JP6824775B2 - Aperture frame for railcars - Google Patents
Aperture frame for railcars Download PDFInfo
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- JP6824775B2 JP6824775B2 JP2017031361A JP2017031361A JP6824775B2 JP 6824775 B2 JP6824775 B2 JP 6824775B2 JP 2017031361 A JP2017031361 A JP 2017031361A JP 2017031361 A JP2017031361 A JP 2017031361A JP 6824775 B2 JP6824775 B2 JP 6824775B2
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本発明は、鉄道車両用開口フレームに関する。 The present invention relates to an opening frame for a railroad vehicle.
鉄道車両構体には、乗降口となる扉や、窓などが取り付けられる開口部が設けられている。開口部の強度を十分に確保するため、開口部には、開口フレームが取り付けられている。例えば特許文献１に記載の鉄道車両の側構体では、開口部の下側隅部を跨ぐように押し出し形材を入口柱の下部に嵌め込むことにより、下側隅部における湾曲部分を形成している。 The railcar structure is provided with doors that serve as entrances and exits, and openings for attaching windows and the like. An opening frame is attached to the opening in order to ensure sufficient strength of the opening. For example, in the side structure of a railroad vehicle described in Patent Document 1, an extruded shape member is fitted into the lower part of an entrance pillar so as to straddle the lower corner portion of the opening, thereby forming a curved portion in the lower corner portion. There is.
例えば従来の通勤型の鉄道車両構体では、側構体を構成する外板に対して開口フレームが取り付けられている。開口フレームは、車両の上下方向に延びる縦部分、車両の前後方向に延びる横部分、及び縦部分と横部分とを繋ぐ湾曲部分を一体に接合してなる。湾曲部分には、鉄道車両の走行時或いは乗客の乗降時などに応力が集中し易い。このため、応力の集中に耐えられるように、縦部分及び横部分に比べて湾曲部分の厚さを大きくし、湾曲部分の強度を確保する構成が採用されていた。 For example, in a conventional commuter type railway vehicle structure, an opening frame is attached to an outer plate constituting the side structure. The opening frame is integrally joined with a vertical portion extending in the vertical direction of the vehicle, a horizontal portion extending in the front-rear direction of the vehicle, and a curved portion connecting the vertical portion and the horizontal portion. Stress tends to concentrate on the curved portion when the railroad vehicle is running or when passengers get on and off. Therefore, in order to withstand the concentration of stress, a configuration has been adopted in which the thickness of the curved portion is increased as compared with the vertical portion and the horizontal portion to ensure the strength of the curved portion.
しかしながら、縦部分及び横部分に比べて湾曲部分の厚さを大きくすると、安価なプレス加工では湾曲部分を形成することが困難となり、高価な削り出し加工によって湾曲部分を形成する必要があった。開口フレームは、車両毎に複数設けられるため、湾曲部分の製造コストが増大すると、鉄道車両構体の製作コストの増大に直結してしまうという問題があった。また、縦部分及び横部分と湾曲部分との間で厚さに差があると、これらの境界部分に段差が生じ、側構体と開口フレームとの間に隙間が生じる。このような隙間は、水滴等による腐食を抑制する観点で望ましくない。 However, if the thickness of the curved portion is made larger than that of the vertical portion and the horizontal portion, it becomes difficult to form the curved portion by inexpensive press working, and it is necessary to form the curved portion by expensive cutting work. Since a plurality of opening frames are provided for each vehicle, there is a problem that if the manufacturing cost of the curved portion increases, it directly leads to an increase in the manufacturing cost of the railway vehicle structure. Further, if there is a difference in thickness between the vertical portion and the horizontal portion and the curved portion, a step is generated at the boundary portion between them, and a gap is generated between the side structure and the opening frame. Such a gap is not desirable from the viewpoint of suppressing corrosion due to water droplets or the like.
本発明は、上記課題の解決のためになされたものであり、製造コストの増大を回避しつつ湾曲部分の強度を十分に確保でき、かつ段差の無い形状の鉄道車両用開口フレームを提供することを目的とする。 The present invention has been made to solve the above problems, and to provide an opening frame for a railway vehicle having a shape that can sufficiently secure the strength of a curved portion while avoiding an increase in manufacturing cost and has no step. With the goal.
