JP6737681B2

JP6737681B2 - Railway car

Info

Publication number: JP6737681B2
Application number: JP2016202677A
Authority: JP
Inventors: 慶太内田
Original assignee: Nippon Sharyo Ltd
Current assignee: Nippon Sharyo Ltd
Priority date: 2016-10-14
Filing date: 2016-10-14
Publication date: 2020-08-12
Anticipated expiration: 2036-10-14
Also published as: JP2018062316A

Description

本発明は、外板が、幕板パネル、吹寄せパネル、及び腰板パネルを有し、窓開口部が形成され、外板の車内面に車体高さ方向に沿って接合された縦骨部材と、外板の車内面に車体長手方向に沿って接合された横骨部材とを備える側構体を有する鉄道車両に関するものである。 The present invention has a vertical frame member in which an outer plate has a curtain plate panel, a blow-in panel, and a waist plate panel, a window opening is formed, and the inner plate of the outer plate is joined along the vehicle body height direction, The present invention relates to a railway vehicle having a side structure including a lateral frame member joined to an inner surface of an outer plate along a longitudinal direction of a vehicle body.

従来、通勤用鉄道車両の側構体においては、出入口開口部の間に窓開口部が形成されている。乗客荷重により車両全体がたわんだ時に、出入口開口部と窓開口部の間に形成されている吹寄せ部の強度が問題となる。吹寄せ部には、斜め方向に大きなせん断力が生じ、吹寄せ部が座屈する恐れがある。
吹寄せ部の座屈を防止するためには、特許文献１に記載されているように、吹寄せ部全体にシアプレートを接合して吹寄せ部の板厚を厚くすることにより強度を持たせる方法がある。 Conventionally, in a side structure of a commuter rail vehicle, a window opening is formed between an entrance opening. When the entire vehicle bends due to passenger load, the strength of the blow-off portion formed between the entrance opening and the window opening becomes a problem. A large shearing force is generated in the blowing portion in an oblique direction, and the blowing portion may buckle.
In order to prevent the buckling of the blow-off portion, as described in Patent Document 1, there is a method in which a shear plate is joined to the entire blow-off portion to increase the plate thickness of the blow-up portion so as to have strength. ..

しかし、シアプレートを外板の車内面に溶接接合するには、全体的に接合強度を確保するため、シアプレートの全体に渡って溶接しなければならず、製造工程に時間がかかり問題であった。
その問題を解決するために、図１３に示すように、鉄道車両の側構体を構成する中間窓ブロック１００において、吹寄せパネル１０１の板厚を、幕板パネル１０２及び腰板パネル１０３の板厚より厚くすることを本出願人は、特許文献２で提案している。
一方、特許文献１には、吹寄せ部の強度を高めるために、吹寄せ部の外板の車内面に４本の横骨部材を接合することが記載されている。平板状の吹寄せ部を骨部材により分割することにより、座屈を防止するためである。 However, in order to weld the seam plate to the inside surface of the outer plate by welding, it is necessary to weld the whole seam plate in order to secure the overall joint strength, which is a problem because the manufacturing process takes time. It was
In order to solve the problem, as shown in FIG. 13, in the intermediate window block 100 that constitutes the side structure of the railway vehicle, the plate thickness of the blow-in panel 101 is made thicker than the plate thickness of the curtain panel 102 and the waist panel 103. The present applicant has proposed to do so in Patent Document 2.
On the other hand, Patent Document 1 describes that in order to increase the strength of the blow-in portion, four transverse members are joined to the vehicle inner surface of the outer plate of the blow-in portion. This is for preventing the buckling by dividing the flat plate-shaped blow-up portion by the bone member.

特開2010-012861号公報JP 2010-012861 JP 特開2013-010468号公報JP 2013-010468 JP

しかしながら、従来の通勤用鉄道車両には、次の問題があった。
（１）特許文献２では、吹寄せパネルの板厚が厚いため、吹寄せパネルと幕板パネルとに跨って、または吹寄せパネルと腰板パネルとに跨って縦骨部材を接合する場合に、段差があるため、縦骨部材のフランジに段差を設ける必要があり、製作工数が増加する問題があった。また、幕板パネルと腰板パネルにおいて、溶接によるひずみが外板の車外面に現れ鉄道車両の外観を悪くする問題があった。
特に、縦骨部材を溶接接合する場合には、側構体の側外板面に縦方向にひずみが現れる。外観においては、縦方向のひずみは目立つため、問題が大きい。 However, the conventional commuter rail vehicle has the following problems.
(1) In Patent Document 2, since the plate thickness of the blowing panel is large, there is a step when joining the vertical frame members across the blowing panel and the curtain panel or across the blowing panel and the waist panel. Therefore, it is necessary to provide a step on the flange of the vertical frame member, which causes a problem of increasing the number of manufacturing steps. Further, in the curtain panel and the waist panel, there is a problem that the distortion due to welding appears on the outer surface of the outer plate and deteriorates the appearance of the railway vehicle.
In particular, when welding the vertical frame members by welding, strain appears in the vertical direction on the side outer plate surface of the side structure. In terms of appearance, vertical strain is noticeable, which is a big problem.

（２）特許文献１に記載されているように、吹寄せ部に骨部材を接合する場合に、吹寄せ部は縦方向に長く横方向に短いため、横骨部材を配置して接合する場合には、４本の横骨部材を必要とするため、部材の点数が増加し、余分な溶接工程を必要とする問題があった。
一方、吹寄せ部に縦骨部材を接合すれば、１本または２本の縦骨部材により必要な強度を確保できる。
しかし、特許文献２の鉄道車両において、縦骨部材を溶接しようとすると、段差があるため、縦骨部材のフランジに段差を設ける必要があり、製作工数が増加する問題があった。また、幕板パネルと腰板パネルにおいて、溶接によるひずみが外板の車外面に現れ鉄道車両の外観を悪くする問題があった。 (2) As described in Patent Document 1, when the bone member is joined to the blow-off portion, the blow-up portion is long in the vertical direction and short in the horizontal direction. Since four transverse members are required, the number of members is increased and there is a problem that an extra welding process is required.
On the other hand, if a vertical frame member is joined to the blow-up portion, the required strength can be secured by one or two vertical frame members.
However, in the railcar of Patent Document 2, when welding the vertical frame members, there is a step, and therefore it is necessary to provide a step on the flange of the vertical frame member, which causes a problem of increasing the number of manufacturing steps. Further, in the curtain panel and the waist panel, there is a problem that the distortion due to welding appears on the outer surface of the outer plate and deteriorates the appearance of the railway vehicle.

