JP7336580B1 - rail car - Google Patents

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JP7336580B1
JP7336580B1 JP2022161660A JP2022161660A JP7336580B1 JP 7336580 B1 JP7336580 B1 JP 7336580B1 JP 2022161660 A JP2022161660 A JP 2022161660A JP 2022161660 A JP2022161660 A JP 2022161660A JP 7336580 B1 JP7336580 B1 JP 7336580B1
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side wall
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猛哲 北村
健悟 大橋
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Nippon Sharyo Ltd
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    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • Y02T30/00Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance

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Abstract

【課題】車両側面からの衝突荷重に対する強度を確保し易く、精度良く簡単に製作できる裾絞り構造を有する鉄道車両を提供する。【解決手段】側外板2における腰板22の車両下部222を、腰板の板厚の50~200倍の曲率半径Rで曲げ形成された湾曲部223を介して車両内方へ傾斜させた鉄道車両10である。腰板の車両上部の下端部221aにはハット断面の第1の横骨部材3aの車外側フランジ部31aが接合され、腰板の車両下部の上端部222bには、ハット断面の第2の横骨部材3bの車外側フランジ部31bが接合され、ハット断面の側柱部材の車外側フランジ部41は、第1、2の横骨部材の車内側天頂部32a、32bに接合され、側柱部材は、第1、2の横骨部材の間で、湾曲部に沿って曲げ形成され、かつ曲げ形成領域4Mの範囲で車内側天頂部42Mと側壁部43Mとがコの字断面を形成するように切り欠き形成されている。【選択図】 図4An object of the present invention is to provide a railway vehicle having a hem-drawn structure that can easily ensure strength against collision loads from the side of the vehicle and that can be easily manufactured with high precision. [Solution] A railway vehicle in which a vehicle lower part 222 of a waist board 22 in a side outer panel 2 is inclined inward through a curved part 223 formed by bending with a radius of curvature R that is 50 to 200 times the thickness of the waist board. It is 10. The vehicle outer side flange portion 31a of the first transverse frame member 3a having a hat cross section is joined to the lower end 221a of the vehicle upper part of the waist plate, and the vehicle outer side flange part 31a of the vehicle lower part of the waist plate is connected to the vehicle outer side flange part 31a of the vehicle lower part of the waist plate. 3b is joined to the outside flange portion 31b of the side pillar member, and the outside flange portion 41 of the side pillar member having a hat cross section is joined to the inside zenith portions 32a and 32b of the first and second transverse frame members. It is bent between the first and second horizontal frame members along the curved part, and is cut so that the inside zenith part 42M and the side wall part 43M form a U-shaped cross section within the bending area 4M. A chip is formed. [Selection diagram] Figure 4

Description

本発明は、鉄道車両に関し、より詳しくは、側構体の側外板における腰板の車両下部を車両上部に対して湾曲部を介して車両内方へ傾斜させた裾絞り構造を有する鉄道車両に関する。 BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a railway vehicle, and more particularly, to a railway vehicle having a skirting structure in which the vehicle lower part of the wainscot panel of the side outer plate of the side structure is inclined inward with respect to the vehicle upper part via a curved portion.

一般に、鉄道車両の側構体には、側外板と、側外板の車内側に車外側フランジ部が接合されレール方向に延設されたハット断面の横骨部材と、横骨部材の車内側天頂部に車外側フランジ部が接合され車両上下方向に延設されたハット断面の側柱部材とを、主に備えている。また、側外板は、車両上方に配置される幕板と、車両下方に配置される腰板と、必要に応じて幕板及び腰板の車内側に重ね合されるシアプレートとを、主に備えている。そして、例えば、通勤用の鉄道車両では、客室内の容積を出来る限り大きく確保する等の理由から、幕板と腰板の車両上部とを車両外方へ突出させると共に、腰板の車両下部を車両上部に対して湾曲部を介して車両内方へ傾斜させた裾絞り構造が、採用されている場合が多い。 In general, the side structure of a railroad vehicle includes a side outer plate, a lateral frame member having a hat cross-section and extending in the rail direction with an outer flange portion joined to the inner side of the side outer plate, and the inner side of the lateral frame member. It is mainly provided with a side pillar member having a hat cross section and extending in the vertical direction of the vehicle and having the vehicle-exterior flange portion joined to the zenith portion. In addition, the side outer panels are mainly provided with a curtain plate arranged above the vehicle, a waist plate arranged below the vehicle, and a shear plate superimposed on the vehicle inner side of the curtain plate and the waist plate as necessary. ing. For example, in a railway car for commuting, for reasons such as securing the maximum possible volume in the passenger compartment, the curtain board and the upper part of the wainscot are made to protrude outward from the car, and the lower part of the wainscot is made to protrude from the upper part of the car. In many cases, a hem drawing structure that is inclined inward of the vehicle via a curved portion is adopted.

例えば、図10に示すように、裾絞り構造SK1を有する従来の鉄道車両100では、腰板101の車両上部101aと車両内方へ傾斜する車両下部101bとが交差する湾曲部101cにおける曲率半径R1は、ハット断面の側柱部材103を湾曲部101cに沿って曲げ加工できるように、例えば、1500mm程度(腰板101の板厚の略750倍)の大きさに形成されていた。また、腰板101(側外板)と横骨部材102との接合、横骨部材102と側柱部材103との接合には、近年、レーザ溶接が用いられている。 For example, as shown in FIG. 10, in a conventional railway vehicle 100 having a skirting structure SK1, the radius of curvature R1 at the curved portion 101c where the vehicle upper portion 101a of the waist plate 101 intersects the vehicle lower portion 101b inclined inward of the vehicle is For example, it is formed to have a size of about 1500 mm (approximately 750 times the thickness of the waist plate 101) so that the side post member 103 of the hat cross section can be bent along the curved portion 101c. In recent years, laser welding has been used to join the waist plate 101 (side outer plate) and the lateral rib member 102 and to join the lateral rib member 102 and the lateral pillar member 103 .

しかし、腰板101と横骨部材102との接合、横骨部材102と側柱部材103との接合をレーザ溶接によって接合する場合、その接合品質及び接合強度を確保するため、各接合部材同士の隙間を0.3mm以下にする必要があるが、曲率半径R1が上記1500mm程度で比較的大きく形成された腰板101の湾曲部101cに対する横骨部材102cの正確な位置合わせ及び拘束、及び当該横骨部材102cに対する側柱部材103の正確な位置合わせ及び拘束に、多くの手間が掛かるという問題があった。 However, when joining the lumbar plate 101 and the lateral rib member 102 and joining the lateral rib member 102 and the side pillar member 103 by laser welding, in order to secure the joint quality and joint strength, the gap between each joint member should be 0.3 mm or less, but accurate alignment and restraint of the lateral bone member 102c with respect to the curved portion 101c of the waist plate 101, which is formed relatively large with a curvature radius R1 of about 1500 mm, and the lateral bone member There is a problem that it takes a lot of time and effort to accurately align and constrain the side post member 103 with respect to 102c.

そのため、腰板101の内、平坦面に形成された車両上部101aと車両下部101bとに対して背の高い横骨部材102a、102bを接合し、湾曲部101cに対して背の低い横骨部材102cを接合すると共に、側柱部材103は、背の高い横骨部材102a、102bに対して接合し、背の低い横骨部材102cに対して隙間を設けて側柱部材103を接合しない構成が採用されていた。 For this reason, tall horizontal rib members 102a and 102b are joined to the vehicle upper portion 101a and the vehicle lower portion 101b formed on the flat surfaces of the wainscot 101, and the short horizontal rib member 102c is joined to the curved portion 101c. In addition, the side pillar member 103 is joined to the tall lateral rib members 102a and 102b, and the side pillar member 103 is not joined by providing a gap to the short lateral rib member 102c. It had been.

ところが、上記構成では、湾曲部101cに接合した背の低い横骨部材102cと側柱部材103とを接合しない構成であるため、車両側面からの衝突荷重に対する強度を現状より向上させることが困難であるという問題があった。また、湾曲部101cに対する背の低い横骨部材102cの正確な位置合わせ及び拘束に対する手間は、依然として多くかかり、作業工数が高止まりの状態であった。 However, in the above configuration, since the short lateral rib member 102c joined to the curved portion 101c and the side pillar member 103 are not joined together, it is difficult to improve the strength against the collision load from the side of the vehicle. There was a problem. In addition, it still takes a lot of time and effort to accurately align and restrain the short lateral rib member 102c with respect to the curved portion 101c, and the number of man-hours remains high.

これに対して、例えば、特許文献1には、図11に示すように、腰板201の湾曲部201cにおける曲率半径R2は、腰板201を曲げ加工できる100mm程度(腰板201の板厚の略50倍)の大きさに形成され、湾曲部201cの領域を狭くすると共に、ハット断面の横骨部材202(202a、202b、202c)を腰板201の平坦な車両上部201aと車両下部201bに接合し、また、横骨部材202(202a、202b、202c)に接合するハット断面の側柱部材(吹寄せ柱)203が腰板201の湾曲部201cの近傍で上下に分割されていて、分割された上下の側柱部材203a、203bの側壁部に対してコの字断面の繋ぎ金203cの側壁部をスポット溶接又は栓溶接によって接合した構成の裾絞り構造SK2を有する鉄道車両200が開示されている。 On the other hand, for example, in Patent Document 1, as shown in FIG. ), narrowing the area of the curved portion 201c, joining the horizontal rib members 202 (202a, 202b, 202c) of the hat cross section to the flat vehicle upper part 201a and the vehicle lower part 201b of the waist plate 201, and , the side pillar members (Fukiyose pillars) 203 of the hat cross section joined to the horizontal rib members 202 (202a, 202b, 202c) are divided into upper and lower parts near the curved part 201c of the waist plate 201, and the divided upper and lower side pillars A railway vehicle 200 is disclosed that has a bottom drawing structure SK2 in which a side wall portion of a linker 203c having a U-shaped cross section is joined to side wall portions of members 203a and 203b by spot welding or plug welding.

特開2021-70423号公報JP 2021-70423 A

しかしながら、上記特許文献1に記載された鉄道車両200では、横骨部材202(202a、202b、202c)に接合するハット断面の側柱部材203が腰板201の湾曲部201cの近傍で上下に分割されていて、分割された上下の側柱部材203a、203bの側壁部に対してコの字断面の繋ぎ金203cの側壁部をスポット溶接又は栓溶接によって接合した構成であるため、鉄道車両200に対する車両側面からの衝突荷重に対して上記スポット溶接又は栓溶接の接合部が破断する可能性があり、所要の強度を確保することが難しいという問題があった。 However, in the railway vehicle 200 described in Patent Document 1, the side pillar members 203 of the hat cross section that are joined to the lateral rib members 202 (202a, 202b, 202c) are divided into upper and lower portions near the curved portion 201c of the waist plate 201. In addition, the side wall portion of the linker 203c having a U-shaped cross section is joined to the side wall portions of the divided upper and lower side column members 203a and 203b by spot welding or plug welding. There is a possibility that the above-mentioned spot-welded or plug-welded joints may break due to the impact load from the side, and there is a problem that it is difficult to secure the required strength.