本発明の一側面に係る鉄道車両用開口フレームは、鉄道車両構体の開口部に取り付けられる鉄道車両用開口フレームであって、第１の方向に延在する第１の直線部材と、第１の方向に交差する第２の方向に延在する第２の直線部材と、第１の直線部材と前記第２の直線部材とを繋ぐ湾曲コーナ部材と、を備え、湾曲コーナ部材は、第１の直線部材及び第２の直線部材よりも強度の高い材料によって、第１の直線部材及び第２の直線部材と等厚に形成されている。 The opening frame for a railroad vehicle according to one aspect of the present invention is an opening frame for a railroad vehicle attached to an opening of a railroad vehicle structure, and includes a first straight member extending in a first direction and a first straight member. A second straight line member extending in a second direction intersecting the directions and a curved corner member connecting the first straight line member and the second straight line member are provided, and the curved corner member is a first It is formed to have the same thickness as the first straight member and the second straight member by a material having higher strength than the straight member and the second straight member.
この鉄道車両用開口フレームでは、第１の直線部材及び第２の直線部材よりも強度の高い材料によって、湾曲コーナ部材が第１の直線部材及び第２の直線部材と等厚に形成されている。第１の直線部材及び第２の直線部材よりも強度の高い材料を用いることにより、湾曲コーナ部材を縦部材及び横部材と等厚とした場合でも、応力の集中し易い湾曲コーナ部材の強度を十分に確保できる。また、湾曲コーナ部材を第１の直線部材及び第２の直線部材と等厚とすることで、これらの接合部分に段差が生じることを回避できる。したがって、構体側との間に隙間が生じることを防止でき、水滴等による腐食を抑制できる。湾曲コーナ部材の厚さを抑制できるので、安価なプレス加工によって湾曲コーナ部材を形成でき、製造コストの増大を回避できる。 In this opening frame for railroad vehicles, the curved corner member is formed to have the same thickness as the first straight member and the second straight member by the material having higher strength than the first straight member and the second straight member. .. By using a material having higher strength than the first straight member and the second straight member, even when the curved corner member has the same thickness as the vertical member and the horizontal member, the strength of the curved corner member where stress is easily concentrated can be increased. It can be secured sufficiently. Further, by making the curved corner member equal in thickness to the first straight member and the second straight member, it is possible to avoid the occurrence of a step at the joint portion between them. Therefore, it is possible to prevent a gap from being formed between the structure and the structure side, and it is possible to suppress corrosion due to water droplets or the like. Since the thickness of the curved corner member can be suppressed, the curved corner member can be formed by inexpensive press working, and an increase in manufacturing cost can be avoided.
また、湾曲コーナ部材は、ＳＵＳ３０１Ｌ−３／４Ｈによって形成されていてもよい。これにより、湾曲コーナ部材の厚さを第１の直線部材及び第２の直線部材の厚さと等厚にした場合でも、湾曲コーナ部材の強度をより確実に確保できる。 Further, the curved corner member may be formed by SUS301L-3 / 4H. As a result, even when the thickness of the curved corner member is made equal to the thickness of the first straight member and the second straight member, the strength of the curved corner member can be more reliably secured.
また、湾曲コーナ部材は、レーザ溶接によって第１の直線部材及び第２の直線部材に接合されていてもよい。レーザ溶接を用いる場合、接合部の幅を狭い範囲に抑えられると共に、接合部への入熱を抑制できる。ＳＵＳ３０１Ｌ−３／４Ｈは、加工硬化を利用して鋼材の硬度を向上させているため、熱が加わると加工硬化による高度の向上効果が失われることが考えられる。したがって、レーザ溶接を用いることで、接合部及びその近傍においても加工硬化による高度の向上効果が維持される。 Further, the curved corner member may be joined to the first straight line member and the second straight line member by laser welding. When laser welding is used, the width of the joint can be suppressed to a narrow range, and heat input to the joint can be suppressed. Since SUS301L-3 / 4H improves the hardness of the steel material by utilizing work hardening, it is considered that the high improvement effect due to work hardening is lost when heat is applied. Therefore, by using laser welding, a high degree of improvement effect by work hardening is maintained even in the joint portion and its vicinity.
