JP7340415B2 - railway vehicle - Google Patents

Description

The present invention relates to a railway vehicle, and particularly to a railway vehicle that can reduce the risk of injury to workers.

The side structure of a railway vehicle is formed by joining bone members to an outer plate. For example, in Patent Document 1, a plurality of horizontal bone members (a curtain band member 21b, a waist band member 21c, a long base member 21d, and a shell reinforcing bone 23) and a plurality of vertical bone members (a side post 21a and a shell reinforcing bone 23) are provided on an outer panel. A technique is described in which the reinforcing bone 23) is joined.

JP 2002-104180 A (for example, paragraph 0007, FIG. 4, FIG. 5, etc.)

However, in the technique disclosed in Patent Document 1, since the heights of the plurality of horizontal bone members are different, when joining the vertical bone members to the plurality of horizontal bone members, the difference in height of the horizontal bone members is absorbed. In order to do this, it is necessary to form a notch in the vertical bone member by cutting. Therefore, when cutting is performed on-site, there is a problem in that workers may be injured by flying chips and the like.

The present invention has been made to solve the above-mentioned problems, and an object of the present invention is to provide a railway vehicle that can reduce the risk of injury to workers.

In order to achieve this object, the railway vehicle of the present invention includes an outer panel and a bone member joined to the inner side surface of the outer panel, and the outer panel extends in the vertical direction of the vehicle. The bone member is provided with a flat part , an inclined part that is inclined toward the inside of the vehicle , and a curved part that connects the flat part and the inclined part and is curved. a plurality of first bone members that are joined to each other and extend along the longitudinal direction of the vehicle ; a plurality of second bone members that are joined to the inclined portion and extend along the longitudinal direction of the vehicle; A plurality of bone members intersect with the first bone member and the plurality of second bone members and joined to the inner side surfaces of the plurality of first bone members and the inner side surfaces of the plurality of second bone members. a third bone member of the outer panel, the height from the inner side surface of the plane part to the inner side surface of the plurality of first bone members is set to a first height, and A height from a surface on the inside of the vehicle of the inclined portion to a surface on the inside of the vehicle of the plurality of second bone members is set to a second height, and the first height and the second height are different from each other. The plurality of first bone members and the plurality of second bone members are not disposed in the curved portion, and the surfaces of the plurality of first bone members on the inside of the vehicle are substantially on the same plane. and the surfaces of the plurality of second bone members on the inside of the car are formed on substantially the same plane, and the third bone member is formed on the inside of the car of the plurality of first bone members. a first base bone member joined to the vehicle inner side surface of the plurality of second bone members, a second base bone member joined to the vehicle inner side surface of the plurality of second bone members, the first base bone member and the second base The first base bone member and the second base bone member are formed in a linearly extending shape.

According to the railway vehicle according to claim 1, the outer plate connects a flat portion extending in the vertical direction of the vehicle , an inclined portion inclined toward the inside of the vehicle , and connecting the flat portion and the inclined portion. The bone member includes a plurality of first bone members joined to the plane part and extending along the longitudinal direction of the vehicle, and a plurality of first bone members joined to the inclined part and a curved part formed by being curved together . a second bone member extending along the longitudinal direction of the vehicle ; a second bone member that intersects with the plurality of first bone members and the plurality of second bone members; a plurality of third bone members joined to the inner side surfaces of the plurality of second bone members; the height from the inner side surface of the flat portion to the inner side surface of the plurality of first bone members; is set to the first height, and the height from the inboard side surface of the sloped portion of the outer skin to the inboard side surface of the plurality of second bone members is set to the second height. It is not necessary to cut the plurality of third bone members. Therefore, the risk of damage to workers can be reduced.

Furthermore, since the first height and the second height are set to different heights, it is possible to easily adopt a structure suitable for each part in the flat part and the inclined part.
The plurality of first bone members and the plurality of second bone members are not disposed in the curved portion, and the surfaces of the plurality of first bone members on the inside of the vehicle are formed on substantially the same plane, The inner side surfaces of the plurality of second bone members are formed on substantially the same plane, and the third bone member is formed on the first base bone that is joined to the inner side surface of the plurality of first bone members. a second base bone member joined to the vehicle inner side surface of the plurality of second bone members, and a link connecting the first base bone member and the second base bone member; Since the first base bone member and the second base bone member are formed in a linearly extending shape, the first base bone member and the second base bone member are bent along the shape of the outer plate. It is possible to prevent this from happening. That is, it is not necessary to bend the first basic bone member and the second basic bone member, and manufacturing costs can be reduced. Further, it is possible to suppress a decrease in strength of the first basic bone member and the second basic bone member due to bending.
Furthermore, since the first foundation bone member and the second foundation bone member are connected by the tether, when a load is applied to one foundation bone member, the load cannot be supported by one and the other foundation bone member. , it is possible to suppress a decrease in the strength of the third bone member.

According to the railway vehicle according to claim 2, in addition to the effects achieved by the railway vehicle according to claim 1 , the second height is made lower than the first height, so that the floor area can be expanded and the number of passengers can be increased accordingly. Capacity can be increased.

According to the railway vehicle according to claim 3, in addition to the effects achieved by the railway vehicle according to claim 1 or 2 , the first height and the second height are set at the inner side of the plurality of first bone members. and the third height, which is the height from the inner side surface of the plurality of second bone members to the inner side surface of the plurality of third bone members, thereby reducing the weight of the railway vehicle. can be done effectively. This is because the plurality of first bone members and the plurality of second bone members extend along the longitudinal direction of the vehicle and account for a large proportion of the weight of the railway vehicle. On the other hand, a third height is a height from the inner side surface of the plurality of first bone members and the inner side surface of the plurality of second bone members to the inner side surface of the plurality of third bone members. Since the third bone members are formed to have a high height, the strength of the railway vehicle can be prevented from decreasing due to the plurality of third bone members. With these, it is possible to reduce the weight of the railway vehicle and ensure its strength.

Further, the height from the inboard side surface of the outer plate (flat part or sloped part) to the inboard side surface of the plurality of first bone members or the inboard side surface of the plurality of second bone members is formed to be low. By doing so, it is possible to effectively utilize the space in the part of the railway vehicle where the plurality of third bone members are not provided.