また、ハット断面の上下の側柱部材203a、203bとコの字断面の繋ぎ金203cとを製作(曲げ加工)する際、接合する箇所の、ハット断面の上下の側柱部材203a、203bの側壁部とコの字断面の繋ぎ金203cの側壁部とが、それぞれ異なる大きさの反りやスプリングバックを生じるため、側柱部材203を精度良く形成することが難しく、製作コストが多くかかるという問題があった。 In addition, when manufacturing (bending) the upper and lower side post members 203a and 203b of the hat cross section and the joint metal 203c of the U-shaped cross section, the side walls of the upper and lower side post members 203a and 203b of the hat cross section where they are joined Since warpage and springback of different magnitudes occur in the side wall portion of the linker 203c having a U-shaped cross section, it is difficult to form the side post member 203 with high precision, and the manufacturing cost is high. there were.

本発明は、かかる問題を解決するためになされたものであり、車両側面からの衝突荷重に対する強度を確保し易く、精度良く簡単に製作できる裾絞り構造を有する鉄道車両を提供することを目的とする。 SUMMARY OF THE INVENTION It is an object of the present invention to provide a railway vehicle having a hem taper structure that can be easily manufactured with high accuracy while easily ensuring strength against a collision load from the side of the vehicle. do.

上記目的を達成するため、本発明に係る鉄道車両は、以下の構成を備えている。
(1)側構体の側外板と、前記側外板の車内側に車外側フランジ部が接合されレール方向に延設されたハット断面の横骨部材と、前記横骨部材の車内側天頂部に車外側フランジ部が接合され車両上下方向に延設されたハット断面の側柱部材とを備え、前記側外板における腰板の車両下部を、前記腰板の車両上部に対して前記腰板の板厚の50~200倍の曲率半径で曲げ形成された湾曲部を介して車両内方へ傾斜させた裾絞り構造を有する鉄道車両であって、
前記腰板における前記車両上部の下端部には、第1の前記横骨部材の車外側フランジ部が接合され、前記腰板における前記車両下部の上端部には、第2の前記横骨部材の車外側フランジ部が接合されていること、
前記側柱部材の車外側フランジ部は、前記第1の横骨部材の車内側天頂部と前記第2の横骨部材の車内側天頂部とに接合されていること、
前記側柱部材は、前記第1の横骨部材と前記第2の横骨部材との間で、前記湾曲部に沿って曲げ形成され、かつ曲げ形成領域の範囲で車内側天頂部と側壁部とがコの字断面を形成するように切り欠き形成されていることを特徴とする。
In order to achieve the above objects, a railway vehicle according to the present invention has the following configuration.
(1) A side outer plate of a side structure, a lateral frame member having a hat cross section and extending in a rail direction by joining a vehicle outer flange portion to the vehicle inner side of the side outer plate, and a vehicle inner zenith portion of the lateral frame member. and a side pillar member having a hat cross-section extending in the vehicle vertical direction and having a vehicle outer flange portion joined to the side pillar member, wherein the vehicle lower part of the waist plate of the side outer plate is set to the vehicle upper part of the waist plate by the plate thickness of the waist plate A railway vehicle having a bottom drawing structure inclined inward of the vehicle through a curved portion formed by bending with a radius of curvature 50 to 200 times the
A vehicle-exterior flange portion of the first lateral rib member is joined to a lower end portion of the vehicle upper portion of the waist plate, and a vehicle exterior-side flange portion of the second lateral rib member is joined to an upper end portion of the vehicle lower portion of the waist plate. that the flanges are joined;
the vehicle-exterior flange portion of the side pillar member is joined to the vehicle-interior zenith portion of the first lateral rib member and the vehicle-interior zenith portion of the second lateral rib member;
The side pillar member is formed by bending along the curved portion between the first transverse rib member and the second transverse rib member, and is formed in the range of the bend formation region at the vehicle interior zenith portion and the side wall portion. It is characterized by forming a notch so as to form a U-shaped cross section.

本発明においては、腰板における車両上部の下端部には、第1の横骨部材の車外側フランジ部が接合され、腰板における車両下部の上端部には、第2の横骨部材の車外側フランジ部が接合され、側柱部材の車外側フランジ部は、第1の横骨部材の車内側天頂部と第2の横骨部材の車内側天頂部とに接合され、側柱部材は、第1の横骨部材と第2の横骨部材との間で、湾曲部に沿って曲げ形成され、かつ曲げ形成領域の範囲で車内側天頂部と側壁部とがコの字断面を形成するように切り欠き形成されているので、車両側面からの衝突荷重に対する所要の強度を確保しつつ側柱部材を精度良く製作することができ、製作コストを低減できる。 In the present invention, the vehicle outer flange portion of the first lateral rib member is joined to the lower end portion of the vehicle upper portion of the waist plate, and the vehicle outer flange portion of the second lateral rib member is joined to the upper end portion of the vehicle lower portion of the waist plate. and the outside flange portion of the side post member is joined to the inside zenith portion of the first transverse rib member and the inside zenith portion of the second transverse beam member, and the side pillar member is joined to the first Between the transverse rib member and the second transverse rib member, it is bent along the curved portion, and the vehicle interior zenith and the side wall form a U-shaped cross section within the bend forming region Since the notch is formed, the side pillar member can be manufactured with high precision while ensuring the required strength against the collision load from the side of the vehicle, and the manufacturing cost can be reduced.

すなわち、腰板における車両上部の下端部には、第1の横骨部材の車外側フランジ部が接合され、腰板における車両下部の上端部には、第2の横骨部材の車外側フランジ部が接合されているので、第1の横骨部材の車外側フランジ部と第2の横骨部材の車外側フランジ部とを、腰板に対して湾曲していない平坦な面で接合できる。そのため、第1の横骨部材と第2の横骨部材とを、腰板に対して正確に位置合わせ及び拘束させることができ、例えば、レーザ溶接によって接合する場合でも、接合部における溶接品質及び溶接強度に対する所要の基準を担保させることができる。 That is, the vehicle outer flange portion of the first lateral rib member is joined to the lower end portion of the vehicle upper portion of the waist plate, and the vehicle outer flange portion of the second lateral rib member is joined to the upper end portion of the vehicle lower portion of the waist plate. Therefore, the vehicle-exterior flange portion of the first lateral rib member and the vehicle-exterior flange portion of the second lateral rib member can be joined on a flat surface that is not curved with respect to the waist plate. Therefore, the first and second cross-bone members can be accurately aligned and constrained with respect to the wainscot, for example, even when joining by laser welding, the weld quality and weld quality at the joint can be improved. A required standard for strength can be ensured.

また、曲率半径が腰板の板厚の50~200倍で曲げ形成されることによって剛性を高めた湾曲部を、第1の横骨部材と第2の横骨部材とが、車両上下方向の互いに近接した位置で支持することができる。そのため、湾曲部が上記小さな曲率半径で湾曲することによって剛性を高めた腰板の強度を、互いに近接した位置に接合した複数の横骨部材によって、さらに向上させることができる。 In addition, the first transverse rib member and the second transverse rib member are bent with respect to each other in the vertical direction of the vehicle. Can be supported in close proximity. Therefore, the strength of the wainscot, whose rigidity is increased by bending the bending portion with the small radius of curvature, can be further improved by the plurality of transverse rib members joined at positions close to each other.

また、側柱部材の車外側フランジ部は、第1の横骨部材の車内側天頂部と第2の横骨部材の車内側天頂部とに接合され、側柱部材は、第1の横骨部材と第2の横骨部材との間で、湾曲部に沿って曲げ形成され、かつ曲げ形成領域の範囲で車内側天頂部と側壁部とがコの字断面を形成するように切り欠き形成されているので、側柱部材の切り欠き形成されていない車外側フランジ部は、直線状に形成され、第1の横骨部材の車内側天頂部と第2の横骨部材の車内側天頂部とに対して、それぞれ平坦な面で接合できる。そのため、側柱部材を、第1の横骨部材と第2の横骨部材とに対して正確に位置合わせ及び拘束させることができ、例えば、レーザ溶接によって接合する場合でも、接合部における溶接品質及び溶接強度に対する所要の基準を担保させることができる。 Further, the vehicle-exterior flange portion of the side pillar member is joined to the vehicle-interior zenith portion of the first transverse beam member and the vehicle-interior zenith portion of the second transverse beam member, and the side pillar member is connected to the first transverse beam. A notch is formed between the member and the second transverse rib member so as to bend along the curved portion and to form a U-shaped cross-section in the range of the bend formation region between the vehicle interior zenith and the side wall. Therefore, the vehicle-exterior flange portion of the side pillar member where the notch is not formed is formed in a straight line, and the vehicle-interior zenith of the first lateral rib member and the vehicle-interior zenith of the second lateral rib member are aligned. can be bonded to each other on a flat surface. As a result, the side post members can be accurately aligned and constrained with respect to the first and second cross-bone members, resulting in improved weld quality at the joints, even when joining by laser welding, for example. And the required standard for welding strength can be secured.

また、側柱部材は、第1の横骨部材と第2の横骨部材との間で、湾曲部に沿って曲げ形成され、かつ曲げ形成領域の範囲で車内側天頂部と側壁部とがコの字断面を形成するように切り欠き形成されているので、側柱部材を、上下に分割することなく、曲率半径の小さい湾曲部に沿って簡単に曲げ加工することができる。そのため、横骨部材と接合する側柱部材を、精度良く低コストで製作することができる。 In addition, the side pillar member is formed by bending along the curved portion between the first horizontal rib member and the second horizontal rib member, and the vehicle interior zenith and the side wall portion are formed within the bending region. Since the notch is formed so as to form a U-shaped cross section, the side pillar member can be easily bent along the curved portion with a small radius of curvature without being divided into upper and lower parts. Therefore, the side pillar members to be joined to the lateral rib members can be manufactured with high precision and at low cost.

また、側柱部材は、曲げ形成領域の範囲で車内側天頂部と側壁部とがコの字断面を形成するように切り欠き形成されている分、切り欠きのない場合に比較して強度は一定程度低下するが、腰板に対して、曲率半径が小さく剛性の高い湾曲部の近傍で上下一対の横骨部材を接合させ、その上下一対の横骨部材を側柱部材が車内側から支持することによって、車両側面からの衝突荷重に対する強度を、全体として高めることができる。 In addition, the side pillar members are notched so that the vehicle interior zenith and side wall portions form a U-shaped cross section in the range of the bending formation area, so the strength is lower than when there is no notch. A pair of upper and lower horizontal rib members are joined to the wainscot in the vicinity of the curved portion with a small radius of curvature and high rigidity, although the deterioration is reduced to a certain extent, and the side pillar members support the pair of upper and lower horizontal rib members from the inside of the vehicle. As a result, the strength against the collision load from the side of the vehicle can be increased as a whole.

よって、本発明によれば、車両側面からの衝突荷重に対する強度を確保し易く、精度良く簡単に製作できる裾絞り構造を有する鉄道車両を提供することができる。 Therefore, according to the present invention, it is possible to provide a railway vehicle having a hem taper structure that can easily ensure strength against a collision load from the side of the vehicle and that can be manufactured accurately and easily.