また、湾曲コーナ部材の一端部は、第１の直線部材と同方向に延びると共に第１の直線部材に接合される第１の直線部分となっており、湾曲コーナ部材の他端部は、第２の直線部材と同方向に延びると共に第２の直線部材に接合される第２の直線部分となっていてもよい。応力が集中し易い湾曲部分を避けて直線部分で接合を行うことで、接合部の破損を抑制できる。また、接合の作業性も向上できる。 Further, one end of the curved corner member is a first straight portion that extends in the same direction as the first straight member and is joined to the first straight member, and the other end of the curved corner member is the first. It may be a second straight line portion that extends in the same direction as the second straight line member and is joined to the second straight line member. Damage to the joint can be suppressed by joining at the straight part while avoiding the curved part where stress tends to concentrate. In addition, the workability of joining can be improved.
本発明によれば、製造コストの増大を回避しつつ湾曲部分の強度を十分に確保でき、かつ段差の無い形状の鉄道車両用開口フレームが得られる。 According to the present invention, it is possible to obtain an opening frame for a railway vehicle which can sufficiently secure the strength of a curved portion while avoiding an increase in manufacturing cost and has a shape without a step.
以下、図面を参照しながら、本発明の一側面に係る鉄道車両用開口フレームの好適な実施形態について詳細に説明する。 Hereinafter, a preferred embodiment of the opening frame for a railway vehicle according to one aspect of the present invention will be described in detail with reference to the drawings.
本実施形態に係る鉄道車両用開口フレームを適用した鉄道車両構体の一例を示す概略斜視図である。同図に示すように、鉄道車両構体１は、床構体２と、側構体３と、屋根構体４と、妻構体５とを備えている。これらの各構体が相互に接合されることにより、鉄道車両構体１は、乗客を収容する空間を内部に有する箱型形状をなしている。 It is a schematic perspective view which shows an example of the railroad vehicle structure to which the opening frame for a railroad vehicle which concerns on this embodiment is applied. As shown in the figure, the railroad vehicle structure 1 includes a floor structure 2, a side structure 3, a roof structure 4, and a wife structure 5. By joining each of these structures to each other, the railroad vehicle structure 1 has a box shape having a space for accommodating passengers inside.
また、ドア部６，６間と側構体３の両端部とには、窓部７が設けられている。妻構体５は、乗客や乗員らが車両間を行き来するための出入口部８が設けられている。屋根構体４は、車両の屋根部を構成する構体として鉄道車両の構体の上部に空間に蓋をするように配置されている。車両の屋根構体４には、上部に車内の温度を調整するためのエアコンディショナーやパンタグラフ（図示しない）などが備えられている。 Further, windows 7 are provided between the door portions 6 and 6 and both ends of the side structure 3. The wife structure 5 is provided with an entrance / exit portion 8 for passengers and occupants to move between vehicles. The roof structure 4 is arranged so as to cover the space above the structure of the railway vehicle as a structure constituting the roof portion of the vehicle. The roof structure 4 of the vehicle is provided with an air conditioner, a pantograph (not shown), and the like for adjusting the temperature inside the vehicle at the upper part.
上述したドア部６及び窓部７には、鉄道車両用開口フレーム１１（以下「開口フレーム１１」と称す）が設けられている。開口フレーム１１は、側構体３におけるドア部６及び窓部７等の開口部を補強するための部材であり、側構体３を構成する外板に対して別パーツとして取り付けられている。また、本実施形態では、妻構体５の出入口部８に対しても同様の開口フレーム１１が適用されている。以下、この開口フレーム１１について詳細に説明する。 The door portion 6 and the window portion 7 described above are provided with an opening frame 11 for a railway vehicle (hereinafter referred to as an “opening frame 11”). The opening frame 11 is a member for reinforcing openings such as the door portion 6 and the window portion 7 in the side structure 3, and is attached as a separate part to the outer plate constituting the side structure 3. Further, in the present embodiment, the same opening frame 11 is applied to the entrance / exit portion 8 of the wife structure 5. Hereinafter, the opening frame 11 will be described in detail.