本発明は、上記問題点を解決するためのものであり、吹寄せパネルと幕板パネルとに跨って、または吹寄せパネルと腰板パネルとに跨って縦骨部材を接合する場合であっても、溶接によるひずみが外板の車外面に現れることがなく、横骨部材の点数を削減し、溶接工数を低減する鉄道車両を提供することを目的とする。 The present invention is for solving the above-mentioned problems, and welding is performed even when joining a vertical frame member across a blow-in panel and a curtain panel, or across a blow-in panel and a waist panel. It is an object of the present invention to provide a railway vehicle in which the strain due to the outer plate does not appear on the outer surface of the vehicle, the number of transverse frame members is reduced, and the welding man-hour is reduced.

上記課題を解決するために、本発明の鉄道車両は、次の構成を有している。
（１）外板が、幕板パネル、吹寄せパネル、及び腰板パネルを有し、窓開口部が形成され、外板の車内面に車体高さ方向に沿って接合された縦骨部材と、外板の車内面に車体長手方向に沿って接合された横骨部材とを備える側構体を有する鉄道車両において、吹寄せパネルの板厚が、幕板パネル及び腰板パネルの板厚より厚く形成されていること、窓開口部横の吹寄せ部の上方に位置する窓上横骨部材と、吹寄せ部の下方に位置する窓下横骨部材が、断面ハット型形状であり、外板の車内面に接する２つのフランジ部のうち、窓開口部側のフランジ部の長さが、他方のフランジ部の長さと比べて延長されていること、を特徴とする。 In order to solve the above-mentioned subject, the rail car of the present invention has the following composition.
(1) The outer plate includes a curtain panel, a blow-in panel, and a waist panel, a window opening is formed, and a vertical frame member joined to the vehicle inner surface of the outer plate along the vehicle body height direction, and In a railway vehicle having a side structure including a lateral frame member that is joined to a vehicle inner surface of the plate along the longitudinal direction of the vehicle body, the blow-in panel is formed to be thicker than the curtain panel and the waist panel. That is, the window upper cross member located above the blower part beside the window opening and the lower window cross member located below the blower part have a hat-shaped cross section and are in contact with the vehicle inner surface of the outer plate. Of the two flange portions, the length of the flange portion on the window opening side is longer than the length of the other flange portion.

（２）（１）に記載の鉄道車両において、延長されたフランジ部の板厚は、吹寄せパネルの板厚と、幕板パネル及び腰板パネルの板厚との差分であること、を特徴とする。 (2) In the railway vehicle described in (1), the plate thickness of the extended flange portion is a difference between the plate thickness of the blowing panel and the plate thicknesses of the curtain panel and the waist panel. ..

（３）（１）または（２）に記載の鉄道車両において、吹寄せ部に配置される縦骨部材のフランジ部が、延長されたフランジ部を挟んで、外板の車内面に接合されていること、を特徴とする。
（４）（１）または（２）に記載の鉄道車両において、吹寄せ部に配置される横骨部材のフランジ部が、延長されたフランジ部を挟んで、外板の車内面に接合されていること、を特徴とする。 (3) In the railcar according to (1) or (2), the flange portion of the longitudinal frame member arranged in the blow-up portion is joined to the vehicle inner surface of the outer plate with the extended flange portion interposed therebetween. It is characterized by
(4) In the railcar according to (1) or (2), the flange portion of the lateral frame member arranged in the blow-up portion is joined to the vehicle inner surface of the outer plate with the extended flange portion interposed therebetween. It is characterized by

本発明の鉄道車両は、次のような作用、効果を奏する。
（１）外板が、幕板パネル、吹寄せパネル、及び腰板パネルを有し、窓開口部が形成され、外板の車内面に車体高さ方向に沿って接合された縦骨部材と、外板の車内面に車体長手方向に沿って接合された横骨部材とを備える側構体を有する鉄道車両において、吹寄せパネルの板厚が、幕板パネル及び腰板パネルの板厚より厚く形成されていること、窓開口部横の吹寄せ部の上方に位置する窓上横骨部材と、吹寄せ部の下方に位置する窓下横骨部材が、断面ハット型形状であり、外板の車内面に接する２つのフランジ部のうち、窓開口部側のフランジ部の長さが、他方のフランジ部の長さと比べて延長されていること、を特徴とするので、窓上横骨部材の窓開口部側（下側）に延設されたフランジ部と、窓下横骨部材の窓開口部側（上側）に延設されたフランジ部が、吹寄せ部に配置された縦骨部材または横骨部材と側構体の外板との間に装着されるため、吹寄せパネルと幕板パネルとに跨って、または吹寄せパネルと腰板パネルとに跨って縦骨部材または横骨部材を接合する場合に、溶接によるひずみが外板の車外面に現れることがなく、鉄道車両の外観を悪くすることがない。 The railway vehicle of the present invention has the following actions and effects.
(1) The outer plate includes a curtain panel, a blow-in panel, and a waist panel, a window opening is formed, and a vertical frame member joined to the vehicle inner surface of the outer plate along the vehicle body height direction, and In a railway vehicle having a side structure including a lateral frame member that is joined to a vehicle inner surface of the plate along the longitudinal direction of the vehicle body, the blow-in panel is formed to be thicker than the curtain panel and the waist panel. That is, the window upper frame member located above the blower section beside the window opening and the window lower frame member located below the blower section have a hat-shaped cross section and are in contact with the vehicle inner surface of the outer plate. Of the two flange portions, the length of the flange portion on the window opening side is longer than the length of the other flange portion. (A lower side) and a flange portion extending to the window opening side (upper side) of the window lower horizontal frame member, the vertical frame member or the horizontal frame member and the side structure arranged in the blow-up portion. Since it is mounted between the outer panel and the outer panel of the panel, when welding the vertical frame member or the horizontal frame member across the blow-in panel and the curtain panel, or across the blow-in panel and the waist panel, the distortion due to welding is It does not appear on the outer surface of the outer plate and does not deteriorate the appearance of the railway vehicle.