(2)(1)に記載された鉄道車両において、
前記側柱部材の切り欠き形成された前記側壁部のフランジ幅は、前記曲げ形成領域の全範囲で一定の大きさに形成されていることを特徴とする。
(2) In the railway vehicle described in (1),
A flange width of the notched side wall portion of the side pillar member is formed to have a constant size over the entire range of the bend formation region.

本発明においては、側柱部材の切り欠き形成された側壁部のフランジ幅は、曲げ形成領域の全範囲で一定の大きさに形成されているので、側柱部材を湾曲部に沿って曲げ加工する際、切り欠き形成された側壁部のフランジ伸び率を、曲げ形成領域の範囲全体で均一化させることができる。そのため、側壁部の局部的な板厚減少を抑止でき、側柱部材の強度を安定的に確保することができる。その結果、車両側面からの衝突荷重に対する所要の強度を、より一層確保させることができる。 In the present invention, since the flange width of the notched side wall portion of the side pillar member is formed to have a constant size over the entire range of the bend forming region, the side pillar member is bent along the curved portion. In doing so, the flange elongation rate of the notch-formed side wall portion can be made uniform over the entire range of the bend forming region. Therefore, local thickness reduction of the side wall portion can be suppressed, and the strength of the side pillar member can be stably ensured. As a result, the required strength against the collision load from the side of the vehicle can be further ensured.

(3)(1)又は(2)に記載された鉄道車両において、
前記側柱部材の切り欠き形成された前記側壁部の車両上下方向の長さは、前記湾曲部の車両上下方向の長さより大きく形成されていることを特徴とする。
(3) In the railway vehicle described in (1) or (2),
The length of the side wall portion formed by the notch of the side pillar member in the vertical direction of the vehicle is larger than the length of the curved portion in the vertical direction of the vehicle.

本発明においては、側柱部材の切り欠き形成された側壁部の車両上下方向の長さは、湾曲部の車両上下方向の長さより大きく形成されているので、側柱部材を湾曲部に沿って曲げ加工する際、曲げ形成領域の範囲が増大し、切り欠き形成された側壁部におけるフランジ伸び率を全体的に減少させることができる。そのため、曲げ形成領域における側壁部の板厚減少を低減でき、側柱部材の強度をより向上させることができる。その結果、車両側面からの衝突荷重に対する所要の強度を、より一層確保させることができる。 In the present invention, the length of the notched side wall portion of the side pillar member in the vertical direction of the vehicle is larger than the length of the curved portion in the vertical direction of the vehicle. When bent, the extent of the bend forming area is increased, allowing for an overall reduction in flange elongation in the notched sidewall. Therefore, it is possible to reduce the reduction in thickness of the side wall portion in the bend forming region, and further improve the strength of the side pillar member. As a result, the required strength against the collision load from the side of the vehicle can be further ensured.

(4)(1)乃至(3)のいずれか1つに記載された鉄道車両において、
前記側柱部材は、前記曲げ形成領域の範囲で、前記車内側天頂部が前記湾曲部の曲率半径以上の曲率半径で曲げ形成されていることを特徴とする。
(4) In the railway vehicle described in any one of (1) to (3),
The side pillar member is characterized in that the vehicle interior zenith portion is bent with a radius of curvature equal to or larger than the radius of curvature of the curved portion within the range of the bend forming region.

本発明においては、側柱部材は、曲げ形成領域の範囲で、車内側天頂部が湾曲部の曲率半径以上の曲率半径で曲げ形成されているので、側柱部材を湾曲部に沿って曲げ加工する際、切り欠き形成された側壁部のフランジ伸び率を、全体として低減させることができ、側壁部の板厚減少をより一層低減させることができる。そのため、側柱部材の曲げ形成領域における強度をより一層高めることができる。その結果、車両側面からの衝突荷重に対する所要の強度を、より一層確保させることができる。 In the present invention, the side pillar member is bent with a radius of curvature equal to or greater than the radius of curvature of the curved portion at the vehicle interior zenith within the bend formation region. In this case, the flange elongation rate of the notched side wall portion can be reduced as a whole, and the thickness reduction of the side wall portion can be further reduced. Therefore, it is possible to further increase the strength in the bending region of the side pillar member. As a result, the required strength against the collision load from the side of the vehicle can be further ensured.

(5)(1)乃至(4)のいずれか1つに記載された鉄道車両において、
前記側柱部材の切り欠き形成された側壁部には、少なくとも一方の側壁部の切り欠き形状を塞ぐ塞ぎ板を備え、
前記塞ぎ板は、先端部が前記側柱部材の車外側フランジ部より車外側へ突出して形成され、基端部が前記側壁部に対して前記切り欠き形状に沿って連続状に接合されていることを特徴とする。
(5) In the railway vehicle described in any one of (1) to (4),
The notched side wall portion of the side pillar member is provided with a closing plate that closes the notched shape of at least one of the side wall portions,
The closing plate has a front end projecting outward from the vehicle outer flange of the side pillar member, and a base end continuously joined to the side wall along the notch shape. It is characterized by

本発明においては、側柱部材の切り欠き形成された側壁部には、少なくとも一方の側壁部の切り欠き形状を塞ぐ塞ぎ板を備え、塞ぎ板は、先端部が側柱部材の車外側フランジ部より車外側へ突出して形成され、基端部が側壁部に対して切り欠き形状に沿って連続状に接合されているので、側柱部材の曲げ形成領域における切り欠き形成による強度低下を、塞ぎ板を介して大幅に回復させることができる。 In the present invention, the cutout-formed side wall portions of the side pillar members are provided with a closing plate that closes the cutout shape of at least one of the side wall portions, and the end portion of the closing plate is the vehicle-exterior flange portion of the side pillar member. Since the base end portion is formed to protrude further to the outside of the vehicle, and the base end portion is continuously joined to the side wall portion along the cutout shape, the decrease in strength due to the cutout formation in the bending formation region of the side pillar member is blocked. It can be greatly restored through the board.

また、塞ぎ板は、先端部が側柱部材の車外側フランジ部より車外側へ突出して形成されているので、切り欠き形成された側壁部を切り欠き以前の側壁部より強化させることができる。また、塞ぎ板は、基端部が側壁部に対して切り欠き形状に沿って連続状に接合されているので、スポット溶接や栓溶接のような点接合の場合に比べて、接合部の破断が生じにくく、側柱部材における強度を安定して確保できる。その結果、車両側面からの衝突荷重に対する所要の強度を、より一層確保させることができる。 In addition, since the end portion of the closing plate is formed so as to protrude toward the vehicle outside from the vehicle outside flange portion of the side pillar member, the notched side wall portion can be made stronger than the side wall portion before the notch. In addition, since the base end of the closing plate is continuously joined to the side wall along the notch shape, the breakage of the joint is less likely than in the case of point joining such as spot welding or plug welding. is unlikely to occur, and the strength of the side pillar member can be stably ensured. As a result, the required strength against the collision load from the side of the vehicle can be further ensured.

本発明によれば、車両側面からの衝突荷重に対する強度を確保し易く、精度良く簡単に製作できる裾絞り構造を有する鉄道車両を提供することができる。 According to the present invention, it is possible to provide a railway vehicle having a hem taper structure that can easily secure strength against a collision load from the side of the vehicle and that can be manufactured accurately and easily.

本発明の実施形態の一態様に係る鉄道車両の概略側面図である。1 is a schematic side view of a railway vehicle according to one aspect of an embodiment of the present invention; FIG. 図1に示す鉄道車両の側構体を車内側から見た概略部分側面図である。FIG. 2 is a schematic partial side view of the side structure of the railroad vehicle shown in FIG. 1 as seen from the inside of the vehicle; 図2に示すA‐A断面図である。FIG. 3 is a cross-sectional view taken along the line AA shown in FIG. 2; 図3に示すC部の拡大断面図である。4 is an enlarged cross-sectional view of a C portion shown in FIG. 3; FIG. 図4に示す横断面図であって、(A)はD‐D断面図を示し、(B)はE-E断面図を示す。FIG. 5 is a cross-sectional view shown in FIG. 4, in which (A) shows a DD cross-sectional view and (B) shows an EE cross-sectional view. 図2に示すB-B断面図である。FIG. 3 is a cross-sectional view taken along the line BB shown in FIG. 2; 図6に示すF部の拡大断面図である。FIG. 7 is an enlarged cross-sectional view of an F portion shown in FIG. 6; 図7に示す横断面図であって、(A)はG‐G断面図を示し、(B)はH-H断面図を示す。FIG. 8 is a cross-sectional view shown in FIG. 7, in which (A) shows a GG cross-sectional view and (B) shows a HH cross-sectional view; 図6に示すF部の変形例の断面図であって、(A)はF部の拡大断面図を示し、(B)は(A)に示すJ-J断面図を示す。FIG. 7 is a cross-sectional view of a modification of the F portion shown in FIG. 6, (A) showing an enlarged cross-sectional view of the F portion, and (B) showing a JJ cross-sectional view shown in (A). 従来の裾絞り構造を有する鉄道車両の概略断面図である。and FIG. 11 is a schematic cross-sectional view of a railway vehicle having a conventional hem taper structure. 特許文献1に記載された裾絞り構造を有する鉄道車両の概略断面図である。FIG. 2 is a schematic cross-sectional view of a railway vehicle having a bottom drawing structure described in Patent Document 1;

<本鉄道車両の構成>
次に、本発明の実施形態の一態様に係る鉄道車両について、図面を参照しながら詳細に説明する。具体的には、本鉄道車両の構成と作用効果について、図1~図9を用いて説明する。図1に、本発明の実施形態の一態様に係る鉄道車両の概略側面図を示す。図2に、図1に示す鉄道車両の側構体を車内側から見た概略部分側面図を示す。図3に、図2に示すA‐A断面図を示す。図4に、図3に示すC部の拡大断面図を示す。図5に、図4に示す横断面図であって、(A)はD‐D断面図を示し、(B)はE-E断面図を示す。図6に、図2に示すB-B断面図を示す。図7に、図6に示すF部の拡大断面図を示す。図8に、図7に示す横断面図であって、(A)はG‐G断面図を示し、(B)はH-H断面図を示す。図9に、図6に示すF部の変形例の断面図であって、(A)はF部の拡大断面図を示し、(B)は(A)に示すJ-J断面図を示す。
<Composition of this railcar>
Next, a railway vehicle according to one aspect of the embodiment of the present invention will be described in detail with reference to the drawings. Specifically, the configuration and effects of this railway vehicle will be described with reference to FIGS. 1 to 9. FIG. FIG. 1 shows a schematic side view of a railway vehicle according to one aspect of the embodiment of the present invention. FIG. 2 shows a schematic partial side view of the side structure of the railcar shown in FIG. 1 as seen from the inside of the car. FIG. 3 shows a cross-sectional view taken along the line AA shown in FIG. FIG. 4 shows an enlarged cross-sectional view of the portion C shown in FIG. FIG. 5 is a cross-sectional view shown in FIG. 4, where (A) shows a DD cross-sectional view and (B) shows a EE cross-sectional view. FIG. 6 shows a cross-sectional view taken along line BB shown in FIG. FIG. 7 shows an enlarged sectional view of the F portion shown in FIG. 8A and 8B are cross-sectional views shown in FIG. 7, in which (A) shows a GG cross-sectional view and (B) shows a HH cross-sectional view. 9A and 9B are sectional views of a modification of the F portion shown in FIG. 6, where (A) shows an enlarged sectional view of the F portion and (B) shows a JJ sectional view shown in (A).