図２は、鉄道車両構体の応力分布を示す図である。同図に示す応力分布は、試験用の鉄道車両構体１０１（図１に示した構成とは窓部及びドア部の配置数が異なる）の４隅のうちの任意の３点を支持した場合のＦＥＭ（有限要素法）による解析結果を示している。試験方法は、「ＪＩＳ Ｅ７１０５」に規定された荷重試験方法に準ずる。３点支持により、鉄道車両構体１０１に歪みが生じた場合、図２に示す例では、側構体１０３の開口部に設けられた開口フレーム１１１とその近傍とに応力が集中していることが確認できる。また、図３は、鉄道車両用開口フレームの応力分布を示す図である。同図に示す例では、開口フレーム１１１に応力が発生する場合、縦部分１１２及び横部分１１３に比べて開口フレーム１１１の湾曲部分１１４に応力が集中していることが確認できる。特に、湾曲部分１１４の中間点近傍に最も高い応力が生じていることが分かる。 FIG. 2 is a diagram showing a stress distribution of a railroad vehicle structure. The stress distribution shown in the figure is when any three of the four corners of the test railroad vehicle structure 101 (the number of windows and doors arranged is different from the configuration shown in FIG. 1) are supported. The analysis result by FEM (finite element method) is shown. The test method conforms to the load test method specified in "JIS E7105". When the railway vehicle structure 101 is distorted due to the three-point support, in the example shown in FIG. 2, it is confirmed that the stress is concentrated on the opening frame 111 provided at the opening of the side structure 103 and its vicinity. it can. Further, FIG. 3 is a diagram showing a stress distribution of an opening frame for a railway vehicle. In the example shown in the figure, when stress is generated in the opening frame 111, it can be confirmed that the stress is concentrated in the curved portion 114 of the opening frame 111 as compared with the vertical portion 112 and the horizontal portion 113. In particular, it can be seen that the highest stress is generated in the vicinity of the midpoint of the curved portion 114.
このような応力の集中に耐えられるように、従来では、縦部分１１２及び横部分１１３に比べて湾曲部分１１４の厚さを大きくして湾曲部分１１４の強度を確保する構成が採用されていた。しかしながら、縦部分１１２及び横部分１１３に比べて湾曲部分１１４の厚さを大きくすると、安価なプレス加工では湾曲部分１１４を形成することが困難となり、高価な削り出し加工によって湾曲部分１１４を形成する必要があった。 Conventionally, in order to withstand such concentration of stress, a configuration has been adopted in which the thickness of the curved portion 114 is increased as compared with the vertical portion 112 and the horizontal portion 113 to secure the strength of the curved portion 114. However, if the thickness of the curved portion 114 is made larger than that of the vertical portion 112 and the horizontal portion 113, it becomes difficult to form the curved portion 114 by inexpensive press working, and the curved portion 114 is formed by expensive cutting. I needed it.
開口フレーム１１１は、車両毎に複数設けられるため、湾曲部分１１４の製造コストが増大すると、鉄道車両構体１０１の製作コストの増大に直結してしまうという問題があった。また、縦部分１１２及び横部分１１３と湾曲部分１１４との間で厚さに差があると、これらの境界部分に段差が生じ、側構体１０３と開口フレーム１１１との間に隙間が生じる。このような隙間は、水滴等による腐食を抑制する観点で望ましくない。 Since a plurality of opening frames 111 are provided for each vehicle, there is a problem that if the manufacturing cost of the curved portion 114 increases, it directly leads to an increase in the manufacturing cost of the railway vehicle structure 101. Further, if there is a difference in thickness between the vertical portion 112 and the horizontal portion 113 and the curved portion 114, a step is generated at the boundary portion between them, and a gap is generated between the side structure 103 and the opening frame 111. Such a gap is not desirable from the viewpoint of suppressing corrosion due to water droplets or the like.