（２）（１）に記載の鉄道車両において、延長されたフランジ部の板厚は、吹寄せパネルの板厚と、幕板パネル及び腰板パネルの板厚との差分であること、を特徴とするので、吹寄せパネルと幕板パネルとの段差、及び吹寄せパネルと腰板パネルとの段差を確実になくすことができるため、縦骨部材のフランジに段差を設ける必要がない。
また、別部材を必要としないため、製造工程において、余分な作業が不要であり、作業効率を高くすることができ、コストダウンすることができる。 (2) In the railway vehicle described in (1), the plate thickness of the extended flange portion is a difference between the plate thickness of the blowing panel and the plate thicknesses of the curtain panel and the waist panel. Therefore, since it is possible to surely eliminate the step between the blow-off panel and the curtain panel and the step between the blow-off panel and the waist panel, it is not necessary to provide the step on the flange of the vertical frame member.
Further, since no separate member is required, no extra work is required in the manufacturing process, work efficiency can be improved, and cost can be reduced.

（３）（１）または（２）に記載の鉄道車両において、吹寄せ部に配置される縦骨部材のフランジ部が、延長されたフランジ部を挟んで、外板の車内面に接合されていること、を特徴とするので、１本の縦骨部材だけで吹寄せ部の座屈強度を十分高めることができるため、骨部材の点数を減少させることができる。また、延設されたフランジ部は、吹寄せ部に当接させた状態で、縦骨部材のフランジ部と外板車内面の間に保持されるため、縦骨部材のフランジ部と外板の車内面との間に隙間を極力少なくでき、溶接によるひずみを減少することができる。
特に、縦骨部材を溶接接合する場合には、側構体の側外板面に縦方向にひずみが現れるが、本発明によれば、縦方向のひずみも発生しないため、外観を美しく保つことができる。 (3) In the railcar according to (1) or (2), the flange portion of the longitudinal frame member arranged in the blow-up portion is joined to the vehicle inner surface of the outer plate with the extended flange portion interposed therebetween. The buckling strength of the blow-up portion can be sufficiently increased with only one vertical bone member, and the number of bone members can be reduced. In addition, the extended flange portion is held between the flange portion of the vertical frame member and the inner surface of the outer plate car in a state of being brought into contact with the blow-in portion. The gap between the surface and the surface can be reduced as much as possible, and the strain due to welding can be reduced.
In particular, when welding the vertical frame members, distortion appears in the vertical direction on the side outer plate surface of the side structure, but according to the present invention, since no vertical distortion occurs, the appearance can be kept beautiful. it can.

（４）（１）または（２）に記載の鉄道車両において、吹寄せ部に配置される横骨部材のフランジ部が、延長されたフランジ部を挟んで、外板の車内面に接合されていること、を特徴とするので、吹寄せパネルと幕板パネルとに跨って、または吹寄せパネルと腰板パネルとに跨って横骨部材を接合する場合に、溶接によるひずみが外板の車外面に現れることがなく、鉄道車両の外観を悪くすることがない。また、吹寄せパネルと幕板パネル、及び吹寄せパネルと腰板パネルの溶接接合部の強度を高めることができる。 (4) In the railcar according to (1) or (2), the flange portion of the lateral frame member arranged in the blow-up portion is joined to the vehicle inner surface of the outer plate with the extended flange portion interposed therebetween. That is, when welding the cross-members across the blow-in panel and the curtain panel or across the blow-in panel and the waist panel, the distortion caused by welding appears on the outer surface of the outer panel. There is no deterioration in the appearance of the railway vehicle. Further, it is possible to increase the strength of the welded joint portion between the blow-off panel and the curtain plate panel, and the blow-off panel and the waist plate panel.

本発明の第１の実施形態の鉄道車両の側構体１の一部の内面を示す図である。It is a figure which shows a part inner surface of the side structure 1 of the railway vehicle of the 1st Embodiment of this invention. 側構体１の外板を示す図である。It is a figure which shows the outer plate of the side structure 1. 図１のＡＡ拡大断面図である。It is an AA expanded sectional view of FIG. 第２の実施形態の鉄道車両の側構体１の一部の内面を示す図である。It is a figure which shows the inner surface of a part of side structure 1 of the railcar of 2nd Embodiment. 図４のＢＢ拡大断面図である。It is a BB enlarged sectional view of FIG. 第３の実施形態の鉄道車両の側構体１の一部の内面を示す図である。It is a figure which shows the one part inner surface of the side structure 1 of the railway vehicle of 3rd Embodiment. 図６のＣＣ拡大断面図である。It is CC expanded sectional view of FIG. 第４の実施形態の鉄道車両の側構体１の一部の内面を示す図である。It is a figure which shows the inner surface of a part of side structure 1 of the rail vehicle of 4th Embodiment. 図８のＤＤ拡大断面図である。FIG. 9 is a DD enlarged cross-sectional view of FIG. 8. 参考形態の鉄道車両の側構体１の一部の内面を示す図である。It is a figure which shows the inner surface of a part of side structure 1 of the rail vehicle of a reference form. 図１０のＥＥ拡大断面図である。FIG. 11 is an enlarged EE sectional view of FIG. 10. 図１０のＦＦ拡大断面図である。FIG. 11 is an enlarged cross-sectional view of FF in FIG. 10. 特許文献２の鉄道車両の側構体を構成する中間窓ブロック１００を示す図である。It is a figure which shows the intermediate window block 100 which comprises the side structure of the rail vehicle of patent document 2.

