JPH0390468A - Rolling stock body structure and manufacture of block thereof - Google Patents

Abstract

PURPOSE:To improve the pressure resistance while reducing the weight by a method wherein the side body structure of a rolling stock body structure is formed of a side outer plate member formed such that a core is located between inner and outer surface materials and a skeleton member, extended longitudinally of a car body, and side pillars. CONSTITUTION:In a rolling stock body structure 1 comprising a side body structure 2, a bed frame 3, a roof body structure 4, and a gable body structure 5, the bed frame 3 has side beams 6 placed to both end parts in the direction of the width of a car body in a state to be stretched longitudinally of a car body, and lateral beams 7 extended in the direction of the width of a car body are spanned between the two side beams 6 arranged in parallel to each other. In this case, the side body structure 2 is formed such that a side outer plate member 12 is joined with the outer surface of a skeleton member, e.g. belt rails 9, window heads 10, and side pillars 11. The side outer plate member 12 forms lamination structure of materials 13 and 14 made of a light alloy and cores 15 located between the materials made of a light alloy and formed of a honeycomb material made of a light alloy and works as an airtight wall in a way that the materials and the cores are integrally bonded together by soldering.

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to a railway vehicle structure and a block manufacturing method thereof, and particularly relates to a railway vehicle structure suitable for a railway vehicle running at high speed and a block manufacturing method thereof. be.

[Conventional technology]

Conventional railway vehicle structures made of iron-based materials include bone members arranged in the longitudinal direction of the car body and bone members arranged perpendicularly to the bone members, and a structure formed on the outside of each bone member. A structure manufactured by joining outer panels is known. for example,
In structures manufactured using stainless steel, three-dimensional solid joints are used to improve the strength of the joints between each bone member and the outer skin.

Note that, as this type of railway vehicle structure, for example, Japanese Patent Publication No. 35937/1983 is known.

Further, there are known structures in which the structure is made of a light alloy material, such as an aluminum alloy material.

In the light alloy structure described above, by using an extruded section in which the outer plate and the frame members are integrally molded, the number of manufacturing steps is reduced and the rigidity of the structure is improved.

In addition, examples of this type of railway vehicle structure include 1, for example, Light Metal Vehicle Committee Report No. 3 1972-1972
Examples include the structure structure described on pages 70 to 72, published by the Japan Railway Vehicle Manufacturers Association, September 15, 1973.

In addition to these, in order to reduce the weight of the floorboards that make up the floor of the guest room, the floorboards themselves are made of aluminium nicum sand germanchi panels, or the structure is made of honeycomb material on the indoor side of the outer panels. Are known.

Incidentally, related structures using the honeycomb material include, for example, Japanese Utility Model Application No. 54-183007 or Japanese Utility Model Application No. 60-179569.

[Problem to be solved by the invention]

In recent years, there has been an increasing demand for improving the running speed of railway vehicles. As the running speed of railway vehicles increases, problems arise such as an increase in the impact on the track, an increase in noise caused by running, and an increase in operating power costs. Therefore, in order to solve the various problems mentioned above, it has become necessary to reduce the weight of the railway vehicle structure.

In structures made of iron-based materials, weight reduction is achieved by thinning the bone members and the outer skin, but in order to ensure the rigidity of the structure itself, it is necessary to reduce the thickness of the bone members and the outer skin itself. There were also limits.

In addition, the light alloy structure is constructed of extruded sections, including the outer plate portion. However, there is a technical limit to reducing the thickness of the extruded section itself. Furthermore, if the thickness of the extruded section is extremely thin, its out-of-plane bending stiffness and shear stiffness will decrease, making it necessary to install a large number of reinforcing members. In the case of a structure in which the reinforcing material is installed on an extruded section, there is a problem in that the number of manufacturing steps increases.

On the other hand, in the conventional aluminum honeycomb sandwich panels used as floorboards, the surface material and core material are bonded together using a resin adhesive. Therefore, the connection with the bone member must be performed using bolts, nuts, rivets, etc., and there is a problem in that the number of man-hours is increased compared to welding connection. Furthermore, the bending rigidity of conventional aluminum honeycomb sandwich panels is determined by the strength of the resin adhesive.
When used in areas subject to large loads, there was a problem in ensuring reliability.

By the way, it is known that when a railway vehicle travels in a tunnel at high speed, the pressure outside the vehicle changes rapidly. In particular, when vehicles rub against each other in a tunnel, large pressure fluctuations occur in a short period of time. In order to prevent such pressure fluctuations from propagating inside the car and causing discomfort to passengers, the entire structure is made airtight. Therefore, the structure has 1
The loads of passengers and various equipment, the weight of the structure itself, and pressure due to the above-mentioned external pressure fluctuations act. Therefore, it is necessary to improve the rigidity of the structure and its strength against pressure loads. However, improving the rigidity and strength of the structure and reducing its weight are in a contradictory relationship, and it is difficult to achieve this goal.