図1~図8に示すように、本鉄道車両10は、側構体GKの側外板2と、側外板2の車内側に車外側フランジ部31、31a、31b、31Lが接合されレール方向に延設されたハット断面の横骨部材3、3a、3b、3Lと、横骨部材3、3a、3b、3Lの車内側天頂部32、32a、32bに車外側フランジ部41が接合され車両上下方向に延設されたハット断面の側柱部材4とを備え、側外板2における腰板22の車両下部222を、腰板22の車両上部221に対して腰板22の板厚t1の50~200倍の曲率半径Rで曲げ形成された湾曲部223を介して車両内方へ傾斜させた裾絞り構造SKを有する鉄道車両10である。 As shown in FIGS. 1 to 8, the railway vehicle 10 includes the side outer plate 2 of the side structure GK and the outer flange portions 31, 31a, 31b, and 31L joined to the inner side of the side outer plate 2 in the rail direction. The lateral rib members 3, 3a, 3b, and 3L of the cross section of the hat extending to the vehicle and the lateral rib members 3, 3a, 3b, and 3L are joined to the lateral zeniths 32, 32a, and 32b of the lateral rib members 3, 3a, 3b, and 3L. The vehicle lower part 222 of the wainscot 22 of the side outer plate 2 has a thickness t1 of 50 to 200 with respect to the vehicle upper part 221 of the wainscot 22. The railway vehicle 10 has a skirting structure SK inclined inward of the vehicle through a curved portion 223 formed by bending with a radius of curvature R doubled.

なお、本鉄道車両10には、レールRL上を走行する前後一対の台車DSに支持された車体1を備え、当該車体1を構成する側構体GKの側外板2には、各種大きさの側窓11、11a、11bと出入口開口部12、12aとがレール方向で複数形成されている。側窓11のレール方向で隣接した位置には、側柱部材4が配置され、側柱部材4には窓受部材45が接合されている。また、幅の広い出入口開口部12には、乗客が乗り降りできるように、スライド開閉式の側扉GTが装着されている。幅の狭い出入口開口部12aには、乗務員が乗り降りできるように、ヒンジ開閉式の側扉GTaが装着されている。 The railway vehicle 10 includes a vehicle body 1 supported by a pair of front and rear bogies DS that run on rails RL. A plurality of side windows 11, 11a, 11b and doorway openings 12, 12a are formed in the rail direction. A side pillar member 4 is arranged at a position adjacent to the side window 11 in the rail direction, and a window receiving member 45 is joined to the side pillar member 4 . In addition, a side door GT that can be opened and closed by sliding is attached to the wide doorway opening 12 so that passengers can get on and off. A hinged side door GTa is attached to the narrow doorway opening 12a so that crew members can get on and off.

また、車体1は、台車DSに支持される台枠DWと、台枠DWの前端部及び後端部に起立する妻構体TKと、台枠DWの両側端部に起立する側構体GKと、妻構体TK及び側構体GKの上端部に連結される屋根構体YKとを備えている。また、図1~図3、図6に示すように、側構体GKの側外板2は、車両上方に配置される幕板21と、車両下方に配置される腰板22と、幕板21及び腰板22の車内側に接合されるシアプレート23とを備え、幕板21及び腰板22は、例えば、板厚t1が2mm程度のステンレス鋼板で形成されている。 In addition, the vehicle body 1 includes an underframe DW supported by the bogie DS, an end structure TK standing at the front and rear ends of the underframe DW, side structures GK standing at both side ends of the underframe DW, It has a roof structure YK connected to the upper ends of the end structure TK and the side structure GK. As shown in FIGS. 1 to 3 and 6, the side outer plate 2 of the side structure GK includes a curtain plate 21 arranged above the vehicle, a waist plate 22 arranged below the vehicle, a curtain plate 21 and The curtain plate 21 and the waist plate 22 are formed of a stainless steel plate having a plate thickness t1 of about 2 mm, for example.

また、図3~図8に示すように、本鉄道車両10では、腰板22における車両上部221の平坦部であって湾曲部223に隣接する下端部221aには、第1の横骨部材3aの車外側フランジ部31aが接合され、腰板22における車両下部222の平坦部であって湾曲部223に隣接する上端部222bには、第2の横骨部材3bの車外側フランジ部31bが接合されている。また、側柱部材4の車外側フランジ部41は、第1の横骨部材3aの車内側天頂部32aと第2の横骨部材3bの車内側天頂部32bとに接合されている。また、側柱部材4は、第1の横骨部材3aと第2の横骨部材3bとの間で、湾曲部223に沿って曲げ形成され、かつ曲げ形成領域4Mの範囲で車内側天頂部42Mと側壁部43Mとがコの字断面を形成するように車外側フランジ部41と側壁部43の車外側の一部を取り除いて切り欠き形成されている。したがって、車両側面からの衝突荷重に対する所要の強度を確保しやすく、また、側柱部材4を精度良く製作することができ、製作コストを低減できる。 In addition, as shown in FIGS. 3 to 8, in the railway vehicle 10, the lower end portion 221a, which is the flat portion of the vehicle upper portion 221 of the waist plate 22 and is adjacent to the curved portion 223, is provided with the first lateral rib member 3a. The vehicle-exterior flange portion 31a is joined, and the vehicle-exterior flange portion 31b of the second lateral rib member 3b is joined to the upper end portion 222b, which is a flat portion of the vehicle lower portion 222 of the waist plate 22 and is adjacent to the curved portion 223. there is Further, the vehicle-exterior flange portion 41 of the side pillar member 4 is joined to the vehicle-interior zenith portion 32a of the first lateral beam member 3a and the vehicle-interior zenith portion 32b of the second lateral beam member 3b. In addition, the side pillar member 4 is bent along the curved portion 223 between the first lateral rib member 3a and the second lateral rib member 3b, and the vehicle inner zenith is formed in the range of the bend forming region 4M. 42M and the side wall portion 43M are cut out by removing a part of the vehicle outside flange portion 41 and the side wall portion 43 so as to form a U-shaped cross section. Therefore, it is easy to secure the required strength against the collision load from the side of the vehicle, and the side pillar member 4 can be manufactured with high precision, thereby reducing the manufacturing cost.

ここで、腰板22における車両下部222は、車両上部221に対して傾斜角θで車両内方へ傾斜し、車両上部221及び車両下部222は、それぞれ平坦面で形成されている。また、第2の横骨部材3bの車外側フランジ部31bは、第1の横骨部材3aの車外側フランジ部31aに対して傾斜角θで車両内方へ傾斜し、第1の横骨部材3aの車外側フランジ部31a及び第2の横骨部材3bの車外側フランジ部31bは、それぞれ平坦面で形成されている。したがって、腰板22における車両上部221の下端部221aと第1の横骨部材3aにおける車両下方の車外側フランジ部311aとが、互いに平坦面同士で平行に接合されている。また、腰板22における車両下部222の上端部222bと第2の横骨部材3bにおける車両上方の車外側フランジ部311bとが、互いに平坦面同士で平行に接合されている。 Here, the vehicle lower portion 222 of the waist plate 22 is inclined inwardly with respect to the vehicle upper portion 221 at an inclination angle θ, and the vehicle upper portion 221 and the vehicle lower portion 222 are each formed of a flat surface. Further, the vehicle-exterior flange portion 31b of the second lateral rib member 3b is inclined toward the vehicle interior at an inclination angle θ with respect to the vehicle-exterior flange portion 31a of the first lateral rib member 3a. The vehicle-exterior flange portion 31a of 3a and the vehicle-exterior flange portion 31b of the second lateral rib member 3b are each formed with a flat surface. Therefore, the lower end portion 221a of the vehicle upper portion 221 of the lumbar plate 22 and the vehicle-outside flange portion 311a of the first lateral rib member 3a below the vehicle are joined to each other in parallel with each other on the flat surfaces. In addition, the upper end portion 222b of the vehicle lower portion 222 of the waist plate 22 and the vehicle-exterior flange portion 311b of the second lateral rib member 3b above the vehicle are joined in parallel with each other on flat surfaces.

すなわち、腰板22における車両上部221の下端部221a(その近傍を含む)には、第1の横骨部材3aの車外側フランジ部31aが接合され、腰板22における車両下部222の上端部222b(その近傍を含む)には、第2の横骨部材3bの車外側フランジ部31bが接合されているので、第1の横骨部材3aの車外側フランジ部31aと第2の横骨部材3bの車外側フランジ部31bとを、腰板22に対して湾曲していない又は殆ど湾曲していない平坦な面で平行に接合できる。そのため、第1の横骨部材3aと第2の横骨部材3bとを、腰板22に対して正確に位置合わせ及び拘束させることができる。その結果、接合部材同士の隙間を0.3mm以下とすることができ、例えば、レーザ溶接によって接合する場合でも、接合部における溶接品質及び溶接強度に対する所要の基準を担保させることができる。 That is, the vehicle outer flange portion 31a of the first lateral rib member 3a is joined to the lower end portion 221a (including the vicinity thereof) of the vehicle upper portion 221 of the waist plate 22, and the upper end portion 222b of the vehicle lower portion 222 of the waist plate 22 (including its vicinity). ), the vehicle-exterior flange portion 31b of the second horizontal rib member 3b is joined, so that the vehicle-exterior flange portion 31a of the first horizontal rib member 3a and the vehicle-exterior flange portion 31a of the second horizontal rib member 3b are joined together. The outer flange portion 31b can be joined parallel to the waist plate 22 by a flat surface that is not curved or hardly curved. Therefore, the first transverse rib member 3a and the second transverse rib member 3b can be accurately aligned and restrained with respect to the waist plate 22. As shown in FIG. As a result, the gap between the members to be joined can be set to 0.3 mm or less. For example, even when the members are joined by laser welding, the required standards for welding quality and welding strength at the joint can be ensured.