＜第１実施形態＞
本発明の鉄道車両の第１の実施形態について、図面を参照しながら以下に詳細に説明する。図１は、本発明の実施形態に係る鉄道車両の側構体１の一部の内面を示す図である。図２は、側構体１の外板を示す図である。図３は、図１のＡＡ拡大断面図である。
図１に示すように、出入口開口部６と窓開口部５との間に吹寄せ部を構成する吹寄せパネル２が形成されている。図２に示すように、吹寄せパネル２の上部には、幕板パネル３がレーザ溶接により接合されており、吹寄せパネル２の下部には、腰板パネル４がレーザ溶接により接合されている（以下、溶接接合は、レーザ溶接による接合を示す）。側構体１の外板は、吹寄せパネル２、幕板パネル３、腰板パネル４から構成される。
吹寄せパネル２は、ステンレス製で板厚が３．５ｍｍの板である。幕板パネル３と腰板パネル４は、ステンレス製で板厚が２．０ｍｍの板である。吹寄せパネル２、幕板パネル３、及び腰板パネル４は、図３に示すように、車外面が平面になるように、溶接接合されているため、車内面では、１．５ｍｍの段差が存在する。 <First Embodiment>
A first embodiment of a railway vehicle of the present invention will be described below in detail with reference to the drawings. FIG. 1 is a view showing an inner surface of a part of a side structure 1 of a railway vehicle according to an embodiment of the present invention. FIG. 2 is a diagram showing an outer plate of the side structure 1. FIG. 3 is an AA enlarged sectional view of FIG.
As shown in FIG. 1, a blowing panel 2 that forms a blowing portion is formed between the entrance opening 6 and the window opening 5. As shown in FIG. 2, a curtain panel 3 is joined to the upper portion of the blow-in panel 2 by laser welding, and a waist panel 4 is joined to the lower portion of the blow-in panel 2 by laser welding (hereinafter, Welded joining indicates joining by laser welding). The outer plate of the side structure 1 is composed of a blowing panel 2, a curtain panel 3, and a waist panel 4.
The blowing panel 2 is a plate made of stainless steel and having a plate thickness of 3.5 mm. The curtain panel 3 and the waist panel 4 are made of stainless steel and have a thickness of 2.0 mm. As shown in FIG. 3, since the blow-out panel 2, the curtain panel 3, and the waist panel 4 are welded and joined so that the outer surface of the vehicle is a flat surface, a step of 1.5 mm exists on the inner surface of the vehicle. ..

図１に示すように、幕板パネル３には、４本の断面ハット型形状の横骨部材が側構体１の長手方向に平行に配置され、幕板パネル３の車内面に溶接接合されている。複数の横骨部材のうち、窓開口部側（窓開口部５の水平方向中心線側）に最も近接して、窓上横骨部材１１が配置されている。
腰板パネル４には、４本の断面ハット型形状の横骨部材が側構体１の長手方向に平行に配置され、腰板パネル４の車内面に溶接接合されている。複数の横骨部材のうち、窓開口部側（窓開口部５の水平方向中心線側）に最も近接して、窓下横骨部材１２が配置されている。
また、吹寄せパネル２には、１本の縦骨部材２０が配置され、吹寄せパネル２の車内面に溶接接合されている。 As shown in FIG. 1, four horizontal cross-members having a hat-shaped cross section are arranged parallel to the longitudinal direction of the side structure 1 on the curtain panel 3, and are welded to the interior surface of the curtain panel 3 by welding. There is. Among the plurality of horizontal frame members, the window horizontal frame member 11 is arranged closest to the window opening side (the horizontal centerline side of the window opening 5).
On the wainscot panel 4, four horizontal frame members having a hat-shaped cross section are arranged in parallel with the longitudinal direction of the side structure 1, and welded to the inner surface of the wainscot panel 4 by welding. Among the plurality of horizontal frame members, the window lower horizontal frame member 12 is arranged closest to the window opening side (the horizontal centerline side of the window opening 5 ).
Further, one vertical frame member 20 is arranged on the blow-in panel 2 and is welded to the vehicle inner surface of the blow-in panel 2.

次に、窓上横骨部材１１の構造を説明する。図３に示すように、吹寄せパネル２と幕板パネル３とは、車外面（図中右側面）が平面となるように溶接接合されているため、車内面には、１．５ｍｍの段差がある。したがって、縦骨部材２０のフランジ部２０ａの底面と幕板パネル３の車内面との間には、１．５ｍｍの隙間が形成されている。
窓上横骨部材１１は、断面がハット型形状であり、ハット部１１ｂの両側には、第１フランジ部１１ａと第２フランジ部１１ｃが延設されている。第１フランジ部１１ａは、窓開口部側（窓開口部５の水平方向中心線側）に延設されている。 Next, the structure of the window cross member 11 will be described. As shown in FIG. 3, the blow-in panel 2 and the curtain plate panel 3 are welded and joined so that the outer surface of the vehicle (the right side surface in the figure) is a flat surface, so that a step of 1.5 mm is formed on the inner surface of the vehicle. is there. Therefore, a gap of 1.5 mm is formed between the bottom surface of the flange portion 20 a of the vertical frame member 20 and the vehicle interior surface of the curtain panel 3.
The cross-shaped window member 11 has a hat-shaped cross section, and a first flange portion 11a and a second flange portion 11c are extended on both sides of the hat portion 11b. The first flange portion 11a extends on the window opening side (the horizontal centerline side of the window opening 5).