According to the railway vehicle according to claim 4, in addition to the effects achieved by the railway vehicle according to claim 2 or 3, the outer panel includes a plurality of openings arranged at intervals in the longitudinal direction of the vehicle, The plurality of third bone members are formed to be longer than the plurality of openings in the vertical direction of the vehicle and are disposed between the plurality of openings, and a predetermined opening of the plurality of openings. Since the window vertical frame is provided below , it is possible to ensure strength depending on the part of the railway vehicle. Specifically, even in areas where an opening is formed in the outer panel and no blower pillars can be installed, the strength below the opening can be ensured by providing the vertical window frame.

According to the railway vehicle according to claim 5 , in addition to the effects achieved by the railway vehicle according to claim 1 , the radius of curvature of the curved portion is set to 200 times or less the plate thickness of the curved portion, so that external The curved area of the plate can be reduced, and the number of second bone members that can be joined to the slope can be secured accordingly. Therefore, the strength of the inclined portion can be ensured while increasing the passenger capacity by lowering the second height.

Furthermore, by setting the radius of curvature of the curved portion to 200 times or less the thickness of the curved portion, the strength of the outer panel in the out-of-plane direction can be ensured.

On the other hand, since the radius of curvature of the curved portion is set to be 30 times or more the plate thickness of the curved portion, workability of the curved portion can be ensured.

It is a perspective view of a railroad vehicle in a 1st embodiment. FIG. 2 is a partially enlarged view of the railway vehicle as seen from the inside of the vehicle. (a) is a cross-sectional view of the railway vehicle taken along line IIIa-IIIa in FIG. 2, and (b) is a partially enlarged cross-sectional view of the railway vehicle taken along section IIIb in FIG. 3(a). (a) is a partially enlarged view of the railway vehicle as seen from the inside, and (b) is a partially enlarged sectional view of the railway vehicle taken along line IVb-IVb in FIG. 4(a). (a) is a partially enlarged view of the railway vehicle in the second embodiment, and (b) is a partially enlarged sectional view of the railway vehicle taken along the line Vb-Vb in FIG. 5(a). (a) is a partially enlarged view of a railway vehicle in a third embodiment, and (b) is a partially enlarged sectional view of the railway vehicle taken along line VIb-VIb in FIG. 6(a). (a) is a partial enlarged cross-sectional view of the railway vehicle in the fourth embodiment, and corresponds to the cross section taken along the line Vb-Vb in FIG. 5(a), and (b) is a partial enlarged sectional view of the railway vehicle in the fifth embodiment. It is an enlarged cross-sectional view, and corresponds to the cross-section at section IIIb in FIG. 3(a).

Hereinafter, preferred embodiments will be described with reference to the accompanying drawings. First, the configuration of a railway vehicle 10 in a first embodiment will be described with reference to FIGS. 1 to 3. FIG. 1 is a perspective view of a railway vehicle 10 in the first embodiment. FIG. 2 is a partially enlarged view of the railway vehicle 10 viewed from inside the vehicle. 3(a) is a sectional view of the railway vehicle 10 taken along line IIIa-IIIa in FIG. 2, and FIG. 3(b) is a partially enlarged sectional view of the railway vehicle 10 taken along the IIIb section in FIG. 3(a). .

Note that arrow FB, arrow UD, and arrow LR in FIG. The same applies to FIGS. 2 to 7. Further, FIG. 1 is schematically illustrated, and the same applies to FIGS. 2 and subsequent figures, so the explanation thereof will be omitted. Further, FIG. 2 shows a view of the side structure 11 disposed on the left side (in the direction of arrow L) as seen from the inside of the vehicle, and the same applies to FIGS. 4 and subsequent figures, so a description thereof will be omitted.

As shown in FIG. 1, the railway vehicle 10 includes a side structure 11, a roof structure 12, an end structure 13, and an underframe (not shown). As shown in FIGS. 2 and 3, the side structure 11 mainly includes an outer panel 20 and a bone member 30 joined to the inner side of the outer panel 20 by welding.

The outer panel 20 includes a wainscot 21 extending in the longitudinal direction of the railway vehicle 10 (in the direction of the arrow FB), a curtain board 22 disposed above the wainscot 21 (in the direction of the arrow U), and a wainscot 21 and a curtain board 22. It mainly includes a shear plate 23 disposed on the inside of the vehicle (in the direction of arrow R).

The waist board 21, the curtain board 22, and the shear plate 23 are formed from metal plates. The wainscot board 21 and the curtain board 22 are on the same plane, with long sides 21a and 22a (see FIG. 4(b)) facing each other along the front-rear direction facing each other with a predetermined interval (approximately 4 mm in this embodiment) apart. are placed side by side on top. In this embodiment, the thickness of the outer panel 20 (waist panel 21, curtain panel 22, and shear plate 23) is set to approximately 2 mm.

In addition, a plurality of notches are formed in the wainscot board 21 and curtain board 22 at the same position in the front and back direction, and these notches form openings 24a and 24b that serve as windows and an opening 25 that serves as a passenger entrance. be done. Note that the opening 24a is longer than the opening 24b in the front-rear direction, and in this embodiment, the opening 24a is set to approximately 1610 mm, and the opening 24b is set to approximately 810 mm.

Further, the wainscot 21 is formed with an inclined portion 26 that is inclined toward the inside of the vehicle, and the sloping portion 26 is disposed on the lower side of the wainscot 21 (in the direction of arrow D). Further, a flat part 27 extending in the vertical direction (in the direction of arrow UD) is formed on the upper side of the inclined part 26, and between the inclined part 26 and the flat part 27, there is a part extending toward the outside of the vehicle (in the direction of arrow L). A curved portion 28 is formed which is curved in an arc shape that is convex toward the surface.

The curved portion 28 is a portion that connects (connects) the inclined portion 26 and the flat portion 27, and in this embodiment, the radius of curvature of the curved portion 28 on the inside surface of the vehicle is approximately 100 mm (the radius of curvature of the curved portion 28 is approximately 100 mm). (approximately 50 times the thickness of the outer panel 20). Since the radius of curvature of the curved portion 28 is set to be 30 times or more the thickness of the outer plate 20 (curved portion 28), workability of the curved portion can be ensured.