これに対し、本実施形態に係る開口フレーム１１は、図４に示すように、縦方向（第１の方向）に延在する縦部材（第１の直線部材）１２と、縦方向に交差する横方向（第２の方向）に延在する横部材（第２の直線部材）１３と、縦部材１２と横部材１３とを繋ぐ湾曲コーナ部材１４とによって構成されている。 On the other hand, as shown in FIG. 4, the opening frame 11 according to the present embodiment intersects the vertical member (first straight member) 12 extending in the vertical direction (first direction) in the vertical direction. It is composed of a horizontal member (second straight member) 13 extending in the horizontal direction (second direction) and a curved corner member 14 connecting the vertical member 12 and the horizontal member 13.
開口フレーム１１は、縦部材１２、横部材１３、及び湾曲コーナ部材１４の接合により、全体として枠体状をなしている。開口フレーム１１の外側部分１５は、開口部への取り付け状態において側構体３の面内方向に沿う部分であり、開口部の形状を画成する。また、開口フレーム１１の内側部分１６は、外側部分１５に対して一方側に滑らかに折れ曲がり、開口部の奥行きを形成する。 The opening frame 11 has a frame shape as a whole by joining the vertical member 12, the horizontal member 13, and the curved corner member 14. The outer portion 15 of the opening frame 11 is a portion along the in-plane direction of the side structure 3 in the state of being attached to the opening, and defines the shape of the opening. Further, the inner portion 16 of the opening frame 11 is smoothly bent to one side with respect to the outer portion 15 to form the depth of the opening.
縦部材１２は、開口フレーム１１を鉄道車両構体１の開口部に適用する際に車両の上下方向を向く直線部分である。縦部材１２は、例えばＳＵＳ３０４などのステンレス鋼によって形成されている。横部材１３は、開口フレーム１１を鉄道車両構体１の開口部に適用する際に車両の前後方向を向く直線部分である。横部材１３は、縦部材１２と同様に、例えばＳＵＳ３０４などのステンレス鋼によって形成されている。本実施形態では、縦部材１２及び横部材１３の厚さは、いずれも数ミリ程度で互いに等しくなっている。また、本実施形態では、縦部材１２の断面形状と横部材１３の断面形状とが略同一となっている。 The vertical member 12 is a straight line portion that faces in the vertical direction of the vehicle when the opening frame 11 is applied to the opening of the railway vehicle structure 1. The vertical member 12 is made of stainless steel such as SUS304. The horizontal member 13 is a straight line portion that faces the front-rear direction of the vehicle when the opening frame 11 is applied to the opening of the railway vehicle structure 1. Like the vertical member 12, the horizontal member 13 is made of stainless steel such as SUS304. In the present embodiment, the thicknesses of the vertical member 12 and the horizontal member 13 are about several millimeters and are equal to each other. Further, in the present embodiment, the cross-sectional shape of the vertical member 12 and the cross-sectional shape of the horizontal member 13 are substantially the same.
湾曲コーナ部材１４は、開口フレーム１１の角部１７を構成する部分である。角部１７への応力集中を緩和するため、湾曲コーナ部材１４における外側角部１７ａ及び内側角部１７ｂは、開口フレーム１１の正面視においていずれも丸みを帯びている。本実施形態では、内側角部１７ｂの曲率半径は、外側角部１７ａの曲率半径よりも大きくなっている。また、湾曲コーナ部材１４の厚さは、縦部材１２及び横部材１３の厚さと等厚となっており、湾曲コーナ部材１４の断面形状は、縦部材１２及び横部材１３の断面形状と略同一となっている。 The curved corner member 14 is a portion constituting the corner portion 17 of the opening frame 11. In order to alleviate the stress concentration on the corner portion 17, the outer corner portion 17a and the inner corner portion 17b of the curved corner member 14 are both rounded in the front view of the opening frame 11. In the present embodiment, the radius of curvature of the inner corner portion 17b is larger than the radius of curvature of the outer corner portion 17a. Further, the thickness of the curved corner member 14 is equal to the thickness of the vertical member 12 and the horizontal member 13, and the cross-sectional shape of the curved corner member 14 is substantially the same as the cross-sectional shape of the vertical member 12 and the horizontal member 13. It has become.