ここで、第１フランジ部１１ａの長さは、第２フランジ部１１ｃの長さと比べて長く構成され、第１フランジ部１１ａの端面は、吹寄せパネル２の端面近くまで延設されている。
以上、窓上横骨部材１１について説明したが、窓下横骨部材１２の構造は、第１フランジ部１２ａが、第１フランジ部１１ａと同様に、窓開口部側（窓開口部５の水平方向中心線側）に延設されているため、図中上向きに延設されている点が相違するのみで、基本的に窓上横骨部材１１の構造と同じであるので詳細な説明を割愛する。 Here, the length of the first flange portion 11a is configured to be longer than the length of the second flange portion 11c, and the end surface of the first flange portion 11a extends near the end surface of the blow-in panel 2.
Although the above-mentioned window cross member 11 has been described above, the structure of the window below cross member 12 is such that the first flange portion 12a is the same as the first flange portion 11a at the window opening side (the horizontal direction of the window opening 5). Since it is extended to the direction center line side), it is basically the same as the structure of the window cross member 11 except for the point that it is extended upward in the figure, so a detailed description is omitted. To do.

縦骨部材２０の両側のフランジ部２０ａ、２０ｃの下面は、第１フランジ部１１ａの上面に接触した状態で溶接接合されるため、幕板パネル３にひずみが発生することがなく、幕板パネル３の車外面にひずみが現れることがない。吹寄せパネル２は、３．５ｍｍと厚く構成されているため、車外面にひずみが現れることは少なく、従来、ひずみは主に幕板パネル３の車外面に現れていた。
縦骨部材２０のハット部２０ｂの上面は延長され延設上面２０ｄを形成している。延設上面２０ｄは、窓上横骨部材１１のハット部１１ｂの上面に溶接接合される。縦骨部材２０のハット部２０ｂの両側面部には、切欠部２０ｅが形成されている。 Since the lower surfaces of the flange portions 20a and 20c on both sides of the vertical frame member 20 are welded and joined in contact with the upper surface of the first flange portion 11a, distortion does not occur in the curtain plate panel 3 and the curtain plate panel 3 does not occur. No distortion appears on the outer surface of the car. Since the blow-in panel 2 has a large thickness of 3.5 mm, the outer surface of the vehicle is not likely to be distorted, and conventionally, the distortion is mainly present on the outer surface of the curtain panel 3.
The upper surface of the hat portion 20b of the vertical frame member 20 is extended to form an extended upper surface 20d. The extended upper surface 20d is welded to the upper surface of the hat portion 11b of the window transverse member 11. Notches 20e are formed in both side surfaces of the hat portion 20b of the longitudinal member 20.

＜第２実施形態＞
次に、本発明の第２の実施形態について説明する。図４は、鉄道車両の側構体１の一部の内面を示す図である。図５は、図４のＢＢ拡大断面図である。
第２の実施形態は、概ね第１の実施形態と同じ部分が多いので、異なる点のみ詳細に説明し、同じ部分については説明を割愛する。
図４に示すように、吹寄せパネル２の上部及び下部には、各々横骨部材１３が溶接接合されている。横骨部材１３は、断面がハット型形状であり、ハット部１３ｂの両側には、第１フランジ部１３ａと第２フランジ部１３ｃが延設されている。縦骨部材２１は、吹寄せパネル２の上下に配置された横骨部材１３の間に配置され溶接接合されている。縦骨部材２１は、断面がハット型形状であり、ハット部２１ｂの両側には、第１フランジ部２１ａ、２１ｃが延設されている。ハット部２１ｂの上面は延長され延設上面２１ｄを形成している。延設上面２１ｄは、横骨部材１３のハット部１３ｂの上面に溶接接合される。ハット部２１ｂの両側面部には、切欠部２１ｅが形成されている。
図５に示すように、窓上横骨部材１１の第１フランジ部１１ａは、第２フランジ部１１ｃと比べて長く延設されており、吹寄せパネル２の端面近くまで延設されている。
これにより、横骨部材１３の一方の第２フランジ部１３ｃは、窓上横骨部材１１の第１フランジ部１１ａの上面に接する状態で溶接接合されるため、幕板パネル３にひずみが発生することがなく、幕板パネル３の車外面にひずみが現れることがない。また、吹寄せパネル２と幕板パネル３、及び吹寄せパネル２と腰板パネル４の溶接接合部の強度を高めることができる。 <Second Embodiment>
Next, a second embodiment of the present invention will be described. FIG. 4 is a diagram showing an inner surface of a part of the side structure 1 of the railway vehicle. FIG. 5 is a BB enlarged sectional view of FIG.
Since the second embodiment generally has many of the same parts as the first embodiment, only different points will be described in detail, and description of the same parts will be omitted.
As shown in FIG. 4, transverse members 13 are welded to the upper part and the lower part of the blowing panel 2, respectively. The cross member 13 has a hat-shaped cross section, and a first flange portion 13a and a second flange portion 13c are extended on both sides of the hat portion 13b. The vertical frame members 21 are arranged between the horizontal frame members 13 arranged above and below the blow-off panel 2 and welded to each other. The longitudinal frame member 21 has a hat-shaped cross section, and first flange portions 21a and 21c are extended on both sides of the hat portion 21b. The upper surface of the hat portion 21b is extended to form an extended upper surface 21d. The extended upper surface 21d is welded to the upper surface of the hat portion 13b of the transverse member 13. Notches 21e are formed on both side surfaces of the hat portion 21b.
As shown in FIG. 5, the first flange portion 11 a of the window cross member 11 is extended longer than the second flange portion 11 c, and is extended to near the end surface of the blow-in panel 2.
As a result, the one second flange portion 13c of the transverse frame member 13 is welded and joined in contact with the upper surface of the first flange portion 11a of the window transverse frame member 11, so that the curtain panel 3 is distorted. Therefore, no distortion appears on the exterior surface of the curtain panel 3. Moreover, the strength of the welded joint between the blow-off panel 2 and the curtain panel 3 and between the blow-up panel 2 and the waist panel 4 can be increased.