また、腰板22における車両上部221の下端部221aと車両下部222の上端部222bとを繋ぐ湾曲部223は、図10に示す従来の裾絞り構造SK1の湾曲部101cの曲率半径R1(例えば、1500mm(腰板22の板厚t1の750倍))より小さい曲率半径R(腰板22の板厚t1の50~200倍)で形成されているので、従来の裾絞り構造SK1の湾曲部101cより剛性を高め、湾曲部223の車両上下方向の長さh3を小さく形成することができる。したがって、本鉄道車両10では、湾曲部223を、第1の横骨部材3aと第2の横骨部材3bとが、車両上下方向の長さh3が小さく、幅の狭い湾曲部223を車両上下方向から挟みつつ互いに近接した位置で、支持することができる。そのため、湾曲部223が上記小さな曲率半径Rで湾曲することによって剛性を高めた腰板22の強度を、互いに近接した位置で湾曲部223の近傍に接合した上下一対の横骨部材3(3a、3b)によって、さらに向上させることができる。 Further, the curved portion 223 connecting the lower end portion 221a of the vehicle upper portion 221 and the upper end portion 222b of the vehicle lower portion 222 in the waist plate 22 has a curvature radius R1 (for example, 1500 mm (750 times the thickness t1 of the wainscot 22)). The length h3 of the curved portion 223 in the vertical direction of the vehicle can be reduced. Therefore, in the railway vehicle 10, the curved portion 223 is formed by the first horizontal rib member 3a and the second horizontal rib member 3b, and the curved portion 223, which has a small length h3 in the vertical direction of the vehicle and a narrow width, is formed in the vertical direction of the vehicle. They can be supported at positions close to each other while being sandwiched from different directions. Therefore, the strength of the lumbar plate 22, which is increased in rigidity by bending the bending portion 223 with the small radius of curvature R, is joined to the vicinity of the bending portion 223 at positions close to each other. ) can be further improved.

また、側柱部材4の車外側フランジ部41は、第1の横骨部材3aの車内側天頂部32aと第2の横骨部材3bの車内側天頂部32bとに接合され、側柱部材4は、第1の横骨部材3aと第2の横骨部材3bとの間で、湾曲部223に沿って曲げ形成され、かつ曲げ形成領域4Mの範囲で車内側天頂部42Mと側壁部43Mとがコの字断面を形成するように切り欠き形成されている。なお、車内側天頂部42Mと側壁部43Mとがコの字断面を形成するように切り欠き形成される範囲は、側柱部材4の車外側フランジ部41が第1の横骨部材3aの車内側天頂部32aと第2の横骨部材3bの車内側天頂部32bとに接合され得る範囲であれば良く、必ずしも曲げ形成領域4Mの範囲と同一である必要はない。 Further, the vehicle-exterior flange portion 41 of the side pillar member 4 is joined to the vehicle-interior zenith portion 32a of the first lateral beam member 3a and the vehicle-interior zenith portion 32b of the second lateral beam member 3b. is formed by bending along the curved portion 223 between the first transverse rib member 3a and the second transverse rib member 3b, and the vehicle interior zenith portion 42M and the side wall portion 43M in the range of the bend forming region 4M. is notched so as to form a U-shaped cross section. In addition, the range in which the vehicle-interior zenith portion 42M and the side wall portion 43M are notched so as to form a U-shaped cross section is such that the vehicle-exterior flange portion 41 of the side pillar member 4 The range may be any range that can be joined to the inner zenith portion 32a and the vehicle inner zenith portion 32b of the second lateral rib member 3b, and does not necessarily have to be the same as the range of the bending region 4M.

ここで、側柱部材4の切り欠き形成されていない領域は、車両上下方向で直線状に形成されている。そして、側柱部材4の曲げ形成領域4Mより車両下方の車外側フランジ部41bは、曲げ形成領域4Mより車両上方の車外側フランジ部41aに対して傾斜角θで車両内方へ傾斜し、車両上方の車外側フランジ部41a及び車両下方の車外側フランジ部41bは、それぞれ平坦面に形成されている。また、第2の横骨部材3bの車内側天頂部32bは、第1の横骨部材3aの車内側天頂部32aに対して傾斜角θで車両内方へ傾斜し、第1の横骨部材3aの車内側天頂部32a及び第2の横骨部材3bの車内側天頂部32bは、それぞれ平坦面で形成されている。したがって、側柱部材4の車外側フランジ部41は、第1の横骨部材3aの車内側天頂部32aと第2の横骨部材3bの車内側天頂部32bとに対して、それぞれ平坦な面で平行に接合できる。そのため、側柱部材4を、第1の横骨部材3aと第2の横骨部材3bとに対して正確に位置合わせ及び拘束させることができる。その結果、接合部材同士の隙間を0.3mm以下とすることができ、例えば、レーザ溶接によって接合する場合でも、接合部における溶接品質及び溶接強度に対する所要の基準を担保させることができる。 Here, the region of the side pillar member 4 where the notch is not formed is formed in a straight line in the vertical direction of the vehicle. The vehicle-exterior flange portion 41b below the vehicle-side flange portion 41b of the side post member 4 below the bend forming region 4M is inclined inwardly of the vehicle at an inclination angle θ with respect to the vehicle-exterior flange portion 41a above the vehicle from the bend-forming region 4M. The upper vehicle-exterior flange portion 41a and the vehicle-lower vehicle-exterior flange portion 41b are each formed as a flat surface. In addition, the vehicle-interior zenith portion 32b of the second lateral rib member 3b is inclined toward the vehicle interior at an inclination angle θ with respect to the vehicle-interior zenith portion 32a of the first lateral rib member 3a. A vehicle-interior zenith portion 32a of 3a and a vehicle-interior zenith portion 32b of the second lateral rib member 3b are each formed of a flat surface. Therefore, the vehicle-exterior flange portion 41 of the side pillar member 4 has a flat surface with respect to the vehicle-interior zenith portion 32a of the first lateral rib member 3a and the vehicle-interior zenith portion 32b of the second lateral rib member 3b. can be joined in parallel. Therefore, the side post member 4 can be accurately aligned and restrained with respect to the first transverse bone member 3a and the second transverse bone member 3b. As a result, the gap between the members to be joined can be set to 0.3 mm or less. For example, even when the members are joined by laser welding, the required standards for welding quality and welding strength at the joint can be ensured.

また、側柱部材4は、第1の横骨部材3aと第2の横骨部材3bとの間で、湾曲部223に沿って曲げ形成され、かつ曲げ形成領域4Mの範囲で車内側天頂部42Mと側壁部43Mとがコの字断面を形成するように切り欠き形成されているので、側柱部材4を、上下に分割することなく、腰板22の板厚t1の50~200倍に形成された曲率半径Rの小さい湾曲部223に沿って簡単に曲げ加工することができる。そのため、横骨部材3(3a、3b)と接合する側柱部材4を、精度良く低コストで製作することができる。 In addition, the side pillar member 4 is bent along the curved portion 223 between the first lateral rib member 3a and the second lateral rib member 3b, and the vehicle inner zenith is formed in the range of the bend formation region 4M. 42M and the side wall portion 43M are notched so as to form a U-shaped cross section, so that the side pillar member 4 is formed 50 to 200 times the plate thickness t1 of the waist plate 22 without being divided into upper and lower parts. Bending can be easily performed along the curved portion 223 having a small radius of curvature R. Therefore, the side pillar members 4 to be joined to the lateral rib members 3 (3a, 3b) can be manufactured with high accuracy and at low cost.

また、側柱部材4は、曲げ形成領域4Mの範囲で車内側天頂部42Mと側壁部43Mとがコの字断面を形成するように切り欠き形成されている分、切り欠きのない場合に比較して強度は一定程度低下するが、腰板22に対して、曲率半径Rが小さく剛性の高い湾曲部223の近傍で上下一対の横骨部材3(3a、3b)を接合させ、その上下一対の横骨部材3(3a、3b)を側柱部材4が車内側から支持することによって、車両側面からの衝突荷重に対する強度を、全体として高めることができる。 In addition, in the side pillar member 4, the car interior zenith portion 42M and the side wall portion 43M are notched so as to form a U-shaped cross section in the range of the bend forming region 4M. As a result, the strength decreases to a certain extent. By supporting the lateral pillar members 3 (3a, 3b) from the inside of the vehicle by the side pillar members 4, the strength against the collision load from the side of the vehicle can be increased as a whole.

よって、本鉄道車両10によれば、車両側面からの衝突荷重に対する強度を確保し易く、精度良く簡単に製作できる裾絞り構造SKを有する鉄道車両10を提供することができる。 Therefore, according to the present railway vehicle 10, it is possible to provide the railway vehicle 10 having the hem taper structure SK that can easily secure the strength against the collision load from the side of the vehicle and that can be manufactured accurately and easily.

また、本鉄道車両10においては、図4、図5、図7、図8に示すように、側柱部材4の切り欠き形成された側壁部43Mのフランジ幅h1は、曲げ形成領域4Mの全範囲で一定の大きさに形成されていることが好ましい。ここで、側壁部43Mのフランジ幅h1は、側柱部材4の曲げ形成領域4Mにおける車内側天頂部42Mから側壁部43Mの先端部(切り欠き形状431M)までの長さを意味する。 4, 5, 7, and 8, the flange width h1 of the notched side wall portion 43M of the side pillar member 4 is the entire length of the bending region 4M. It is preferable that it is formed in a constant size within a range. Here, the flange width h1 of the side wall portion 43M means the length from the interior zenith portion 42M in the bending region 4M of the side pillar member 4 to the tip portion (notch shape 431M) of the side wall portion 43M.

この場合、側柱部材4を湾曲部223に沿って曲げ加工する際、切り欠き形成された側壁部43Mのフランジ伸び率を、曲げ形成領域4Mの範囲全体で均一化させることができる。そのため、側壁部43Mの局部的な板厚減少を抑止でき、側柱部材4の強度を安定的に確保することができる。その結果、車両側面からの衝突荷重に対する所要の強度を、より一層確保させることができる。ここでは、側柱部材4の側壁部43、43Mは、車内側天頂部42、42Mの両端部から直角状に起立するように形成されているが、必ずしもこれに限らず、例えば、車内側天頂部42、42Mの両端部から鈍角状に起立するように形成されても良い。 In this case, when the side pillar member 4 is bent along the curved portion 223, the flange elongation rate of the cutout-formed side wall portion 43M can be made uniform over the entire range of the bending region 4M. Therefore, local thickness reduction of the side wall portion 43M can be suppressed, and the strength of the side pillar member 4 can be stably ensured. As a result, the required strength against the collision load from the side of the vehicle can be further ensured. Here, the side wall portions 43, 43M of the side pillar member 4 are formed so as to stand upright from both ends of the vehicle interior zenith portions 42, 42M. It may be formed to rise obtusely from both ends of the tops 42 and 42M.

また、本鉄道車両10においては、図4、図7に示すように、側柱部材4の切り欠き形成された側壁部43Mの車両上下方向の長さh2は、湾曲部223の車両上下方向の長さh3より大きく形成されていることが好ましい。この場合、側柱部材4を湾曲部223に沿って曲げ加工する際、曲げ形成領域4Mの範囲が増大し、切り欠き形成された側壁部43Mにおけるフランジ伸び率を全体的に減少させることができる。そのため、曲げ形成領域4Mにおける側壁部43Mの板厚減少を低減でき、側柱部材4の強度をより向上させることができる。その結果、車両側面からの衝突荷重に対する所要の強度を、より一層確保させることができる。 4 and 7, the length h2 of the notched side wall portion 43M of the side pillar member 4 in the vehicle vertical direction is equal to the length h2 of the curved portion 223 in the vehicle vertical direction. It is preferably formed longer than the length h3. In this case, when the side pillar member 4 is bent along the curved portion 223, the range of the bend formation region 4M is increased, and the flange elongation rate of the notched side wall portion 43M can be reduced as a whole. . Therefore, reduction in thickness of the side wall portion 43M in the bend forming region 4M can be reduced, and the strength of the side pillar member 4 can be further improved. As a result, the required strength against the collision load from the side of the vehicle can be further ensured.