A first object of the present invention is to provide a railway vehicle structure with excellent pressure resistance.

A second object of the present invention is to provide a laminated material for a railway vehicle structure that can reduce the number of man-hours during production when used as a railway vehicle structure.

A third object of the present invention is to provide a block manufacturing method for a railway vehicle structure that can reduce the number of man-hours during manufacturing.

[Means to solve the problem]

The first object is to make at least the side structure of a side structure, a roof structure, an end structure, and an underframe that constitute a railway vehicle structure consist of a light alloy surface material, a core material, and a joining member, A side outer plate member and a side structure body longitudinal side, in which a facing material is arranged on both sides of the core material, and a joining member is arranged at the outer peripheral edge of the core material and the facing material, and these are joined by brazing. This is achieved by constructing the side structure from a frame member installed in the direction of the vehicle body and a side post of the side structure placed in the circumferential direction of the vehicle body.

The first object is to make at least the roof structure of a side structure, a roof structure, an end structure, and an underframe that constitute a railway vehicle structure consist of a surface material, a core material, and a joining member made of a light alloy, A roof plate member in which a facing material is arranged on both sides of the core material, a joining member is arranged at the outer peripheral edge of the core material and the facing material, and these are joined by brazing, and both ends in the width direction of the roof structure. This is achieved by comprising long girders extending in the longitudinal direction of the vehicle body and rafters extending in the width direction of the vehicle body between the long girders.

The second object is to consist of a light alloy face material, a core material, and a joining member, and the facing material is arranged on both sides of the core material, and the joining member is arranged on the outer peripheral edge of the core material and the facing material. Place the parts and
This is achieved by joining them by brazing and making the outer surface of the joint flange of the joining member flush with the outer surface of the cover material.

The second object is to consist of a light alloy face material, a core material, and a joining member, and the facing material is arranged on both sides of the core material, and the joining member is arranged on the outer peripheral edge of the core material and the facing material. Place the parts and
These are joined by brazing, and the joining member is
This is achieved by integrally forming the bone members that make up the structure.

The third object is to consist of a light alloy face material, a core material, and a joining member, and the facing material is arranged on both sides of the core material, and a joining member is arranged on the outer peripheral edge of the core material and the facing material. Place the parts and
A plurality of laminated materials joined by brazing are placed side by side on a jig, and with the adjacent laminated materials restrained,
This is achieved by welding adjacent joining members together from one side of the laminated material, placing a bone member on the joined laminated material, and joining the laminated material and the bone member in a restrained state. .

[For production]

When a railway vehicle runs at high speed, pressure fluctuations occur outside the vehicle. In particular, the pressure fluctuation is at its maximum when vehicles pass each other in a tunnel. This variation in external pressure acts on the airtight walls that make up the structure. In order to withstand such pressure fluctuations, the side outer panel member constituting the side structure of the present invention is constructed from a laminated material in which a core material and a surface material are stacked one on top of the other and joined together by brazing. The side outer plate member is
It has high out-of-plane bending rigidity and can sufficiently withstand the external pressure mentioned above. Therefore, according to the present invention, the pressure resistance of the railway vehicle structure can be improved.

Moreover, when the pressure fluctuation acts on the structure, the roof structure also receives pressure. Furthermore, the roof structure has a large area that is subject to the pressure fluctuations. Therefore, the roof outer panel member constituting the roof structure of the present invention is constituted by a laminated material in which a core material and a surface material are overlapped and joined by brazing.

The roof outer panel member has high out-of-plane bending rigidity and can sufficiently withstand even when the external pressure is applied. Therefore, according to the present invention, the pressure resistance of the railway vehicle structure can be improved.

Next, in the laminated material of the present invention, the outer surface of the connecting member at the outer peripheral end is flush with the surface of the top plate, so when a structure is manufactured using the laminated material, the surface of the structure can be easily smoothed. It is. In addition, since the laminated materials are joined together through the joint members that make up each laminated material, sufficient strength can be ensured at the joint, and the joining work can be done by welding, making the work easier. can be done. Therefore, the number of man-hours required for manufacturing the railway vehicle structure can be reduced.

Furthermore, since the laminated material of the present invention has a structure in which the bone members constituting the structure are integrally formed with the joining member, it is possible to reduce the work of joining the bone members and the laminated material, and to manufacture the railway vehicle structure. The number of man-hours required can be reduced.