＜第３実施形態＞
次に、本発明の第３の実施形態について説明する。図６は、鉄道車両の側構体１の一部の内面を示す図である。図７は、図６のＣＣ拡大断面図である。
第３の実施形態は、概ね第１及び第２の実施形態と同じ部分が多いので、異なる点のみ詳細に説明し、同じ部分については説明を割愛する。
図６に示すように、吹寄せパネル２の上部及び下部には、各々横骨部材１４が溶接接合されている。縦骨部材２１は、吹寄せパネル２の上下に配置された横骨部材１４の間に配置され溶接接合されている。横骨部材１４は、断面がハット型形状であり、ハット部１４ｂの両側には、第１フランジ部１４ａと第２フランジ部１４ｃが延設されている。
図７に示すように、横骨部材１４の第１フランジ部１４ａは、先端半分は、吹寄せパネル２の上面に接触し、後半部は、窓上横骨部材１１の第１フランジ部１１ａの上面に接触している。
これにより、横骨部材１４の一方の第１フランジ部１４ａは、窓上横骨部材１１の第１フランジ部１１ａの上面、及び吹寄せパネル２の上面に接する状態で溶接接合されるため、幕板パネル３にひずみが発生することがなく、幕板パネル３の車外面にひずみが現れることがない。 <Third Embodiment>
Next, a third embodiment of the present invention will be described. FIG. 6 is a diagram showing an inner surface of a part of the side structure 1 of the railway vehicle. FIG. 7 is an enlarged cross-sectional view of CC in FIG.
The third embodiment generally has many parts that are the same as the first and second embodiments, so only the differences will be described in detail, and description of the same parts will be omitted.
As shown in FIG. 6, transverse members 14 are welded to the upper and lower portions of the blow-in panel 2, respectively. The vertical frame members 21 are arranged between the horizontal frame members 14 arranged above and below the blow-off panel 2 and welded to each other. The cross member 14 has a hat-shaped cross section, and a first flange portion 14a and a second flange portion 14c are extended on both sides of the hat portion 14b.
As shown in FIG. 7, the first flange portion 14a of the cross member 14 is in contact with the upper surface of the blow-in panel 2 at the tip half and in the latter half of the upper surface of the first flange portion 11a of the window cross member 11. Is in contact with.
As a result, the one first flange portion 14a of the horizontal frame member 14 is welded and joined in contact with the upper surface of the first flange portion 11a of the window upper horizontal frame member 11 and the upper surface of the blow-in panel 2, and thus the curtain plate. No distortion is generated in the panel 3, and no distortion appears on the vehicle exterior surface of the curtain panel 3.

＜第４実施形態＞
次に、本発明の第４の実施形態について説明する。図８は、鉄道車両の側構体１の一部の内面を示す図である。図９は、図８のＤＤ拡大断面図である。
第４の実施形態は、概ね第１乃至第３の実施形態と同じ部分が多いので、異なる点のみ詳細に説明し、同じ部分については説明を割愛する。
図８に示すように、吹寄せパネル２には、３本の横骨部材１３が溶接接合されている。
図９に示すように、窓上横骨部材１１の第１フランジ部１１ａは、第２フランジ部１１ｃと比べて長く延設されており、吹寄せパネル２の端面近くまで延設されている。
これにより、横骨部材１３の一方のフランジ部１３ｃは、第１フランジ部１１ａの上面に接する状態で溶接接合されるため、幕板パネル３にひずみが発生することがなく、幕板パネル３の車外面にひずみが現れることがない。また、吹寄せパネル２と幕板パネル３、及び吹寄せパネル２と腰板パネル４の溶接接合部の強度を高めることができる。 <Fourth Embodiment>
Next, a fourth embodiment of the present invention will be described. FIG. 8 is a diagram showing an inner surface of a part of the side structure 1 of the railway vehicle. 9 is a DD enlarged cross-sectional view of FIG.
Since the fourth embodiment generally has many of the same parts as the first to third embodiments, only different points will be described in detail, and description of the same parts will be omitted.
As shown in FIG. 8, three transverse members 13 are welded to the blow-in panel 2.
As shown in FIG. 9, the first flange portion 11 a of the window cross member 11 is extended longer than the second flange portion 11 c, and is extended to near the end surface of the blow-in panel 2.
As a result, the one flange portion 13c of the horizontal frame member 13 is welded and joined in a state of being in contact with the upper surface of the first flange portion 11a, so that the curtain plate panel 3 is not distorted, and the curtain plate panel 3 has no distortion. No distortion appears on the outer surface of the car. Moreover, the strength of the welded joint between the blow-off panel 2 and the curtain panel 3 and between the blow-up panel 2 and the waist panel 4 can be increased.