湾曲コーナ部材１４の一端部１４ａ（第１の直線部分）は、縦部材１２と同方向に延びる直線部分となっている。湾曲コーナ部材１４の一端部１４ａは、縦部材１２の一端部１２ａに対して突き合わされ、当該突き合わせ部分に沿って溶接部Ｗが設けられている。溶接部Ｗにより、湾曲コーナ部材１４と縦部材１２とは、互いに強固に接合されている。 One end portion 14a (first straight line portion) of the curved corner member 14 is a straight line portion extending in the same direction as the vertical member 12. One end 14a of the curved corner member 14 is abutted against one end 12a of the vertical member 12, and a welded portion W is provided along the abutted portion. The curved corner member 14 and the vertical member 12 are firmly joined to each other by the welded portion W.
湾曲コーナ部材１４の他端部１４ｂ（第２の直線部分）は、横部材１３と同方向に延びる直線部分となっている。湾曲コーナ部材１４の他端部１４ｂは、横部材１３の一端部１３ａに対して突き合わされ、当該突き合わせ部分に沿って溶接部Ｗが設けられている。溶接部Ｗにより、湾曲コーナ部材１４と横部材１３とは、互いに強固に接合されている。 The other end 14b (second straight line portion) of the curved corner member 14 is a straight line portion extending in the same direction as the horizontal member 13. The other end 14b of the curved corner member 14 is abutted against one end 13a of the lateral member 13, and a welded portion W is provided along the abutted portion. The curved corner member 14 and the horizontal member 13 are firmly joined to each other by the welded portion W.
溶接部Ｗを形成する溶接手法には、特に制限はないが、例えばアーク溶接、或いはレーザ溶接を用いることができる。縦部材１２、横部材１３、及び湾曲コーナ部材１４が互いに等厚となっていることで、溶接部Ｗには段差が生じておらず、フラットな状態となっている。溶接部Ｗには、グラインダなどによる研磨を施すことが好適である。この場合、溶接部Ｗを他の部分に対して目立たなくすることが可能となる。 The welding method for forming the welded portion W is not particularly limited, but for example, arc welding or laser welding can be used. Since the vertical member 12, the horizontal member 13, and the curved corner member 14 have the same thickness as each other, the welded portion W has no step and is in a flat state. It is preferable to polish the welded portion W with a grinder or the like. In this case, the welded portion W can be made inconspicuous with respect to other portions.
湾曲コーナ部材１４は、縦部材１２及び横部材１３よりも強度の高い材料によって形成されている。このような材料としては、例えばＳＵＳ３０１Ｌなどのステンレス鋼が挙げられる。縦部材１２及び横部材１３をＳＵＳ３０４で形成する場合、湾曲コーナ部材１４をＳＵＳ３０１Ｌ−３／４Ｈで形成することが好適である。 The curved corner member 14 is made of a material having higher strength than the vertical member 12 and the horizontal member 13. Examples of such a material include stainless steel such as SUS301L. When the vertical member 12 and the horizontal member 13 are formed of SUS304, it is preferable that the curved corner member 14 is formed of SUS301L-3 / 4H.
ＳＵＳ３０１は、ＳＵＳ３０４からＮｉとＣｒとを低減し、加工硬化を施したオーステナイト系ステンレス鋼である。ＳＵＳ３０１Ｌは、ＳＵＳ３０１からＣを低減した低炭素鋼であり、加工硬化の程度によってＳＵＳ３０１Ｌ−１／４Ｈ、ＳＵＳ３０１Ｌ−１／２Ｈ、ＳＵＳ３０１Ｌ−３／４Ｈ、及びＳＵＳ３０１Ｌ−Ｈのように区分されている。 SUS301 is an austenitic stainless steel obtained by reducing Ni and Cr from SUS304 and performing work hardening. SUS301L is a low carbon steel in which C is reduced from SUS301, and is classified into SUS301L-1 / 4H, SUS301L-1 / 2H, SUS301L-3 / 4H, and SUS301L-H according to the degree of work hardening.