The shear plate 23 is for improving the strength of the outer panel 20, and is arranged to surround the openings 24a and 24b. In this embodiment, since the gap between the waist plate 21 and the curtain plate 22 is set to approximately 4 mm, the shear plate 23 is difficult to be visually recognized from the outside of the vehicle (in the direction of arrow L). This eliminates the need to paint or belt grind the surface of the shear plate 23 on the outside of the vehicle, thereby reducing manufacturing costs.

Here, with reference to FIG. 4, a joint structure between the wainscot board 21, curtain board 22, and shear plate 23 will be described. 4(a) is a partially enlarged view of the railway vehicle 10 seen from the inside, and FIG. 4(b) is a partially enlarged cross-sectional view of the railway vehicle 10 taken along line IVb-IVb in FIG. 4(a). . In addition, in FIG. 4, only the outer plate 20 and a part of the bone member 30 (lateral bone member 31) are illustrated, and the same applies to FIG. 5 and subsequent figures, so the explanation thereof will be omitted.

As shown in FIG. 4, the shear plate 23 straddles the long sides 21a and 22a of the wainscot board 21 and the curtain board 22, and extends along the front-rear direction (direction of arrow FB) to the inside of the car (arrow R direction side). The waist plate 21, the curtain plate 22, and the shear plate 23 are joined by a first joint 41 and a second joint 42 formed by laser welding.

The first joint part 41 and the second joint part 42 are parts where the wainscot board 21 and the curtain board 22 and the shear plate 23 are continuously joined. The first joint 41 is formed by partial penetration welding along the front-back direction at a position apart from the long sides 21a and 22a by a predetermined distance (10 mm in this embodiment), and the second joint 42 is formed by partial penetration welding along the front-rear direction. They are formed by fillet welding along both ends (front-back direction) of the shear plate 23 at positions that are both ends of the shear plate 23 in the vertical direction. By forming the second joint part 42 in addition to the first joint part 41, the joint strength between the wainscot board 21 and the curtain board 22 and the shear plate 23 is increased.

Note that partial penetration welding is welding performed at a constant output and movement speed of a laser beam (not shown) so that the first joint 41 is formed to a predetermined melting depth, and the predetermined depth is The depth is set such that the surfaces of the wainscot board 21 and the curtain board 22 on the outside of the vehicle (in the direction of arrow L) are not melted (do not penetrate through the wainscot board 21 and the curtain board 22).

In this embodiment, since a laser beam (not shown) is irradiated from the shear plate 23 side toward the wainscot 21 and curtain plate 22 side (from the inside of the car to the outside of the car), the outer side of the wainscot 21 and the curtain plate 22 is The first joint portion 41 is not exposed on the surface. Further, the second joint portion 42 is formed on the vehicle inner side surfaces of the waist plate 21 and the curtain plate 22. These can suppress deterioration of the appearance of the railway vehicle 10.

In addition, in the process of joining the waist plate 21 and curtain board 22 to the shear plate 23, a laser beam (not shown) is irradiated from the inside of the vehicle to the outside of the vehicle, thereby forming the first joint 41 and the second joint. A section 42 is formed. Therefore, the bone member 30 can be joined to the vehicle inner side surface of the outer panel 20 following the step of joining the outer panel 20, and it is not necessary to turn the outer panel 20 over. As a result, manufacturing costs can be reduced.

Here, a gap may occur between the wainscot 21 or the wainscot 22 and the shear plate 23 due to the manufacturing precision of the wainscot 21, curtain 22, or shear plate 23, and the performance of the laser beam irradiation device may cause the first There is a possibility that the joint portion 41 does not reach the wainscot board 21 or the curtain board 22 (a welding defect may occur). In this case, the waist board 21 or the curtain board 22 and the shear plate 23 are not joined, and watertightness is not ensured. In addition, the tip of the first joint 41 (the end on the outside of the vehicle) is not visible, and it cannot be confirmed that the first joint 41 reaches the wainscot 21 or the curtain board 22, ensuring watertightness. I cannot confirm whether it is done.

On the other hand, in this embodiment, since the wainscot board 21 or the curtain board 22 and the shear plate 23 are joined by the second joint portion 42, watertightness can be ensured. In addition, the second joint portion 42 is formed at both ends of the shear plate 23 in the vertical direction, and is formed on the inner side surface of the waist plate 21 or the curtain plate 22, so it is visible, and if a welding defect occurs, The welding defect can be visually recognized by the operator. By making the second joint portion 42 visible in this manner, watertightness can be easily inspected and watertightness can be more reliably ensured.

Here, the case where the first joint part 41 is formed after the second joint part 42 is formed is different from the case where the second joint part 42 is formed after the first joint part 41 is formed. In comparison, there is a possibility that the strain occurring in the wainscot board 21, curtain board 22, or shear plate 23 becomes large. On the other hand, in this embodiment, the second joint part 42 is formed after the first joint part 41 is formed. As a result, the welding (fillet welding) that will be performed later can be performed with the gap between the waist plate 21 or the curtain plate 22 and the shear plate 23 being small (the second joint 42 is formed). It is possible to reduce the occurrence of welding defects in the second joint portion 42.

Further, since the wainscot board 21 and the curtain board 22 are joined via the shear plate 23, it is not necessary to perform a bevel process on one end of the wainscot board 21 or the curtain board 22, and manufacturing costs can be reduced. In addition, by using the shear plate 23 for both the function of improving the strength of the outer panel 20 and the function of joining the wainscot board 21 and the curtain panel 22, the number of parts types can be reduced, and manufacturing costs can be reduced.