＜参考形態＞
次に、本発明の参考形態を説明する。図１０は、鉄道車両の側構体１の一部の内面を示す図である。図１１は、図１０のＥＥ拡大断面図であり、図１２は、図１０のＦＦ拡大断面図である。
本参考形態は、図１の第１乃至第４の実施の形態と同じ部分が多いので、異なる点のみ詳細に説明し、同じ部分については説明を割愛する。
第１の実施形態では、窓上横骨部材１１の第１フランジ部１１ａを延設していたが、本参考形態では、窓上横骨部材１１の第１フランジ部１１ａを延設することなく、別部材であるプレート部材１５を使っている。
これにより、縦骨部材２０の両側のフランジ部２０ａ、２０ｃの下面は、プレート部材１５の上面に接触した状態で溶接接合されるため、幕板パネル３にひずみが発生することがなく、幕板パネル３の車外面にひずみが現れることがない。
図１０に示すように、窓開口部５の縦方向に沿って、縦骨部材２２が溶接接合されている。図１２に示すように、縦骨部材２２は、ハット部２２ｂが幅を狭くし高さを高く形成して、強度を保持している。ハット部２２ｂの両側には、フランジ部２２ａ、２２ｃが延設されている。また、フランジ部２２ｃの先端部は折り曲げられて、リブ部２２ｄを形成している。 <Reference form>
Next, a reference embodiment of the present invention will be described. FIG. 10 is a diagram showing an inner surface of a part of the side structure 1 of the railway vehicle. 11 is an EE enlarged sectional view of FIG. 10, and FIG. 12 is an FF enlarged sectional view of FIG.
Since many parts of the reference embodiment are the same as those of the first to fourth embodiments of FIG. 1, only different points will be described in detail, and description of the same parts will be omitted.
In the first embodiment, the first flange portion 11a of the window transverse member 11 is extended, but in the present embodiment, the first flange portion 11a of the window transverse member 11 is not extended. The plate member 15 which is a separate member is used.
As a result, the lower surfaces of the flange portions 20a and 20c on both sides of the vertical frame member 20 are welded to each other while being in contact with the upper surface of the plate member 15, so that the curtain plate panel 3 is not distorted and the curtain plate is not deformed. No strain appears on the outer surface of the vehicle of panel 3.
As shown in FIG. 10, the vertical frame member 22 is welded and joined along the vertical direction of the window opening 5. As shown in FIG. 12, in the vertical frame member 22, the hat portion 22b has a narrow width and a high height to maintain strength. Flange portions 22a and 22c are extended on both sides of the hat portion 22b. Further, the tip portion of the flange portion 22c is bent to form a rib portion 22d.

以上、詳細に説明したように、第１乃至第４実施形態によれば、（１）外板が、幕板パネル３、吹寄せパネル２、及び腰板パネル４を有し、窓開口部５が形成され、外板の車内面に車体高さ方向に沿って接合された縦骨部材２０、２１と、外板の車内面に車体長手方向に沿って接合された横骨部材１１、１２、１３、１４とを備える側構体１を有する鉄道車両において、吹寄せパネル２の板厚が、幕板パネル３及び腰板パネル４の板厚より厚く形成されていること、窓開口部５横の吹寄せ部の上方に位置する窓上横骨部材１１と、吹寄せ部の下方に位置する窓下横骨部材１２が、断面ハット型形状であり、外板の車内面に接する２つのフランジ部１１ａ、１１ｃ、１２ａ、１２ｃのうち、窓開口部側の第１フランジ部１１ａ、１２ａの長さが、他方の第２フランジ部１１ｃ、１２ｃの長さと比べて延長されていること、を特徴とするので、窓上横骨部材１１の窓開口部側（下側）に延設された第１フランジ部１１ａと、窓下横骨部材１２の窓開口部側（上側）に延設された第１フランジ部１２ａが、吹寄せ部に配置された縦骨部材２０、２１または横骨部材１３、１４と側構体１の外板との間に装着されるため、吹寄せパネル２と幕板パネル３とに跨って、または吹寄せパネル２と腰板パネル４とに跨って縦骨部材２０、２１または横骨部材１３、１４を接合する場合に、溶接によるひずみが外板の車外面に現れることがなく、鉄道車両の外観を悪くすることがない。 As described above in detail, according to the first to fourth embodiments, (1) the outer plate has the curtain plate panel 3, the blowing panel 2, and the waist plate panel 4, and the window opening 5 is formed. The vertical frame members 20 and 21 joined to the vehicle inner surface of the outer plate along the vehicle body height direction, and the lateral frame members 11, 12, 13 joined to the vehicle inner surface of the outer plate along the vehicle body longitudinal direction. In the railway vehicle having the side structure 1 including the blower panel 14, the blower panel 2 is formed to be thicker than the curtain plate panel 3 and the waist plate panel 4, and above the blower portion beside the window opening 5. The upper window cross-member 11 located at and the lower window cross-member 12 located below the blowing portion have a hat-shaped cross-section, and two flange portions 11a, 11c, 12a contacting the vehicle interior surface of the outer plate. Of the 12c, the length of the first flange portion 11a, 12a on the window opening side is longer than the length of the second flange portion 11c, 12c on the other side. A first flange portion 11a extending to the window opening side (lower side) of the skeleton member 11 and a first flange portion 12a extending to the window opening side (upper side) of the window lower cross member 12 are provided. Since it is mounted between the vertical frame members 20 and 21 or the horizontal frame members 13 and 14 arranged in the blow-up portion and the outer plate of the side structure 1, the blow-up panel 2 and the curtain plate panel 3 are straddled or blown. When the vertical frame members 20 and 21 or the horizontal frame members 13 and 14 are joined across the panel 2 and the waist panel 4, distortion due to welding does not appear on the vehicle outer surface of the outer plate, and the appearance of the railway vehicle is deteriorated. There is nothing to do.

（２）（１）に記載の鉄道車両において、延長された第１フランジ部１１ａ、１２ａの板厚は、吹寄せパネル２の板厚（３．５ｍｍ）と、幕板パネル３及び腰板パネル４の板厚（２．０ｍｍ）との差分である（１．５ｍｍ）であること、を特徴とするので、吹寄せパネル２と幕板パネル３との段差、及び吹寄せパネル２と腰板パネル４との段差を確実になくすことができるため、溶接によるひずみが外板の車外面に現れることがなく、鉄道車両の外観を悪くすることがない。
また、別部材を必要としないため、製造工程において、余分な作業が不要であり、作業効率を高くすることができ、コストダウンすることができる。 (2) In the railcar described in (1), the plate thicknesses of the extended first flange portions 11a and 12a are the same as those of the blow-in panel 2 (3.5 mm) and the curtain panel 3 and the waist panel 4. Since the difference is (1.5 mm) from the plate thickness (2.0 mm), the step between the blow-in panel 2 and the curtain panel 3 and the step between the blow-in panel 2 and the waist panel 4 Since it can be reliably eliminated, the distortion due to welding does not appear on the vehicle outer surface of the outer plate, and the appearance of the railway vehicle is not deteriorated.
Further, since no separate member is required, no extra work is required in the manufacturing process, work efficiency can be improved, and cost can be reduced.

