. 2, the outer surface of the flat portion of the lateral bone Fmh comes into contact with the inner surface of the outer plate Pe in a state where it overlaps by a predetermined distance Hhf in the vehicle height direction Dv direction. The outer surface of the flat portion of the longitudinal bone Fmv comes into contact with the inner surface of the outer plate Pe in a state where it overlaps the vehicle longitudinal direction Dl by a predetermined distance Hvf.

  The outer plate Pe formed as described above is from the inside of the vehicle (in the direction B in FIG. 2) with the inner surface of the outer plate Pe in contact with the outer surfaces of the flat portions of the longitudinal bone Fmv and the lateral bone Fmh. ) The vertical bone Fmv and the horizontal bone Fmh are joined to the vertical bone Fmv and the horizontal bone Fmh by laser beams Wvf and Whf applied to the inner surfaces of the flat portions of the vertical bone Fmv and the horizontal bone Fmh (FIGS. 2 and 3) The longitudinal bone Fmv and the frame body Wf are separated by a predetermined distance Gv in the vehicle longitudinal direction Dl direction (hereinafter referred to as “vertical distance Gv”), and the horizontal bone Fmh and the frame body Wf are separated by a predetermined distance in the vehicle height direction Dv direction. It is separated by Gh (hereinafter, “lateral interval Gh”).

  The vertical gap Gv and the horizontal gap Gh are mainly the relationship between the outer surface contour shape (opening W defined by the boundary Bwp) of the frame body Wf, the vertical bone Fmv, and the horizontal bone Fmh, and the construction of the outer plate Pe in the vehicle side structure. The size is determined appropriately depending on the position and workability of irradiation with the laser beams Wvf and Whf. In particular, it is desirable that the vertical gap Gv and the horizontal gap Gh are determined so as to absorb alignment errors between the outer plate Pe, the vertical bone Fmv, and the horizontal bone Fmh, respectively.

  In other words, in the present invention, the laser beam Wlp in the conventional railway vehicle window structure Cw shown in FIG. 5 is absorbed by the laser beam Wvp and the laser beam Whp and is replaced by the laser beam Wvf and the laser beam Whf. I can say that. In other words, the longitudinal bone indirect joint Piwlv is set to zero by setting the separation distance Iwlv between the laser beam Wlp and the laser beam Wvp and the separation distance Iwlh between the laser beam Wlp and the laser beam Whp in the railway vehicle window structure Cw. And the transverse bone indirect joint Piwlh is eliminated.

  As a result of the above-described configuration, in the railway vehicle window structure C, the frame main body Wf is a longitudinal bone Fmv that is a structural strength material by eliminating the flange (first lip Lo) in the railway vehicle window structure Cw. And in the vicinity of the transverse bone Fmh. That is, the separation distance between the joint portion by the laser beam (Wvf and Whf) and the frame main body Wf is shorter than the case of the railway vehicle window structure Cw by the separation distances Iwlv and Iwlh.

  When the frame body Wf is deformed, a stress is generated, and the stress acts on the joint portion formed by the laser beam Wvf and the laser beam Whf. However, since the distance between the joint portion by the laser beam (Wvf and Whf) and the frame main body Wf is shorter than that of the railway vehicle window structure Cw, the stress is larger than that of the railway vehicle window structure Cw. The moment is small.

  Therefore, deformation of the outer plate Pe is suppressed, and the structural strength of the railway vehicle window structure C is improved as compared with the railway vehicle window structure Cw. In this sense, in the railcar window structure C, the structural strength member (second lip Li) of the window frame Fw is eliminated.

  Further, in the present invention, it can be said that the laser beam Wlp, the laser beam Wvp, and the laser beam Whp in the conventional railway vehicle window structure Cw are replaced with the laser beam Wvf and the laser beam Whf. That is, since the number of laser weldings and the number of locations in the manufacturing process of the railcar window structure C are reduced, the number of processing steps is reduced and the amount of thermal strain in the vehicle-side structure is reduced. Since the heat influence on the outer plate Pe can be reduced, the distortion of the outer plate Pe is reduced, and the quality of the railway vehicle window structure C is improved.

  Furthermore, in the present invention, the window frame Fw in the conventional railway vehicle window structure Cw is formed integrally with the outer plate Pe. As a result, the number of parts can be reduced and the components can be handled in a batch. Further, the reinforcement around the window W, in particular, the corner portion Cc of the window W, the construction thereof, and the waterproof / dustproof treatment are unnecessary, and the processing man-hours and costs are reduced.

  The present invention can be used for a window structure of a railway vehicle.

V Railway vehicle W Window C, Cw Railway vehicle window structure Cc Corner portion Pe, Pec Outer plate Fw Window frame Wf Frame body Bwp Boundary Fmh Horizontal bone Fmv Vertical bone Wvf, Whf Laser beam Gv Vertical interval Gh Lateral interval Cwc Window portion Structure corner part Hw Window hole part Lo 1st lip Li 2nd lip Gwv Longitudinal distance Gwh Lateral distance Wlp, Wvp, Whp Laser beam Piwlv Longitudinal bone indirect joint Piwlh Lateral bone indirect joint Dl Vehicle longitudinal direction Dv Vehicle high direction Dw Vehicle width direction

Claims (3)

A railway vehicle window structure in which a window is provided on a side structure of a railway vehicle,
An outer plate extending from the upper end to the lower end of the side structure of the railway vehicle, provided with an opening defining the window;
From the edge of the opening hole, it extends perpendicularly to the outer plate and in the inner surface direction over the entire periphery of the edge, and includes a belt-like window frame formed integrally with the outer plate,
The window frame structure for a railway vehicle, characterized in that the window frame has no joints over the entire circumference, and there is no joint between the window frame and the outer plate . The side structure is
Above and below the window, and said arranged extending in a first direction parallel to the longitudinal direction of the railway vehicle, the first bone Ru Tei is welded to the inner surface of the outer plate,
On both sides of the window, is arranged in succession in a generally perpendicular second direction to the first direction, it is welded to the inner surface of the outer plate and a second bone Ru Tei,
The railway vehicle according to claim 1, wherein the window frame and the first bone and the second bone are separated from each other by a first predetermined interval and a second predetermined interval, respectively. Window structure.   The first predetermined interval and the second predetermined interval are determined so as to absorb alignment errors between the outer plate, the first bone, and the second bone, respectively. The window structure for a railway vehicle according to claim 2.