なお、側柱部材4の切り欠き形成された側壁部43Mの車両上下方向の長さh2は、第1の横骨部材3aの車内側天頂部32aの下端から第2の横骨部材3bの車内側天頂部32bの上端までの車両上下方向の長さh4より小さく形成されていることが好ましい。この場合、側柱部材4の車外側フランジ部41は、第1の横骨部材3aの車内側天頂部32aと第2の横骨部材3bの車内側天頂部32bとに対して、それぞれ平坦な面で確実に接合できる。そのため、上下一対の横骨部材3(3a、3b)を側柱部材4が車内側から確実に支持することによって、車両側面からの衝突荷重に対する強度を、より一層高めることができる。 The length h2 of the notched side wall portion 43M of the side pillar member 4 in the vertical direction of the vehicle extends from the lower end of the vehicle interior zenith portion 32a of the first lateral beam member 3a to the wheel of the second lateral beam member 3b. It is preferable that the length h4 in the vertical direction of the vehicle to the upper end of the inner zenith portion 32b is smaller than the length h4. In this case, the vehicle-exterior flange portion 41 of the side pillar member 4 is flat with respect to the vehicle-interior zenith portion 32a of the first lateral beam member 3a and the vehicle-interior zenith portion 32b of the second lateral beam member 3b. The surface can be securely joined. Therefore, the side pillar member 4 reliably supports the pair of upper and lower lateral rib members 3 (3a, 3b) from the inside of the vehicle, thereby further increasing the strength against the collision load from the side of the vehicle.

また、側柱部材4は、前述のように、湾曲部223に沿って曲げ形成されている。側柱部材4の曲げ中心を湾曲部223の曲げ中心と同一位置に設定した場合、曲げ形成領域4Mにおける側柱部材4の車内側天頂部42Mの曲率半径Sは、湾曲部223の曲率半径Rより小さくなる。しかし、その場合、側柱部材4は、切り欠き形成された側壁部43Mのフランジ伸び率が増大し、側壁部43Mの板厚が薄くなって、強度が低下しやすい。そこで、これを回避するため、本鉄道車両10においては、図4、図7に示すように、側柱部材4は、曲げ形成領域4Mの範囲で、車内側天頂部42Mが湾曲部223の曲率半径R以上の曲率半径Sで曲げ形成されていても良い。この場合、側柱部材4を湾曲部223に沿って曲げ加工する際、切り欠き形成された側壁部43Mのフランジ伸び率を、全体として低減させることができ、側壁部43Mの板厚減少をより一層低減させることができる。そのため、側柱部材4の曲げ形成領域4Mにおける強度をより一層高めることができる。その結果、車両側面からの衝突荷重に対する所要の強度を、より一層確保させることができる。 Further, the side pillar member 4 is bent along the curved portion 223 as described above. When the bending center of the side pillar member 4 is set at the same position as the bending center of the curved portion 223, the radius of curvature S of the inner zenith portion 42M of the side pillar member 4 in the bending region 4M is the radius of curvature R of the curved portion 223. become smaller. However, in this case, the notched sidewall portion 43M of the side pillar member 4 has an increased flange elongation rate, the thickness of the sidewall portion 43M is reduced, and the strength tends to decrease. Therefore, in order to avoid this, in the railway vehicle 10, as shown in FIGS. It may be bent with a radius of curvature S that is equal to or greater than the radius R. In this case, when the side pillar member 4 is bent along the curved portion 223, the flange elongation rate of the notched side wall portion 43M can be reduced as a whole, and the plate thickness of the side wall portion 43M can be further reduced. can be further reduced. Therefore, the strength of the bending region 4M of the side pillar member 4 can be further increased. As a result, the required strength against the collision load from the side of the vehicle can be further ensured.

なお、切り欠き形成された側壁部43Mのフランジ幅h1が、曲げ形成領域4Mの全範囲で一定である場合、側壁部43Mの先端部(切り欠き形状431M)は、車内側天頂部42Mの曲率半径Sより側壁部43Mのフランジ幅h1の長さだけ大きい曲率半径で形成でき、側壁部43Mの先端部(切り欠き形状431M)におけるフランジ伸び率をより一層低減させることができる。そのため、側壁部43Mの先端部(切り欠き形状431M)における板厚減少を、より一層低減させることができ、側柱部材4の曲げ形成領域4Mにおける強度をより一層高めることができる。 In addition, when the flange width h1 of the notched side wall portion 43M is constant over the entire range of the bend forming region 4M, the tip portion of the side wall portion 43M (notch shape 431M) has the curvature of the vehicle interior zenith portion 42M. It can be formed with a curvature radius larger than the radius S by the length of the flange width h1 of the side wall portion 43M, and the flange elongation rate at the tip portion (notch shape 431M) of the side wall portion 43M can be further reduced. Therefore, it is possible to further reduce the reduction in plate thickness at the tip portion (notch shape 431M) of the side wall portion 43M, and to further increase the strength of the bending region 4M of the side pillar member 4 .

また、本鉄道車両10においては、必要に応じて、図6~図8に示すように、側柱部材4の切り欠き形成された側壁部43Mには、少なくとも一方の側壁部43Maの切り欠き形状431Mを塞ぐ塞ぎ板44を備え、塞ぎ板44は、先端部441が側柱部材4の車外側フランジ部41より車外側へ突出して形成され、基端部442が側壁部43Mに対して切り欠き形状431Mに沿って連続状に接合されていることが好ましい。なお、基端部442の車内側端部と上端部及び下端部とが、側壁部43Mに対して切り欠き形状431Mに沿って連続状に接合されている。 In addition, in the present railway vehicle 10, as shown in FIGS. 6 to 8, at least one side wall portion 43Ma of the notched side wall portion 43M of the side pillar member 4 has a notched shape. 431M is provided with a closing plate 44. The closing plate 44 is formed such that a distal end portion 441 protrudes outward from the vehicle outer flange portion 41 of the side pillar member 4, and a base end portion 442 is notched with respect to the side wall portion 43M. It is preferable that they are joined continuously along the shape 431M. In addition, the vehicle-interior end, the upper end, and the lower end of the base end portion 442 are continuously joined to the side wall portion 43M along the notch shape 431M.

ここでは、図7に示すように、側壁部43Mの切り欠き形状431Mは、車両上下方向に細長い略コの字形状に形成されている。また、塞ぎ板44は、切り欠き形状431Mより車両上下方向に長く形成された基端部442と、切り欠き形状431Mより車両上下方向に短く形成され湾曲部223の内周縁に沿って円弧状に形成された先端部441とを備え、全体としてT字形状に形成されている。なお、上記先端部441は、第1の横骨部材3aの車外側フランジ部311aと第2の横骨部材3bの車外側フランジ部311bとから離間している。そして、図7、図8(B)に示すように、塞ぎ板44の基端部442の外周縁は、一方の側壁部43Maの板外側の側面に対して溶接された隅肉溶接部SGによって接合されている。この隅肉溶接部SGは、コの字形状の切り欠き形状431Mの外周側で連続状に形成されている。そのため、隅肉溶接部SGは、切り欠き形状431Mのコの字状周長より長い溶接長で連続状に形成されている。したがって、側柱部材4の曲げ形成領域4Mにおける切り欠き形状431Mを、塞ぎ板44によって、より一層強固に補強させることができる。 Here, as shown in FIG. 7, the notch shape 431M of the side wall portion 43M is formed in a substantially U-shape elongated in the vertical direction of the vehicle. The closing plate 44 has a base end portion 442 that is longer in the vehicle vertical direction than the cutout shape 431M, and a base end portion 442 that is shorter in the vehicle vertical direction than the cutout shape 431M and is formed in an arc shape along the inner peripheral edge of the curved portion 223. It has a formed tip 441 and is generally formed in a T shape. The distal end portion 441 is separated from the vehicle-exterior flange portion 311a of the first lateral rib member 3a and the vehicle-exterior flange portion 311b of the second lateral rib member 3b. As shown in FIGS. 7 and 8B, the outer peripheral edge of the base end portion 442 of the closing plate 44 is formed by a fillet weld SG welded to the outer side surface of one side wall portion 43Ma. are spliced. This fillet welded portion SG is formed continuously on the outer peripheral side of the U-shaped notch shape 431M. Therefore, the fillet welded portion SG is formed continuously with a weld length longer than the U-shaped circumference of the notch shape 431M. Therefore, the notch shape 431M in the bend forming region 4M of the side pillar member 4 can be reinforced by the closing plate 44 even more strongly.

また、塞ぎ板44は、先端部441が側柱部材4の車外側フランジ部41より車外側へ突出して形成されているので、切り欠き形成された側壁部43Mを切り欠き以前の側壁部43より強化させることができる。また、塞ぎ板44は、基端部442が側壁部43M(43Ma)に対して切り欠き形状431Mに沿って連続状に接合されているので、スポット溶接や栓溶接のような点接合の場合に比べて、接合部の破断が生じにくく、側柱部材4における強度を安定して確保できる。その結果、車両側面からの衝突荷重に対する所要の強度を、より一層確保させることができる。 In addition, since the end portion 441 of the closing plate 44 is formed so as to protrude outwardly from the vehicle outer side flange portion 41 of the side pillar member 4, the side wall portion 43M formed by the cutout is formed from the side wall portion 43 before the cutout. can be strengthened. In addition, since the base end portion 442 of the closing plate 44 is continuously joined to the side wall portion 43M (43Ma) along the notch shape 431M, in the case of point joining such as spot welding or plug welding, In comparison, fracture of the joint portion is less likely to occur, and the strength of the side pillar member 4 can be stably ensured. As a result, the required strength against the collision load from the side of the vehicle can be further ensured.

(変形例)
なお、上記塞ぎ板44の変形例として、図9に示すように、側柱部材4の切り欠き形成された側壁部43Mには、切り欠き形状431Mを塞ぐ逆向きのコの字断面の塞ぎ板44Bを接合しても良い。この塞ぎ板44Bは、曲げ形成領域4Mにおいて、側柱部材4の車内側天頂部42Mと側壁部43Mとが形成するコの字断面と逆向きのコの字断面に形成された先端部441Bが、側柱部材4の車外側フランジ部41より車外側へ突出して形成され、基端部442Bが両方の側壁部43Mに対して切り欠き形状431Mに沿って連続状に接合されている。この場合、側柱部材4は、曲げ形成領域4Mにおいて、車内側天頂部42Mと側壁部43Mと塞ぎ板44Bとによって矩形状のボックス断面を形成することができ、側柱部材4の曲げ形成領域4Mにおける切り欠き形状431Mを、塞ぎ板44Bによって、より一層強固に補強させることができる。
(Modification)
As a modified example of the closing plate 44, as shown in FIG. 9, a closing plate having an inverted U-shaped cross-section for closing the cutout shape 431M is provided on the side wall portion 43M of the side pillar member 4 formed with the cutout. 44B may be joined. The closing plate 44B has a tip portion 441B formed in a U-shaped cross section opposite to the U-shaped cross section formed by the vehicle interior zenith portion 42M and the side wall portion 43M of the side pillar member 4 in the bend forming region 4M. , the base end portion 442B is continuously joined to both side wall portions 43M along the notch shape 431M. In this case, the side pillar member 4 can form a rectangular box cross section in the bending region 4M by the vehicle interior zenith portion 42M, the side wall portion 43M, and the closing plate 44B. The notch shape 431M at 4M can be reinforced more strongly by the closing plate 44B.