The explanation will be given by returning from FIG. 1 to FIG. 3. The bone member 30 is for ensuring the strength of the railway vehicle 10 (side structure 11), and is placed on the inside of the outer panel 20 (on the side in the direction of arrow R) in a posture along the longitudinal direction (arrow FB direction). The horizontal frame member 31 is joined to the surface of the horizontal frame member 31, and the blow-in column 32 is joined to the vehicle inner side surface of the horizontal frame member 31 in a posture along the vertical direction (arrow UD direction), the window lower vertical frame 33, and the window. It is mainly composed of the superior longitudinal bone 34. Each member of the frame member 30 is formed into a hat shape from a plate of metal material. Note that the surface of each member of the bone member 30 on the inside of the vehicle is defined as the surface of the bone member 30 formed on the innermost side of the vehicle.

The horizontal bone member 31 is joined in a posture along the front-rear direction, in other words, in a posture along the first joint portion 41 and the second joint portion 42 of the outer plate 20. Further, the transverse bone member 31 is joined to the outer panel 20 at a position different from the first joint 41 and the second joint 42 . With these, it is possible to prevent the joint between the outer plate 20 and the horizontal bone member 31 from overlapping with the first joint 41 and the second joint 42 . As a result, it is possible to suppress a decrease in bonding strength due to overlapping of the bonding portions. Furthermore, the bone member 30 can be joined to the vehicle-inward side surface of the outer panel 20 following the step of bonding the outer panel 20, making it unnecessary to turn the outer panel 20 over. Thereby, manufacturing costs can be reduced.

The horizontal bone member 31 is formed from one end of the outer plate 20 to the other end in a posture along the front-rear direction, and includes a first horizontal bone member 35a joined to the flat part 27 of the wainscot 21 or the curtain plate 22; It is composed of a second horizontal bone member 35b joined to the inclined portion 26 of and a third horizontal bone member 35c joined to the shear plate 23. The first lateral bone member 35a, the second lateral bone member 35b, and the third lateral bone member 35c are arranged at a predetermined distance in the vertical direction, and in this embodiment, the first lateral bone member 35a and the second horizontal bone member 35b are provided at three locations, and the third horizontal bone member 35c is provided at two locations, respectively.

Note that the third horizontal bone member 35c disposed between the openings 24a and 24b and the third transverse bone member 35c disposed between the openings 25 and 24b are arranged in the anteroposterior direction. Since they are the same except for the difference in length, they will be described using the same reference numerals.

In this embodiment, the height from the inboard side surface of the outer panel 20 (waist board 21, curtain board 22, or shear plate 23) to the inboard side surface of the transverse frame member 31 is defined as the height of the transverse frame member 31, The height of the first horizontal rib member 35a (hereinafter referred to as "first height H1") is higher than the height of the second horizontal rib member 35b (hereinafter referred to as "second height H2"). Formed high. In other words, the second height H2 is formed lower than the first height H1.

Thereby, the floor area of the railway vehicle 10 can be expanded, and the passenger capacity can be increased accordingly. In this way, since the first height H1 and the second height H2 are set to different heights, it is possible to easily adopt a structure suitable for each portion of the flat portion 27 and the inclined portion 26.

Note that in this embodiment, the first height H1 is set to approximately 19 mm, and the second height H2 is set to approximately 15 mm. The height of the third horizontal frame member 35c is formed to be lower than the first height H1 by the thickness of the shear plate 23. As a result, the heights from the inner side surface of the outer plate 20 to the inner side surfaces of the first transverse rib member 35a and the third transverse rib member 35c are formed to be approximately the same, and The surfaces of the third transverse frame member 35c on the inside of the vehicle are formed on substantially the same plane. As a result, it is possible to eliminate the need for cutting the blowout column 32 for joining the blowout column 32 to the horizontal frame member 31, and the manufacturing cost can be reduced.

As described above, the radius of curvature of the curved portion 28 of the waist board 21 is set to approximately 50 times the thickness of the outer panel 20, that is, the radius of curvature of the curved portion 28 is set to be approximately 50 times the thickness of the outer panel 20 (curved portion 28). 200 times or less, the curved area of the outer panel 20 (waist board 21) can be reduced, and the number of second horizontal bone members 35b that can be joined to the inclined portion 26 can be secured accordingly. Therefore, the strength of the inclined portion 26 can be ensured while reducing the second height H2 and increasing the passenger capacity.

Here, for example, when a curved part with a radius of curvature of approximately 1500 mm is connected to the lower end of the flat part 27 of the wainscot board 21, the ratio of the sloped part in the wainscot board 21 becomes smaller, and the second transverse bone joined to the sloped part becomes smaller. The number of members 35b is reduced. Alternatively, in addition to the inclined portion, the second horizontal bone member 35b is joined to the curved portion.

When the number of second horizontal frame members 35b to be joined to the sloped portion is small, the height of the second horizontal frame members 35b is formed high to ensure the strength of the sloped portion, and the floor area of the railway vehicle 10 is reduced. , there is a risk that the passenger capacity will decrease.

When the second horizontal rib member 35b is joined to the curved portion in addition to the sloped portion, there is a possibility that a gap will be created at the joint surface between the curved portion and the second horizontal rib member 35b, making welding defects likely to occur.

In addition, when the second horizontal bone member 35b is joined to the curved portion, the vehicle-inward side surface of the second horizontal bone member 35b joined to the curved portion is the same as that of the first horizontal bone member 35a (the third horizontal bone member Since the surfaces of the second horizontal frame member 35b connected to the curved part and the second horizontal frame member 35b on the inside of the car are not flush with each other, the second horizontal frame member 35b and the blow-up column 32 and It becomes difficult to join with the vertical bone under the window 33. In order to avoid such a joint, the height of the second horizontal frame member 35b that is joined to the curved part is lowered, and the height of the second horizontal frame member 35b that is joined to the curved part, the blow-up pillar 32, and the vertical window bottom are lowered. If the bones 33 are not joined, there is a risk that the strength of the railway vehicle 10 will be reduced.

In contrast, in the present embodiment, the radius of curvature of the curved portion 28 is set to approximately 50 times the thickness of the outer panel 20, so the area of the curved portion 28 on the outer panel 20 (wainscoting 21) can be reduced. Therefore, the number of second horizontal rib members 35b that can be joined to the inclined portion 26 can be secured.