このような湾曲コーナ部材１４は、例えばプレス加工によって形成される。上述したＳＵＳ３０１Ｌ−３／４Ｈのような高強度材料によって湾曲コーナ部材１４を形成する場合、通常の曲げ加工が困難であるため、より変形量の得られる絞り加工を行うことが好適である。この場合、例えば図５に示すように、浅絞り加工用の凹状型２１のフランジ部分２２に母材２３を載置し、母材２３の縁部をホルダ（不図示）で押さえながらパンチ２４で母材２３の中央を押圧する。次に、例えば図６に示すように、加工後の母材２３の耳部２５及び凹状部分の底２６を一点鎖線に沿って切断する。これにより、複数（４コーナ分）の湾曲コーナ部材１４を一度に得ることができる。 Such a curved corner member 14 is formed by, for example, press working. When the curved corner member 14 is formed of a high-strength material such as SUS301L-3 / 4H described above, it is difficult to perform a normal bending process, so it is preferable to perform a drawing process capable of obtaining a larger amount of deformation. In this case, for example, as shown in FIG. 5, the base material 23 is placed on the flange portion 22 of the concave mold 21 for shallow drawing, and the punch 24 presses the edge of the base material 23 with a holder (not shown). Press the center of the base material 23. Next, for example, as shown in FIG. 6, the selvage portion 25 and the bottom 26 of the concave portion of the processed base material 23 are cut along the alternate long and short dash line. As a result, a plurality of (4 corners) curved corner members 14 can be obtained at one time.
以上説明したように、開口フレーム１１では、縦部材１２及び横部材１３よりも強度の高い材料によって、湾曲コーナ部材１４が縦部材１２及び横部材１３と等厚に形成されている。縦部材１２及び横部材１３よりも強度の高い材料を用いることにより、湾曲コーナ部材１４を縦部材１２及び横部材１３と等厚とした場合でも、応力の集中し易い湾曲コーナ部材１４の強度を十分に確保できる。また、湾曲コーナ部材１４を縦部材１２及び横部材１３と等厚とすることで、これらの接合部分に段差が生じることを回避できる。したがって、鉄道車両構体１に開口フレーム１１を適用する際に側構体３と開口フレーム１１との間に隙間が生じることを防止でき、水滴等による腐食を抑制できる。さらに、湾曲コーナ部材１４の厚さを抑制できるので、安価なプレス加工によって湾曲コーナ部材１４を形成でき、製造コストの増大を回避できる。 As described above, in the opening frame 11, the curved corner member 14 is formed to have the same thickness as the vertical member 12 and the horizontal member 13 by the material having higher strength than the vertical member 12 and the horizontal member 13. By using a material having higher strength than the vertical member 12 and the horizontal member 13, even when the curved corner member 14 has the same thickness as the vertical member 12 and the horizontal member 13, the strength of the curved corner member 14 in which stress is easily concentrated can be increased. It can be secured sufficiently. Further, by making the curved corner member 14 the same thickness as the vertical member 12 and the horizontal member 13, it is possible to prevent a step from being generated at the joint portion thereof. Therefore, when the opening frame 11 is applied to the railway vehicle structure 1, it is possible to prevent a gap from being formed between the side structure 3 and the opening frame 11, and it is possible to suppress corrosion due to water droplets or the like. Further, since the thickness of the curved corner member 14 can be suppressed, the curved corner member 14 can be formed by inexpensive press working, and an increase in manufacturing cost can be avoided.
また、本実施形態では、湾曲コーナ部材１４がＳＵＳ３０１Ｌ−３／４Ｈによって形成される形態が含まれている。ＳＵＳ３０１Ｌ−３／４Ｈを用いることにより、湾曲コーナ部材１４の厚さを縦部材１２及び横部材１３の厚さと等厚にした場合でも、湾曲コーナ部材１４の強度をより確実に確保できる。 Further, the present embodiment includes a form in which the curved corner member 14 is formed by SUS301L-3 / 4H. By using SUS301L-3 / 4H, the strength of the curved corner member 14 can be more reliably secured even when the thickness of the curved corner member 14 is made equal to the thickness of the vertical member 12 and the horizontal member 13.