ここでは、塞ぎ板44Bの基端部442Bの外周縁は、両方の側壁部43Mの板外側の側面に対して溶接された隅肉溶接部SGによって接合されている。この隅肉溶接部SGは、コの字形状の切り欠き形状431Mの外周側で連続状に形成されている。そのため、隅肉溶接部SGは、切り欠き形状431Mのコの字状周長より長い溶接長で連続状に形成されている。したがって、側柱部材4の曲げ形成領域4Mにおける切り欠き形状431Mを、塞ぎ板44Bによってより一層強固に補強させることができる。 Here, the outer peripheral edge of the base end portion 442B of the closing plate 44B is joined by a fillet weld SG welded to the plate outer side surfaces of both side wall portions 43M. This fillet welded portion SG is formed continuously on the outer peripheral side of the U-shaped notch shape 431M. Therefore, the fillet welded portion SG is formed continuously with a weld length longer than the U-shaped circumference of the notch shape 431M. Therefore, the notch shape 431M in the bend forming region 4M of the side pillar member 4 can be reinforced more strongly by the closing plate 44B.

<作用効果>
以上、詳細に説明した本実施形態に係る鉄道車両10によれば、腰板22における車両上部221の下端部221aには、第1の横骨部材3aの車外側フランジ部31aが接合され、腰板22における車両下部222の上端部222bには、第2の横骨部材3bの車外側フランジ部31bが接合され、側柱部材4の車外側フランジ部41は、第1の横骨部材3aの車内側天頂部32aと第2の横骨部材3bの車内側天頂部32bとに接合され、側柱部材4は、第1の横骨部材3aと第2の横骨部材3bとの間で、湾曲部223に沿って曲げ形成され、かつ曲げ形成領域4Mの範囲で車内側天頂部42Mと側壁部43Mとがコの字断面を形成するように切り欠き形成されているので、車両側面からの衝突荷重に対する所要の強度を確保しやすく、また、側柱部材4を精度良く製作することができ、製作コストを低減できる。
<Effect>
According to the railway vehicle 10 according to the present embodiment, which has been described in detail above, the vehicle outer flange portion 31a of the first lateral rib member 3a is joined to the lower end portion 221a of the vehicle upper portion 221 of the waist plate 22. The vehicle-exterior flange portion 31b of the second lateral rib member 3b is joined to the upper end portion 222b of the vehicle lower portion 222, and the vehicle-exterior flange portion 41 of the side pillar member 4 is joined to the vehicle-interior side of the first lateral beam member 3a. It is joined to the zenith part 32a and the vehicle-inside zenith part 32b of the second lateral rib member 3b, and the side post member 4 is formed between the first lateral rib member 3a and the second lateral rib member 3b to form a curved portion. 223, and the interior zenith portion 42M and the side wall portion 43M are notched so as to form a U-shaped cross section in the range of the bend forming region 4M. In addition, the side pillar member 4 can be manufactured with high accuracy, and the manufacturing cost can be reduced.

すなわち、腰板22における車両上部221の下端部221aには、第1の横骨部材3aの車外側フランジ部31aが接合され、腰板22における車両下部222の上端部222bには、第2の横骨部材3bの車外側フランジ部31bが接合されているので、第1の横骨部材3aの車外側フランジ部31aと第2の横骨部材3bの車外側フランジ部31bとを、腰板22に対して湾曲していない平坦な面で接合できる。そのため、第1の横骨部材3aと第2の横骨部材3bとを、腰板22に対して正確に位置合わせ及び拘束させることができ、例えば、厳格な精度管理が必要なレーザ溶接によって接合する場合でも、接合部における溶接品質及び溶接強度に対する所要の基準を担保させることができる。 That is, the vehicle outer flange portion 31a of the first lateral rib member 3a is joined to the lower end portion 221a of the vehicle upper portion 221 of the waist plate 22, and the vehicle lower portion 222 of the waist plate 22 is joined to the upper end portion 222b of the second lateral rib. Since the vehicle-exterior flange portion 31b of the member 3b is joined, the vehicle-exterior flange portion 31a of the first lateral rib member 3a and the vehicle-exterior flange portion 31b of the second lateral rib member 3b are placed against the waist plate 22. Can be joined on flat surfaces that are not curved. Therefore, the first transverse rib member 3a and the second transverse rib member 3b can be accurately aligned and restrained with respect to the waist plate 22, and are joined by laser welding, for example, which requires strict precision control. Even in this case, the required standards for weld quality and weld strength at the joint can be ensured.

また、曲率半径Rが腰板22の板厚t1の50~200倍で曲げ形成されることによって剛性を高めた湾曲部223を、第1の横骨部材3aと第2の横骨部材3bとが、車両上下方向の互いに近接した位置で支持することができる。そのため、湾曲部223が上記小さな曲率半径Rで湾曲することによって剛性を高めた腰板22の強度を、互いに近接した位置に接合した複数の横骨部材3(3a、3b)によって、さらに向上させることができる。 A curved portion 223, which is formed with a radius of curvature R that is 50 to 200 times the thickness t1 of the waist plate 22 to increase rigidity, is formed between the first horizontal rib member 3a and the second horizontal rib member 3b. , can be supported at positions close to each other in the vertical direction of the vehicle. Therefore, the strength of the lumbar plate 22, whose rigidity is increased by bending the bending portion 223 with the small radius of curvature R, is further improved by the plurality of lateral rib members 3 (3a, 3b) joined at positions close to each other. can be done.

また、側柱部材4の車外側フランジ部41は、第1の横骨部材3aの車内側天頂部32aと第2の横骨部材3bの車内側天頂部32bとに接合され、側柱部材4は、第1の横骨部材3aと第2の横骨部材3bとの間で、湾曲部223に沿って曲げ形成され、かつ曲げ形成領域4Mの範囲で車内側天頂部42Mと側壁部43Mとがコの字断面を形成するように切り欠き形成されているので、側柱部材4の切り欠き形成されていない車外側フランジ部41は、直線状に形成され、第1の横骨部材3aの車内側天頂部32aと第2の横骨部材3bの車内側天頂部32bとに対して、それぞれ平坦な面で接合できる。そのため、側柱部材4を、第1の横骨部材3aと第2の横骨部材3bとに対して正確に位置合わせ及び拘束させることができ、例えば、厳格な精度管理が必要なレーザ溶接によって接合する場合でも、接合部における溶接品質及び溶接強度に対する所要の基準を担保させることができる。 Further, the vehicle-exterior flange portion 41 of the side pillar member 4 is joined to the vehicle-interior zenith portion 32a of the first lateral beam member 3a and the vehicle-interior zenith portion 32b of the second lateral beam member 3b. is formed by bending along the curved portion 223 between the first transverse rib member 3a and the second transverse rib member 3b, and the vehicle interior zenith portion 42M and the side wall portion 43M in the range of the bend forming region 4M. is formed so as to form a U-shaped cross section, the vehicle-exterior flange portion 41 of the side pillar member 4, which is not formed with a cutout, is formed in a straight line, and the first lateral rib member 3a It can be joined to the vehicle-interior zenith portion 32a and the vehicle-interior zenith portion 32b of the second lateral rib member 3b on a flat surface. Therefore, the side pillar member 4 can be accurately aligned and restrained with respect to the first transverse rib member 3a and the second transverse rib member 3b, for example, by laser welding that requires strict precision control. Even when joining, it is possible to ensure the required standards for welding quality and welding strength at the joint.

また、側柱部材4は、第1の横骨部材3aと第2の横骨部材3bとの間で、湾曲部223に沿って曲げ形成され、かつ曲げ形成領域4Mの範囲で車内側天頂部42Mと側壁部43Mとがコの字断面を形成するように切り欠き形成されているので、側柱部材4を、上下に分割することなく、曲率半径Rの小さい湾曲部223に沿って簡単に曲げ加工することができる。そのため、横骨部材3(3a、3b)と接合する側柱部材4を、精度良く低コストで製作することができる。 In addition, the side pillar member 4 is bent along the curved portion 223 between the first lateral rib member 3a and the second lateral rib member 3b, and the vehicle inner zenith is formed in the range of the bend forming region 4M. 42M and the side wall portion 43M are notched so as to form a U-shaped cross section, so that the side pillar member 4 can be easily moved along the curved portion 223 having a small curvature radius R without being divided into upper and lower parts. Can be bent. Therefore, the side pillar members 4 to be joined to the lateral rib members 3 (3a, 3b) can be manufactured with high accuracy and at low cost.

また、側柱部材4は、曲げ形成領域4Mの範囲で車内側天頂部42Mと側壁部43Mとがコの字断面を形成するように切り欠き形成されている分、切り欠きのない場合に比較して強度は一定程度低下するが、腰板22に対して、曲率半径Rが小さく剛性の高い湾曲部223の近傍で上下一対の横骨部材3(3a、3b)を接合させ、その上下一対の横骨部材3(3a、3b)を側柱部材4が車内側から支持することによって、車両側面からの衝突荷重に対する強度を、全体として高めることができる。 In addition, in the side pillar member 4, the car interior zenith portion 42M and the side wall portion 43M are notched so as to form a U-shaped cross section in the range of the bend forming region 4M. As a result, the strength decreases to a certain extent. By supporting the lateral pillar members 3 (3a, 3b) from the inside of the vehicle by the side pillar members 4, the strength against the collision load from the side of the vehicle can be increased as a whole.

よって、本実施形態によれば、車両側面からの衝突荷重に対する強度を確保し易く、精度良く簡単に製作できる裾絞り構造SKを有する鉄道車両10を提供することができる。 Therefore, according to the present embodiment, it is possible to provide the railway vehicle 10 having the hem taper structure SK that can easily secure the strength against the collision load from the side of the vehicle and that can be manufactured accurately and easily.

また、本実施形態によれば、側柱部材4の切り欠き形成された側壁部43Mのフランジ幅h1は、曲げ形成領域4Mの全範囲で一定の大きさに形成されているので、側柱部材4を湾曲部223に沿って曲げ加工する際、切り欠き形成された側壁部43Mのフランジ伸び率を、曲げ形成領域4Mの範囲全体で均一化させることができる。そのため、側壁部43Mの局部的な板厚減少を抑止でき、側柱部材4の強度を安定的に確保することができる。その結果、車両側面からの衝突荷重に対する所要の強度を、より一層確保させることができる。 In addition, according to the present embodiment, the flange width h1 of the notched side wall portion 43M of the side pillar member 4 is formed to have a constant size over the entire range of the bend forming region 4M. 4 along the curved portion 223, the flange elongation rate of the notch-formed side wall portion 43M can be made uniform over the entire range of the bend forming region 4M. Therefore, local thickness reduction of the side wall portion 43M can be suppressed, and the strength of the side pillar member 4 can be stably ensured. As a result, the required strength against the collision load from the side of the vehicle can be further ensured.