Further, it is possible to suppress the second horizontal frame member 35b from being joined to the curved portion 28, and it is possible to suppress the possibility that welding defects are likely to occur. Furthermore, the strength of the outer panel 20 in the out-of-plane direction can be ensured, buckling and waving of the outer panel 20 can be suppressed, and the appearance of the railway vehicle 10 can be improved. Note that the radius of curvature of the curved portion 28 is desirably set to 200 times or less the thickness of the outer panel 20.

The blowing post 32 is disposed between the openings 24a and 24b or between the openings 24b and 25 in the front-rear direction, and is formed from the upper end to the lower end of the outer panel 20 in the up-down direction. The lower window vertical rib 33 is disposed below the opening 24a (in the direction of arrow D), and the upper window vertical rib 34 is disposed above the opening 24a (in the direction of arrow U).

In this way, by forming the opening 24a in the outer panel 20, even if the blowing pillars 32 are arranged apart from each other by the outer diameter of the opening 24a (approximately 1610 mm) in the front-rear direction, the blowing pillars 32 By arranging the lower window vertical frame 33 and the upper window vertical frame 34 between them, a decrease in the strength of the side structure 11 can be suppressed (strength can be ensured).

In addition, by adopting a structure in which the strength of the side structure 11 in the front-rear direction is ensured by the blow-up pillar 32, the lower window vertical frame 33, and the window upper vertical frame 34, the first height H1 and the second height H2 can be adjusted horizontally. The heights from the inner side surface of the frame member 31 to the inner side surfaces of the blower pillar 32, lower window vertical frame 33, and upper window vertical frame 34 can be made lower.

In this embodiment, the height from the inside surface of the transverse frame member 31 to the inside surface of the windshield pillar 32, the window lower vertical frame 33, and the window upper vertical frame 34 is defined as the height of the windshield pillar 32, and the height of the window lower vertical frame 34, respectively. The height of the vertical bone 33 and the height of the vertical bone 34 above the window are respectively defined. The height of the blower pillar 32, the height of the lower window vertical frame 33, and the height of the upper window vertical frame 34 are formed to be approximately the same, and these heights (hereinafter referred to as "third height H3") are: It is set to approximately 60 mm.

The horizontal bone member 31 extends along the front-rear direction, and the proportion of the horizontal bone member 31 in the weight of the side structure 11 is large. By forming the height (first height H1 and second height H2) of the horizontal frame member 31 to be low, the weight of the side structure 11 can be effectively reduced.

On the other hand, by forming the third height H3 high, a decrease in the strength of the side structure 11 can be suppressed. With these, it is possible to reduce the weight of the side structure 11 and ensure strength at the same time.

Further, the space formed between the outer panel 20 and the interior panel (not shown) can be easily utilized. The lower window vertical frame 33 and the upper window vertical frame 34 are not provided above and below the opening 24b, respectively, and the blow-up pillars 32 are spaced apart by the outer diameter (approximately 810 mm) of the opening 24b in the front-rear direction. When disposed, for example, by utilizing the space formed between the outer panel 20 and the interior panel (not shown) above or below the opening 24b, the The window (not shown) can be made into a trapdoor structure (an openable window that can be opened and closed in the vertical direction) without increasing the thickness of the side structure 11.

Further, the number of upper window vertical ribs 34 is less than the number of lower window vertical ribs 33, and in this embodiment, the window upper vertical ribs 34 are provided at two locations, and the window lower vertical bones 33 are provided at three locations. . As a result, the opening 24a is formed, and the lower window vertical rib 33 or the upper window vertical rib 34 is provided even in areas where the blowout pillars 32 are not provided, thereby ensuring the strength of the side structure 11. The first height H1 and the second height H2 can be reduced, and the weight of the side structure 11 can be reduced.

Further, the strength of the side structure 11 can be made different between above and below the opening 24a (the strength of the side structure 11 can be made larger below the opening 24a than above). Thereby, the weight of the side structure 11 can be reduced while ensuring strength corresponding to the portions of the side structure 11 (above and below the opening 24a).

Here, for example, in the flat part 27 of the wainscot 21 and the curtain plate 22, the height of the horizontal rib member disposed above the opening 24a and the height of the horizontal rib member disposed below the opening 24a are determined. By providing a difference, it is possible to reduce the weight of the side structure 11 and to make a difference in the strength of the side structure 11 in the vertical direction.

In this case, in order to suppress interference between the horizontal frame member and the spray column 32, cutting is performed on the spray column 32, which may cause damage to the worker. In contrast, in the present embodiment, the height of the first horizontal bone member 35a joined to the plane portion 27 and the height of the third horizontal bone member 35c joined to the shear plate 23 are the first height. H1, and the height of the second horizontal bone member 35b joined to the inclined portion 26 is set to the second height H2 (the height of the horizontal bone member 31 is set to be higher than that of the flat portion 27 and the inclined portion 26 ), the above-mentioned cutting process can be made unnecessary, and the risk of injury to the worker can be reduced.

The blow-up pillar 32 and the lower window vertical frame 33 are connected to a basic bone member 37a disposed on the inclined portion 26 (second horizontal frame member 35b) of the wainscot 21, and above the basic bone member 37a, the plane of the wainscot 21 is 27, the base bone member 37b disposed on the curtain plate 22 or the shear plate 23 (the first horizontal bone member 35a or the third horizontal bone member 35c), and the base bone members 37a, 37b joined (connected) It is mainly comprised of a tether 38 that is

Since the basic bone members 37a and 37b are not provided at the boundary (curved part 28) between the flat part 27 and the inclined part 26 of the wainscoting board 21, bending must be performed on the blow-up pillar 32 and the lower window vertical frame 33. This eliminates the need for this, reducing manufacturing costs. Further, by forming the bent portion (bending process), it is possible to prevent the strength of the blow-up pillar 32 and the lower window vertical frame 33 from being reduced.

Note that the window vertical bone 34 is composed of a single basic bone member 37b. In addition, each of the basic bone members 37a constituting the blow-up column 32, the lower window vertical frame 33, and the upper window vertical frame 34 are the same except for the lengths in the vertical direction, so they will be described with the same reference numerals. . In this way, the base frame members 37a and 37b are joined (connected) to form the blow-up column 32 and the lower window vertical frame 33, so the types of parts can be reduced and the manufacturing cost can be reduced.