また、本実施形態では、湾曲コーナ部材１４がレーザ溶接によって縦部材１２及び横部材１３に接合される形態が含まれている。レーザ溶接を用いる場合、溶接部Ｗの幅を狭い範囲に抑えられると共に、溶接部Ｗへの入熱を抑制できる。特に、ＳＵＳ３０１Ｌ−３／４Ｈは、加工硬化を利用して鋼材の硬度を向上させているため、熱が加わると加工硬化による高度の向上効果が失われることが考えられる。したがって、レーザ溶接を用いることで、溶接部Ｗ及びその近傍においても加工硬化による高度の向上効果が維持される。 Further, the present embodiment includes a form in which the curved corner member 14 is joined to the vertical member 12 and the horizontal member 13 by laser welding. When laser welding is used, the width of the welded portion W can be suppressed to a narrow range, and heat input to the welded portion W can be suppressed. In particular, since SUS301L-3 / 4H improves the hardness of the steel material by utilizing work hardening, it is considered that the high degree of improvement effect by work hardening is lost when heat is applied. Therefore, by using laser welding, a high degree of improvement effect by work hardening is maintained even in the welded portion W and its vicinity.
また、本実施形態では、湾曲コーナ部材１４の一端部１４ａ及び他端部１４ｂがいずれも直線部分となっており、当該部分で縦部材１２及び横部材１３との溶接がなされている。このような構成によれば、応力が集中し易い湾曲部分（特に内側角部１７ｂと外側角部１７ａとを結ぶ領域）を避けて直線部分で溶接を行うことで、溶接部Ｗの破損を抑制できる。また、接合の作業性も向上できる。 Further, in the present embodiment, both the one end portion 14a and the other end portion 14b of the curved corner member 14 are straight portions, and the vertical member 12 and the horizontal member 13 are welded at these portions. According to such a configuration, damage to the welded portion W is suppressed by performing welding in a straight portion while avoiding a curved portion (particularly a region connecting the inner corner portion 17b and the outer corner portion 17a) where stress tends to concentrate. it can. In addition, the workability of joining can be improved.
１…鉄道車両構体、１１…開口フレーム（鉄道車両用開口フレーム）、１２…縦部材（第１の直線部材）、１３…横部材（第２の直線部材）、１４…湾曲コーナ部材、１４ａ…一端部、１４ｂ…他端部。 1 ... Railway vehicle structure, 11 ... Opening frame (opening frame for railway vehicle), 12 ... Vertical member (first straight member), 13 ... Horizontal member (second straight member), 14 ... Curved corner member, 14a ... One end, 14b ... the other end.
Claims (4)
第１の方向に延在する第１の直線部材と、
前記第１の方向に交差する第２の方向に延在する第２の直線部材と、
前記第１の直線部材と前記第２の直線部材とを繋ぐ湾曲コーナ部材と、を備え、
前記湾曲コーナ部材は、前記第１の直線部材及び前記第２の直線部材よりも強度の高い材料によって、前記第１の直線部材及び前記第２の直線部材と等厚に形成されており、
少なくとも前記湾曲コーナ部材と前記第１の直線部材及び前記第２の直線部材との接続部分において、前記湾曲コーナ部材の断面形状が前記第１の直線部材及び前記第２の直線部材の断面形状と同一となっている鉄道車両用開口フレーム。 An opening frame for railroad vehicles that is attached to the opening of the railroad vehicle structure.
A first straight member extending in the first direction,
A second straight member extending in the second direction intersecting the first direction,
A curved corner member that connects the first straight member and the second straight member is provided.
The curved corner member is formed to have the same thickness as the first straight member and the second straight member by a material having a strength higher than that of the first straight member and the second straight member .
At least in the connecting portion between the curved corner member and the first straight member and the second straight member, the cross-sectional shape of the curved corner member is the cross-sectional shape of the first straight member and the second straight member. The same opening frame for railroad vehicles.
前記湾曲コーナ部材の他端部は、前記第２の直線部材と同方向に延びると共に前記第２の直線部材に接合される第２の直線部分となっている請求項１〜３のいずれか一項記載の鉄道車両用開口フレーム。 One end of the curved corner member is a first straight line portion that extends in the same direction as the first straight line member and is joined to the first straight line member.
Any one of claims 1 to 3, wherein the other end of the curved corner member extends in the same direction as the second straight member and is a second straight portion joined to the second straight member. Opening frame for railroad vehicles as described in the section.
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