Next, according to the block manufacturing method for a railway vehicle structure of the present invention, the work of joining the laminated material and the frame members can be performed on the same jig and by working from one side. The number of man-hours required during manufacturing can be reduced.

〔Example〕

Embodiments of the present invention will be described below with reference to FIGS. 1 to 16.

First, an embodiment of the present invention shown in FIGS. 1 to 4 will be described. In the figure, reference numeral 1 denotes a railway vehicle structure, which is composed of side structures 2, an underframe 3, a roof structure 4, and an end structure 5. Reference numeral 6 denotes side beams constituting the underframe 3, which are installed at both ends of the underframe 3 in the width direction of the vehicle body so as to extend in the longitudinal direction of the vehicle body. Reference numeral 7 denotes a cross beam that is installed between the parallel side beams 6 and extending in the width direction of the vehicle body, and both ends thereof are joined to the side surfaces 6a of the side beams 6. The cross beams 7 are arranged parallel to each other at a predetermined pitch in the longitudinal direction of the vehicle body between the parallel side beams 6. Reference numeral 8 denotes a floor plate installed on the plurality of cross beams 7. The floor plate 8 is constituted by a plurality of light alloy extruded sections extending in the longitudinal direction of the vehicle body, and integrally formed ribs are provided on the interior side. Further, the flat plate portion of the floor plate 8 has a cross section in the vehicle body width direction formed into a curved surface that is convex toward the outside of the vehicle, that is, convex downward.

9 is a waist belt, 10 is a curtain cloth, and 11 is a side post, and on the outer surface of these bone members there is a side outer plate member 12 that is not made of laminated material, which will be described later.
are joined. The waistband 9 and curtain cloth 10 are arranged corresponding to the upper and lower sides of the window opening on the side outer panel member 2. Further, the waist IF 9 and the curtain cloth 10 are connected to the side pillars 11
It is joined to the side surface ↓la so as to be perpendicular to the side pillar 11.

As shown in FIG. 3, the side outer panel member 12 has a laminated structure consisting of facing materials 13 and 14 and a core material 15 installed between the facing materials 13 and 14. One of the facing materials 13 and 14 covers the outer surface of the structure. In addition, in FIG. 3, the facing material 13 covers the outer surface of the structural work. Further, as the core material 15, for example, a light alloy honeycomb material is used. In place of the light alloy honeycomb material, a light alloy thin plate formed in a lattice shape or a light alloy foam material may be used. Incidentally, the above-mentioned face materials 13 and 14 and the upper core material 5 are joined by brazing. When the pressure outside the vehicle body 1 fluctuates, the side outer plate members 12 serve as airtight walls that keep the pressure inside the vehicle constant.

By the way, the side outer plate member 12 is attached to the side beam 6 of the underframe 3.
The side surface of the long girder 6, which will be described later from the top of the roof structure 4.
It is constructed as one piece up to the circumferential end of the vehicle body. The width dimension of the side outer plate member 12 in the longitudinal direction of the vehicle body is a length obtained by dividing the side structure 2 into a plurality of parts in the longitudinal direction of the vehicle body. The outer surface of the side structure 2 includes a plurality of side outer plate members 12.
It is constructed by joining by welding. That is, in the side structure 2, an example is shown in which the space between each side pillar 11 is constructed by one side outer plate member 2. In addition,
Regarding the width dimension of the side outer plate member 12, it may be a length that spans one space above three or more side columns.6 Next, the width dimension of the side outer plate member 1
2, the side post 11, and the waistband 9 will be explained with reference to FIGS. 3 and 4.

First, in FIG. 3, reference numeral 17 denotes a joining member molded, particularly integrally, by brazing on the outer peripheral end surface of the side outer plate member 12, -
Inside the shell is an extruded light alloy material. The coupling member 17
is formed into a substantially Z-shaped cross section, and has a web 18 into which the core material top 5 is inserted and a flange portion 19a provided with a step corresponding to the thickness of the top plate 13. Further, on the opposite side of the flange portion 19a of each coupling member 17, a coupling flange 19b is formed for joining the coupling member 17 of the adjacent side outer plate member 12 by welding.

The outer surface of the joint flange 19b is configured to be flush with the outer surface of the cover material 13.

Reference numeral 20 indicates a welding portion that connects the joint flange portions 9b of adjacent joining members 17.

Furthermore, the flange portion 21 of the coupling member 17 on the inside of the vehicle is
It has a step for joining the facing material 14 and is thicker. A welded portion 20a is formed on the inner flange portion 2.1 to join the side column 11. That is, the side pillar 11 is connected to the adjacent side outer plate member 1.
The connecting member 17 is joined across the two joining members 17. In other words, each side outer panel member 12 has a structure in which it is joined at the installation position on the side column 1.