The tether 38 is for connecting the base bone members 37a, 37b of the blow-up column 32 and the lower window vertical frame 33, and is formed in a U-shape in cross section. The tethers 38 are joined by spot welding to the pair of foundation bone members 37a, 37b arranged in parallel along the vertical direction, so that when a load is applied to one of the foundation bone members 37a (37b), the load is removed. can be supported by one and the other foundation bone members 37b (37a) (supporting the load by only one foundation bone member 37a (37b) can be suppressed).

Note that a hole is formed in a pair of side plates, which are opposite parts of the tether 38 that have a U-shaped cross section, and welding is performed to close the hole, thereby connecting the tether 38 and the basic frame members 37a, 37b. may be joined.

Next, with reference to FIG. 5, the configuration of the railway vehicle 210 in the second embodiment will be described. Note that the same parts as in the first embodiment described above are given the same reference numerals, and the explanation thereof will be omitted. 5(a) is a partially enlarged view of the railway vehicle 210 in the second embodiment, and FIG. 5(b) is a partially enlarged cross-sectional view of the railway vehicle 210 taken along the line Vb-Vb in FIG. 5(a). . Note that FIG. 5(a) is a partially enlarged view of the railway vehicle 210 viewed from inside the vehicle.

As shown in FIG. 5, in a railway vehicle 210 according to the second embodiment, the shear plate 23 (see FIG. 2) in the first embodiment is omitted, and the upper edge of the flat part 27 of the waist plate 221 is provided with a serration process. Then, a serration portion 221b is formed. Note that the wainscot board 221 does not have an opening to serve as a window, and the curtain board 222 has openings 224a and 224b. Therefore, the serration portion 221b is formed below the openings 224a and 224b (in the direction of arrow D). In this embodiment, the flat part of the inclined part and the flat part formed by the serration process is defined as the serration part 221b.

The serration process is performed toward the inside of the car (arrow R direction side), and the depth of the serration part 221b (distance between the outer side surface of the waist plate 221 and the outer side surface of the serration part 221b in the plate thickness direction) ) is formed to have the same thickness as the curtain plate 222. As a result, the wainscot board 221 and the curtain board 222 are arranged so that the surfaces facing the outside of the vehicle (in the direction of arrow L) are aligned on the same surface. As a result, it is possible to suppress the occurrence of a step on the outer side surface of the outer panel 220, and it is possible to suppress the appearance of the railway vehicle 210 from deteriorating.

Furthermore, by omitting the shear plate 23 (see FIG. 2) in the first embodiment, the transverse bone member 231 can be configured from the first transverse bone member 35a and the second transverse bone member 35b (in the first embodiment). (The third horizontal bone member 35c can be made unnecessary). Thereby, the types of parts constituting the horizontal frame member 231 can be reduced, and manufacturing costs can be reduced.

Next, the joining structure between the wainscot board 221 and the curtain board 222 will be explained. The outer side surface of the narrowed portion 221b of the waist plate 221 is overlapped with the inner side surface of the lower edge of the curtain plate 222. A laser beam (not shown) is irradiated from the narrowed portion 221b side of the waist plate 221 toward the curtain plate 222 side (from the inside of the car to the outside of the car), and a first joint 241 and a second joint 42 are formed, respectively. By doing so, the waist board 221 and the curtain board 222 are joined.

The first joint 241 is formed by partial penetration welding along the front-rear direction (arrow FB direction) at a position a predetermined distance (10 mm in this embodiment) from the upper end of the serration part 221b, The second joint portion 42 is formed at the upper end portion of the serration portion 221b by fillet welding along the upper end portion (front-back direction).

Here, the first joint portion 241 is formed intermittently in the front-rear direction. In this embodiment, the first joint portions 241 are formed to have a length of approximately 300 mm, and the intermittent portions formed between the first joint portions 241 are formed to have a length of approximately 50 mm.

Thereby, the area where the first joint portion 241 is formed can be made smaller, and the distortion of the wainscot board 221 or the curtain board 222 caused by heat input can be reduced. As a result, in the process of joining the wainscot board 221 and the curtain board 222, it is possible to reduce the gap between the wainscot board 221 and the curtain board 222, and to reduce the occurrence of welding defects in the second joint 42 (second joint 42). Moreover, deterioration in the appearance of the railway vehicle 210 due to distortion can be suppressed.

Next, with reference to FIG. 6, the configuration of the railway vehicle 310 in the third embodiment will be described. Note that the same parts as in each of the embodiments described above are given the same reference numerals, and the explanation thereof will be omitted. FIG. 6(a) is a partially enlarged view of the railway vehicle 310 in the third embodiment, and FIG. 6(b) is a partially enlarged sectional view of the railway vehicle 310 taken along line VIb-VIb in FIG. 6(a). . Note that FIG. 6(a) is a partially enlarged view of the railway vehicle 310 viewed from inside the vehicle.

As shown in FIG. 6, in the railway vehicle 310 according to the third embodiment, a plurality of first joints 241 (first joints 241) are provided at a predetermined distance in the vertical direction (in the direction of the arrow UD) on the narrow part 221b of the waist plate 221. In the embodiment, three locations are formed. Thereby, the bonding strength between the wainscot board 221 and the curtain board 222 can be increased.

Further, both end portions of each first joint portion 241 in the front-rear direction (direction of arrow FB) are arranged in a staggered manner so as to overlap each other in the vertical direction. Therefore, in the front-rear direction, the occurrence of a region in the serration portion 221b where the first joint portion 241 is not provided is suppressed. Thereby, it is possible to suppress the occurrence of a region where the bonding strength between the wainscot board 221 and the curtain board 222 decreases. Note that each first joint portion 241 may be formed at the same position in the front-rear direction.

Next, with reference to FIG. 7(a), the configuration of a railway vehicle 410 in a fourth embodiment will be described. Note that the same parts as in each of the embodiments described above are given the same reference numerals, and the explanation thereof will be omitted. FIG. 7(a) is a partially enlarged sectional view of a railway vehicle 410 in the fourth embodiment. Note that FIG. 7(a) corresponds to a cross section taken along the line Vb-Vb in FIG. 5(a).