また、本実施形態によれば、側柱部材4の切り欠き形成された側壁部43Mの車両上下方向の長さh2は、湾曲部223の車両上下方向の長さh3より大きく形成されているので、側柱部材4を湾曲部223に沿って曲げ加工する際、曲げ形成領域4Mの範囲が増大し、切り欠き形成された側壁部43Mにおけるフランジ伸び率を全体的に減少させることができる。そのため、曲げ形成領域4Mにおける側壁部43Mの板厚減少を低減でき、側柱部材4の強度をより向上させることができる。その結果、車両側面からの衝突荷重に対する所要の強度を、より一層確保させることができる。 In addition, according to the present embodiment, the length h2 in the vehicle vertical direction of the notched side wall portion 43M of the side pillar member 4 is formed to be greater than the vehicle vertical direction length h3 of the curved portion 223. When the side pillar member 4 is bent along the curved portion 223, the range of the bend forming region 4M is increased, and the flange elongation rate of the notched side wall portion 43M can be reduced as a whole. Therefore, reduction in thickness of the side wall portion 43M in the bend forming region 4M can be reduced, and the strength of the side pillar member 4 can be further improved. As a result, the required strength against the collision load from the side of the vehicle can be further ensured.

また、本実施形態によれば、側柱部材4は、曲げ形成領域4Mの範囲で、車内側天頂部42Mが湾曲部223の曲率半径R以上の曲率半径Sで曲げ形成されているので、側柱部材4を湾曲部223に沿って曲げ加工する際、切り欠き形成された側壁部43Mのフランジ伸び率を、全体として低減させることができ、側壁部43Mの板厚減少をより一層低減させることができる。そのため、側柱部材4の曲げ形成領域4Mにおける強度をより一層高めることができる。その結果、車両側面からの衝突荷重に対する所要の強度を、より一層確保させることができる。 Further, according to the present embodiment, the side pillar member 4 is formed by bending the vehicle interior zenith portion 42M with a curvature radius S that is equal to or larger than the curvature radius R of the curved portion 223 within the bend forming region 4M. When the column member 4 is bent along the curved portion 223, the flange elongation rate of the cutout-formed side wall portion 43M can be reduced as a whole, and the thickness reduction of the side wall portion 43M can be further reduced. can be done. Therefore, the strength of the bending region 4M of the side pillar member 4 can be further increased. As a result, the required strength against the collision load from the side of the vehicle can be further ensured.

また、本実施形態によれば、側柱部材4の切り欠き形成された側壁部43Mには、少なくとも一方の側壁部43Maの切り欠き形状431Mを塞ぐ塞ぎ板44、44Bを備え、塞ぎ板44、44Bは、先端部441、441Bが側柱部材4の車外側フランジ部41より車外側へ突出して形成され、基端部442、442Bが側壁部43Mに対して切り欠き形状431Mに沿って連続状に接合されているので、側柱部材4の曲げ形成領域4Mにおける切り欠き形成による強度低下を、塞ぎ板44、44Bを介して大幅に回復させることができる。 Further, according to the present embodiment, the side wall portion 43M formed by the notch of the side pillar member 4 is provided with the closing plates 44 and 44B for closing the notched shape 431M of at least one of the side wall portions 43Ma. 44B is formed such that distal end portions 441 and 441B protrude outward from the vehicle outer flange portion 41 of the side pillar member 4, and base end portions 442 and 442B are continuous with the side wall portion 43M along the notch shape 431M. , the reduction in strength due to the notch formation in the bending region 4M of the side pillar member 4 can be largely recovered through the closing plates 44, 44B.

また、塞ぎ板44、44Bは、先端部441、441Bが側柱部材4の車外側フランジ部41より車外側へ突出して形成されているので、切り欠き形成された側壁部43Mを切り欠き以前の側壁部43より強化させることができる。また、塞ぎ板44、44Bは、基端部442、442Bが側壁部43Mに対して切り欠き形状431Mに沿って連続状に接合されているので、スポット溶接や栓溶接のような点接合の場合に比べて、接合部の破断が生じにくく、側柱部材4における強度を安定して確保できる。その結果、車両側面からの衝突荷重に対する所要の強度を、より一層確保させることができる。 In addition, since the end portions 441 and 441B of the closing plates 44 and 44B are formed so as to protrude outward from the vehicle outer flange portion 41 of the side pillar member 4, the side wall portion 43M formed by the notch is removed from the notched side wall portion 43M. It can be made stronger than the side wall portion 43 . In addition, since the base end portions 442 and 442B of the closing plates 44 and 44B are continuously joined to the side wall portion 43M along the notch shape 431M, in the case of point joining such as spot welding or plug welding, Compared to , breakage of the joint portion is less likely to occur, and the strength of the side pillar member 4 can be stably ensured. As a result, the required strength against the collision load from the side of the vehicle can be further ensured.

本発明は、側構体の側外板における腰板の車両下部を車両上部に対して湾曲部を介して車両内方へ傾斜させた裾絞り構造を有する鉄道車両として利用できる。 INDUSTRIAL APPLICABILITY The present invention can be used as a railway vehicle having a skirting structure in which the vehicle lower portion of the waist plate of the side outer plate of the side structure is inclined inwardly of the vehicle via the curved portion with respect to the vehicle upper portion.

1 車体
2 側外板
3、3a、3b 横骨部材
4 側柱部材
4M 曲げ形成領域
10 鉄道車両
22 腰板
31、31a、31b 車外側フランジ部
32、32a、32b 車内側天頂部
41 車外側フランジ部
42、42M 車内側天頂部
43、43M、43Ma 側壁部
221 車両上部
221a 下端部
222 車両下部
222b 上端部
223 湾曲部
431M 切り欠き形状
GK 側構体
R、S 曲率半径
SK 裾絞り構造
h1 フランジ幅
h2、h3 長さ
t1 板厚
Reference Signs List 1 car body 2 side skin plate 3, 3a, 3b transverse frame member 4 side pillar member 4M bend formation region 10 railway car 22 wainscot plate 31, 31a, 31b car-outside flange portion 32, 32a, 32b car-inside zenith portion 41 car-outside flange portion 42, 42M Interior zenith 43, 43M, 43Ma Side wall 221 Vehicle upper 221a Lower end 222 Vehicle lower 222b Upper end 223 Curved portion 431M Notch shape GK Side structure R, S Curvature radius SK Bottom drawing structure h1 Flange width h2, h3 Length t1 Thickness

Claims (5)

側構体の側外板と、前記側外板の車内側に車外側フランジ部が接合されレール方向に延設されたハット断面の横骨部材と、前記横骨部材の車内側天頂部に車外側フランジ部が接合され車両上下方向に延設されたハット断面の側柱部材とを備え、前記側外板における腰板の車両下部を、前記腰板の車両上部に対して前記腰板の板厚の50~200倍の曲率半径で曲げ形成された湾曲部を介して車両内方へ傾斜させた裾絞り構造を有する鉄道車両であって、
前記腰板における前記車両上部の下端部には、第1の前記横骨部材の車外側フランジ部が接合され、前記腰板における前記車両下部の上端部には、第2の前記横骨部材の車外側フランジ部が接合されていること、
前記側柱部材の車外側フランジ部は、前記第1の横骨部材の車内側天頂部と前記第2の横骨部材の車内側天頂部とに接合されていること、
前記側柱部材は、前記第1の横骨部材と前記第2の横骨部材との間で、前記湾曲部に沿って曲げ形成され、かつ曲げ形成領域の範囲で車内側天頂部と側壁部とがコの字断面を形成するように切り欠き形成されていることを特徴とする鉄道車両。
a side outer plate of the side structure, a lateral frame member having a hat cross section which is joined to the vehicle inner side of the side outer plate and extends in the rail direction, and a vehicle outer side zenith portion of the lateral frame member. A side pillar member having a hat cross section and extending in the vertical direction of the vehicle to which a flange portion is joined, wherein the vehicle lower part of the wainscot on the side outer plate is 50 to 50% thicker than the vehicle upper part of the wainscot on the wainscot. A railway vehicle having a bottom drawing structure inclined inward of the vehicle via a curved portion formed by bending with a radius of curvature of 200 times,
A vehicle-exterior flange portion of the first lateral rib member is joined to a lower end portion of the vehicle upper portion of the waist plate, and a vehicle exterior-side flange portion of the second lateral rib member is joined to an upper end portion of the vehicle lower portion of the waist plate. that the flanges are joined;
the vehicle-exterior flange portion of the side pillar member is joined to the vehicle-interior zenith portion of the first lateral rib member and the vehicle-interior zenith portion of the second lateral rib member;
The side pillar member is formed by bending along the curved portion between the first transverse rib member and the second transverse rib member, and is formed in the range of the bend formation region at the vehicle interior zenith portion and the side wall portion. A railway vehicle characterized by being cut out so as to form a U-shaped cross section.
請求項1に記載された鉄道車両において、
前記側柱部材の切り欠き形成された前記側壁部のフランジ幅は、前記曲げ形成領域の全範囲で一定の大きさに形成されていることを特徴とする鉄道車両。
In the railway vehicle according to claim 1,
A railway vehicle, wherein a flange width of the side wall portion formed by the notch of the side pillar member is formed to have a constant size over the entire range of the bend forming region.
請求項1に記載された鉄道車両において、
前記側柱部材の切り欠き形成された前記側壁部の車両上下方向の長さは、前記湾曲部の車両上下方向の長さより大きく形成されていることを特徴とする鉄道車両。
In the railway vehicle according to claim 1,
A railway vehicle, wherein the length of the side wall portion formed by the notch of the side pillar member in the vertical direction of the vehicle is larger than the length of the curved portion in the vertical direction of the vehicle.
請求項1に記載された鉄道車両において、
前記側柱部材は、前記曲げ形成領域の範囲で、前記車内側天頂部が前記湾曲部の曲率半径以上の曲率半径で曲げ形成されていることを特徴とする鉄道車両。
In the railway vehicle according to claim 1,
The railway vehicle, wherein the side pillar member is bent with a radius of curvature equal to or greater than the radius of curvature of the curved portion at the vehicle-inside zenith portion within the range of the bend forming region.
請求項1乃至請求項4のいずれか1項に記載された鉄道車両において、
前記側柱部材の切り欠き形成された側壁部には、少なくとも一方の側壁部の切り欠き形状を塞ぐ塞ぎ板を備え、
前記塞ぎ板は、先端部が前記側柱部材の車外側フランジ部より車外側へ突出して形成され、基端部が前記側壁部に対して前記切り欠き形状に沿って連続状に接合されていることを特徴とする鉄道車両。
In the railway vehicle according to any one of claims 1 to 4,
The notched side wall portion of the side pillar member is provided with a closing plate that closes the notched shape of at least one of the side wall portions,
The closing plate has a front end projecting outward from the vehicle outer flange of the side pillar member, and a base end continuously joined to the side wall along the notch shape. A railway vehicle characterized by
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