（３）（１）または（２）に記載の鉄道車両において、吹寄せ部に配置される縦骨部材２０、２１のフランジ部２０ａ、２０ｃ、２１ａ、２１ｃが、延長された第１フランジ部１１ａ、１２ａを挟んで、外板の車内面に接合されていること、を特徴とするので、１本の縦骨部材２０、２１だけで吹寄せ部の座屈強度を十分高めることができるため、骨部材の点数を減少させることができる。また、延設された第１フランジ部１１ａ、１２ａは、吹寄せ部に当接させた状態で、縦骨部材２０、２１のフランジ部２０ａ、２０ｃ、２１ａ、２１ｃと外板車内面の間に保持されるため、縦骨部材２０、２１のフランジ部２０ａ、２０ｃ、２１ａ、２１ｃと外板の車内面との間に隙間を極力少なくでき、溶接によるひずみを減少することができる。
特に、縦骨部材２０、２１を溶接接合する場合には、側構体１の側外板面に縦方向にひずみが現れるが、本実施形態によれば、縦方向のひずみも発生しないため、外観を美しく保つことができる。 (3) In the railcar according to (1) or (2), the flange portions 20a, 20c, 21a, 21c of the longitudinal frame members 20, 21 arranged in the blow-up portion are extended first flange portions 11a, It is characterized in that it is joined to the vehicle inner surface of the outer plate by sandwiching 12a between them, so that the buckling strength of the blow-up portion can be sufficiently increased by only one longitudinal bone member 20, 21. The number of points can be reduced. Further, the extended first flange portions 11a and 12a are held between the flange portions 20a, 20c, 21a and 21c of the vertical frame members 20 and 21 and the inner surface of the outer plate vehicle in a state of being brought into contact with the blowing portion. Therefore, the gap between the flange portions 20a, 20c, 21a, 21c of the vertical frame members 20, 21 and the vehicle interior surface of the outer plate can be minimized, and the distortion due to welding can be reduced.
In particular, when the vertical frame members 20 and 21 are welded and joined, a vertical strain appears on the side outer plate surface of the side structure 1, but according to the present embodiment, a vertical strain does not occur. Can be kept beautiful.

（４）（１）または（２）に記載の鉄道車両において、吹寄せ部に配置される横骨部材１３のフランジ部１３ａ、１３ｃが、延長された第１フランジ部１１ａ、１２ａを挟んで、外板の車内面に接合されていること、を特徴とするので、吹寄せパネル２と幕板パネル３とに跨って、または吹寄せパネル２と腰板パネル４とに跨って横骨部材１３を接合する場合に、溶接によるひずみが外板の車外面に現れることがなく、鉄道車両の外観を悪くすることがない。 (4) In the railcar according to (1) or (2), the flange portions 13a and 13c of the lateral frame member 13 arranged in the blow-up portion are arranged outside the extended first flange portions 11a and 12a. Since the board is joined to the inner surface of the vehicle, the transverse frame member 13 is joined across the blow-in panel 2 and the curtain panel 3 or across the blow-in panel 2 and the waist panel 4. In addition, the distortion caused by welding does not appear on the outer surface of the outer plate of the vehicle, and the appearance of the railway vehicle is not deteriorated.

なお、本実施形態は単なる例示にすぎず、本発明を何ら限定するものではない。したがって本発明は当然に、その要旨を逸脱しない範囲内で様々な改良、変形が可能である。
例えば、本実施の形態では、延長する第１フランジ部１１ａを全幅で延長しているが、縦骨部材等の溶接個所に合わせて部分的に延長しても良い。 It should be noted that the present embodiment is merely an example and does not limit the present invention. Therefore, the present invention is naturally capable of various improvements and modifications without departing from the scope of the invention.
For example, in the present embodiment, the extending first flange portion 11a is extended over the entire width, but it may be partially extended in accordance with the welding location such as the vertical frame member.

１側構体
２吹寄せパネル
３幕板パネル
４腰板パネル
５窓開口部
６出入口開口部
１１窓上横骨部材
１１ａ、１２ａ第１フランジ部
１１ｂ、１２ｂハット部
１１ｃ、１２ｃ第２フランジ部
１２窓下横骨部材
１３横骨部材
２０縦骨部材 1 Side structure 2 Blower panel 3 Curtain panel 4 Waist panel 5 Window opening 6 Entrance opening 11 Upper frame cross member 11a, 12a 1st flange part 11b, 12b Hat part 11c, 12c 2nd flange part 12 Window bottom side Bone member 13 Horizontal member 20 Vertical member

Claims

The outer panel has a curtain panel, a blow-up panel, and a waist panel, a window opening is formed, and a vertical frame member joined to the vehicle inner surface of the outer panel along the vehicle body height direction, and the outer panel. In a railway vehicle having a side structure including a transverse member joined to the vehicle inner surface along the vehicle body longitudinal direction,
The thickness of the blowing panel is formed to be thicker than the thickness of the curtain panel and the waist panel,
An upper window cross member located above the blower part beside the window opening and a lower window cross member located below the blower part have a hat-shaped cross-section and are in contact with the vehicle inner surface of the outer plate. Of the two flange portions, the length of the flange portion on the side of the window opening is longer than the length of the other flange portion,
Railway vehicle characterized by.

The railway vehicle according to claim 1,
The plate thickness of the extended flange portion is a difference between the plate thickness of the blowing panel and the plate thickness of the curtain plate panel and the waist plate panel,
Railway vehicle characterized by.

In the railway vehicle according to claim 1 or 2,
The flange portion of the vertical frame member arranged in the blow-up portion is joined to the vehicle inner surface of the outer plate with the extended flange portion interposed therebetween.
Railway vehicle characterized by.

In the railway vehicle according to claim 1 or 2,
The flange portion of the transverse member arranged in the blow-up portion is joined to the vehicle inner surface of the outer plate with the extended flange portion interposed therebetween.
Railway vehicle characterized by.