As shown in FIG. 7(a), in the railway vehicle 410 according to the fourth embodiment, the flat portion 27 of the waist board 421 and the curtain board 422 have long sides 421a along the front-rear direction (arrow FB direction) facing each other. , 422a are butted against each other at a predetermined interval (approximately 4 mm in this embodiment) and arranged side by side on the same plane, and the wainscot board 421 and the curtain board 422 are joined via the connecting member 427. The connecting member 427 is formed from a plate of metal material, and is disposed from one end of the outer plate 420 to the other end in the front-rear direction.

Next, the joining structure between the waist board 421 and the curtain board 422 will be explained. The connecting member 427 connects the plane part 27 of the wainscot 421 and the side of the curtain plate 422 on the inside of the car (arrow R direction side) along the front-rear direction while straddling the flat part 27 of the wainscot 421 and the long sides 421a, 422a of the curtain plate 422. can be superimposed on A laser beam (not shown) is irradiated from the connection member 427 side toward the waist plate 421 and curtain plate 422 side (from the inside of the car to the outside of the car), and the first joint 241 and the second joint 42 are formed, respectively. By doing so, the waist board 421 and the curtain board 422 are joined.

The first joint 241 is formed by partial penetration welding along the front-back direction at a position apart from the long sides 421a and 422a by a predetermined distance (10 mm in this embodiment), and the second joint 42 is formed by partial penetration welding along the front-back direction. It is formed by fillet welding along both ends (front-back direction) of the connecting member 427 at both ends in the vertical direction. In this way, by using the connecting member 427, it is not necessary to perform a bevel process on the flat part 27 of the waist board 421 or one end of the curtain board 422, and manufacturing costs can be reduced.

In this embodiment, since the gap between the flat part 27 of the waist board 421 and the curtain board 422 is set to approximately 4 mm, the connecting member 427 is difficult to see. This eliminates the need to paint or belt grind the surface of the connection member 427 on the outside of the vehicle (in the direction of arrow L), thereby reducing manufacturing costs.

Furthermore, by omitting the shear plate 23 (see FIG. 2) in the first embodiment, the transverse bone member 231 can be configured from the first transverse bone member 35a and the second transverse bone member 35b (in the first embodiment). (The third horizontal bone member 35c can be made unnecessary). Thereby, the types of parts constituting the horizontal frame member 231 can be reduced, and manufacturing costs can be reduced.

Next, the configuration of the railway vehicle 510 in the fifth embodiment will be described with reference to FIG. 7(b). Note that the same parts as in each of the embodiments described above are given the same reference numerals, and the explanation thereof will be omitted. FIG. 7(b) is a partially enlarged sectional view of the railway vehicle 510 in the fifth embodiment. Note that FIG. 7(b) corresponds to the cross section at the IIIb section in FIG. 3(a).

As shown in FIG. 7(b), in the railway vehicle 510 according to the fifth embodiment, the narrowing portion 221b of the waist plate 221 is connected to the pair of flanges of the first transverse frame member 35a in the vertical direction (direction of arrow UD). placed between. Thereby, in addition to the first joint portion 241 and the second joint portion 42, the wainscot board 221 and the curtain board 222 can be joined via the first horizontal rib member 35a, and the joint strength between the wainscot board 221 and the curtain board 222 is increased. can be made larger.

Although the above embodiments have been described above, the present invention is not limited to the above embodiments, and it can be easily inferred that various modifications and improvements can be made without departing from the spirit of the present invention. It is something.

The numerical values listed in each of the above embodiments are merely examples, and it is of course possible to employ other numerical values.

In each of the above embodiments, the waist plates 21, 221, 421, the curtain plates 22, 222, 422, the shear plate 23, the connecting member 427, the first horizontal bone member 35a, the second horizontal bone member 35b, the third horizontal bone The member 35c, the basic frame members 37a and 37b, and the connecting metal 38 are appropriately selected from metal materials such as stainless steel and aluminum. Note that each of these members is preferably formed from the same type of material in consideration of welding.

In each of the above embodiments, the plane portion 27 may be formed to be inclined with respect to the vertical direction. In this case, the inclined portion 26 may be inclined toward the inside of the vehicle with respect to the flat portion 27.

In each of the above embodiments, sealing material or putty is applied to the gap between the wainscoting board 21 or the curtain board 22 and the shear plate 23, the gap between the wainscot board 221 and the curtain board 222, or the gap between the wainscot board 421 or the curtain board 422 and the connecting member 427. You may also fill it with

In each of the embodiments described above, the lower window vertical rib 33 or the upper window vertical rib 34 may be provided above or below the openings 24b, 224b. Thereby, the strength of the railway vehicle 10, 210, 310, 410, 510 can be increased.

In each of the above embodiments, the case where the first joint portions 41, 241 are formed along the front-rear direction, that is, formed in a straight line, has been described. may be formed. Moreover, it may be formed in a shape that is a combination of straight lines and curved lines.

In each of the above embodiments, a case has been described in which the second joint portion 42 is formed by laser welding, but it is not necessarily limited to this, and may be formed by arc welding or friction stir welding.

In each of the above embodiments, a case has been described in which the second height H2 is formed lower than the first height H1, but the invention is not necessarily limited to this, and the second height H2 is lower than the first height H1. It may be formed higher than the height H1. Thereby, the strength of the railway vehicle 10 at the inclined portion 26 of the waist plate 21 can be ensured, and the center of gravity of the railway vehicle 10 can be lowered.

In each of the embodiments described above, the horizontal rib member 31 is joined to the vehicle inner side surface of the outer panel 20, and the blow-up pillar 32, the window lower vertical rib 33, and the window upper vertical rib 34 are joined to the vehicle inner side surface of the horizontal rib member 31. Although the case is described above, the case is not necessarily limited to this, and the blow-in column 32, the window lower vertical frame 33, and the window upper vertical frame 34 are joined to the car-inside surface of the outer panel 20, and the blow-in column 32, the window The horizontal bone member 31 may be joined to the vehicle-inward side surfaces of the lower vertical frame 33 and the window upper vertical frame 34.

In each of the embodiments described above, the blow-up column 32 and the lower window vertical frame 33 are constructed by combining a plurality of members, such as the foundation bone members 37a, 37b and the tether 38 joined to the foundation bone members 37a, 37b. Although a case has been described in which the base bone member 37a is bent, it is not necessarily limited to this, and may be constructed from a single base bone member 37a that is subjected to a bending process.

In the first embodiment, the horizontal bone member 31 (third horizontal bone member 35c) is joined at a position different from the first joint 41 and the second joint 42 of the outer panel 20 in the vertical direction. Although the case has been described, the present invention is not limited to this, and they may be formed at the same position. In this case, manufacturing costs can be reduced by allowing the first joint portion 41 or the second joint portion 42 to also have the function of joining the outer plate 20 and the transverse bone member 31.

In the second to third embodiments and the fifth embodiment described above, the case where the narrowed portion 221b is formed at the upper edge of the flat part along the vertical direction of the waist board 221 has been described, but the present invention is not necessarily limited to this. , a serration portion 221b may be formed on the inclined portion 26 of the waist board 221. Further, a serration portion 221b may be formed on the curtain plate 222.

In the second to third embodiments and the fifth embodiment described above, the case where the serration part 221b is formed toward the inside of the vehicle has been described, but the invention is not necessarily limited to this, and the serration part 221b is formed toward the outside of the vehicle. It may be formed toward.

In the second to third embodiments and the fifth embodiment, the case where the serration portion 221b is formed below the openings 224a, 224b has been described, but the present invention is not necessarily limited to this. For example, the narrowed portion 221b may be formed above the openings 224a and 224b. Furthermore, a serration portion 221b may be formed between the upper and lower ends of the openings 224a and 224b in the vertical direction.

In the second to third embodiments and the fifth embodiment described above, a case has been described in which the first joint portion 241 is formed intermittently in the front-rear direction, but the first joint portion 241 is not necessarily limited to this. The portion 241 may be formed continuously in the front-rear direction.

In the second to third embodiments and fifth embodiment described above, the case where the second joint portion 42 is formed on the inside surface of the outer panel 220 (wainscot board 221 and curtain panel 222) has been described, but this is not necessarily the case. However, the second joint portion 42 may be formed on the outer side surface of the outer panel 220. Thereby, water can be prevented from entering the contact surfaces of the wainscot board 221 and the curtain board 222, and rust can be prevented from forming on the contact surfaces.

In the third embodiment, a case has been described in which the first joint portion 241 is formed at three locations in the vertical direction, but the first joint portion 241 is not necessarily limited to this, and may be formed at two locations, or four or more locations. .

In the fourth embodiment, a case has been described in which the connection member 427 is stacked on the inside surfaces of the wainscot board 421 and the curtain board 422, but the connection member 427 is not necessarily limited to this. It may be overlapped on the surface.

10,210,310,410,510 Railway vehicle 20,220,420 Outer panel 21,221,421 Wainscot board
2 2,222,422 Curtain board
2 3 Shear plate
2 6 Inclined portion 27 Plane portion 28 Curved portion
3 0,230 Bone parts
3 2 Bone pillar ( third bone member)
33 Infrafenestral longitudinal bone ( third bone member, fenestra longitudinal bone )
3 5a First horizontal bone member ( first bone member)
35b Second horizontal bone member ( second bone member)
35c Third horizontal bone member ( first bone member)
37a, 37b Basic bone members (first basic bone member, second basic bone member)
38 Tether
H 1 First height H2 Second height H3 Third height FB Front-rear direction (vehicle longitudinal direction)
UD Vertical direction (vehicle vertical direction)

Claims (5)

In a railway vehicle comprising an outer skin and a bone member joined to the inner side surface of the outer skin,
The outer panel includes a flat part extending in the vertical direction of the vehicle , an inclined part inclined toward the inside of the vehicle , and a curved part that connects the flat part and the inclined part and is curved. ,
The bone members include a plurality of first bone members that are joined to the plane portion and extend along the longitudinal direction of the vehicle , and a plurality of first bone members that are joined to the inclined portion and extend along the longitudinal direction of the vehicle. a second bone member, which is intersected by the plurality of first bone members and the plurality of second bone members, and the inner side surface of the plurality of first bone members and the plurality of second bone members; a plurality of third bone members joined to the inside surface of the vehicle;
a height from a surface on the inside of the vehicle of the flat portion to a surface on the inside of the vehicle of the plurality of first bone members is set to a first height;
a height from a surface on the inside of the vehicle of the sloped portion of the outer plate to a surface on the inside of the vehicle of the plurality of second bone members is set to a second height;
The first height and the second height are different heights ,
The plurality of first bone members and the plurality of second bone members are not arranged in the curved portion,
The inner side surfaces of the plurality of first bone members are formed on substantially the same plane, and the inner side surfaces of the plurality of second bone members are formed on substantially the same plane,
The third bone member is connected to a first base bone member that is joined to the inner side surface of the plurality of first bone members and to the inner side surface of the plurality of second bone members. comprising a second foundation bone member and a tether connecting the first foundation bone member and the second foundation bone member;
A railway vehicle , wherein the first foundation bone member and the second foundation bone member are formed in a linearly extending shape . The railway vehicle according to claim 1, wherein the second height is lower than the first height. The first height and the second height are determined from the inner side surface of the plurality of first bone members and the inner side surface of the plurality of second bone members to the third height of the plurality of bone members. The railway vehicle according to claim 1 or 2, characterized in that the height is lower than a third height which is a height to a surface on the inside of the car of the bone member. The outer panel includes a plurality of openings arranged at intervals in the longitudinal direction of the vehicle,
The plurality of third bone members are formed to be longer than the plurality of openings in the vertical direction of the vehicle and are arranged between the plurality of openings, and the plurality of third bone members are arranged in a predetermined position of the plurality of openings. The railway vehicle according to claim 2 or 3, further comprising a window vertical frame disposed below the opening. The railway according to claim 1 , wherein the radius of curvature of the curve of the curved section is set to be 30 times or more the thickness of the curved section and 200 times or less the thickness of the curved section. vehicle.

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