Adjacent side outer plate members 12 are joined by welding at their respective joint flange portions 19b.

When the joining work of the side outer plate members 12 is completed in this way, the side pillars 11 are joined to each joining member 17 as described above.

Note that the vehicle outer surface 20b of the welded portion 20 is smoothed by finishing with a grinder or the like after the joining operation is completed.

Next, in FIG. 4, the waist belt 9 has a substantially oval cross-sectional shape. On the other hand, a rim material 22 is installed around the window opening 44 shown in FIG. 1 of the side outer panel member 12, that is, at 144a. The edge material 22 reinforces the window opening 944a and receives the window glass. This edge material 22 is formed with a flange portion 22a that serves as a bracing and positioning for the facing materials 13 and 14, and a flange portion 22b that serves as a receiver for the window glass. The waistband 9 is joined to the indoor end surface 22c of the edge member 22 by welding. Further, the waist belt 9 is divided at the installation position of the side post 11 so that its end in the longitudinal direction of the vehicle body is joined to the side surface 11a of the side post 11.

Note that the waist belt 9 is joined to the edge material 22 by the side outer panel member 1.
It may be done either before or after the two are joined together.

By the way, the curtain cloth 10 is also constructed in substantially the same manner as the waist belt 9, and is joined to the indoor side end surface 22C of the edge material 22. Further, the curtain cloth 10 is divided at a position close to the side pillar top 1, and the end portion in the longitudinal direction of the vehicle body is joined to the side surface 11a of the side pillar 1.

Next, the roof structure 4 will be explained with reference to FIG. 16
Reference numeral 23 indicates a long girder extending in the longitudinal direction of the vehicle body, and a rafter 23 is joined perpendicularly to the long girder 16. The long digit 16.
The roof structure 4 is constituted by the rafters 23 and the roof plates 24. The long girders 16 are disposed at both sides in the circumferential direction of the vehicle body, extending in the longitudinal direction of the vehicle body, and the rafters 2 are placed between the long girders 6.
3 are extended in the circumferential direction of the vehicle body at a predetermined pitch in the longitudinal direction of the vehicle body and arranged in parallel, and both ends of the rafters 23 are joined to the long beams 16. A roof plate 24 is joined to the upper surfaces of the long beams 16 and rafters 23. The roof plate 24 is formed by extending light alloy extruded sections in the longitudinal direction of the vehicle body, arranging them adjacently in the width direction of the vehicle body, and joining them together. In addition, the roof plate 24
has a rib 24a integrally formed in the longitudinal direction of the vehicle body on the indoor side of the structure.

Next, the end structure 5 installed at the longitudinal end of the vehicle body on the structure
is constructed by joining a vertically disposed bone member and a horizontally disposed bone member, and placing outer plates on the outer surfaces of the vertically and horizontally disposed bone members. It should be noted that on the upper end structure 5, the pressure load due to external pressure fluctuations accounts for most of the load acting on the upper end structure 5. Therefore, there is no need to improve the strength compared to the side structure 2 on which a vertical load and a pressure load due to pressure fluctuations outside the vehicle act simultaneously.

In such a configuration, the assembly situation on the structure will be explained. The structure 1 includes a side structure 29, an underframe 3. The roof structure 4 and the gable structure 5 are each manufactured separately and then joined together to complete the process.9 First, the manufacturing process of the laminated materials, which are the basic constituent members of the structure 1, will be explained in order. The side outer panel member 12 is composed of a facing material 13, 14 and a core material 15. First, the facing material 13 , 14 is formed by forming a side window opening 44 in a light alloy plate material as a material, and forming the light alloy plate material with a width dimension corresponding to the interval between the side pillars 11 and a length from the side beam 6 . digit 1
Cut into vertical dimensions corresponding to dimensions up to 6. On the other hand, the core material 15 is also a honeycomb material formed by combining light alloy plate materials in advance, and is cut into a predetermined shape in the same manner as the top plates 13 and 14. Further, the joining member 17 and the edge material 22 are also made by cutting the materials into predetermined lengths and shaping them as necessary. These facing materials 1
3.degree. 14 and the core material 15 are combined and bonded with a metal bonding agent, ie, solder, interposed at each joint portion.

The side outer panel member 12 manufactured in this way is a substantially planar plate having a predetermined thickness, and in the side structure 2 of the structure 1, it is located at the upper side of the window opening 44 and below the window opening 44. In the case of a structure in which the side waist portion has a curved surface, the curved surface is formed after the side outer plate member top 2 is completed.

In addition, regarding the curved surface molding of the entire side outer plate member 12,
The cutting may be carried out after cutting the light alloy plate material and the light alloy honeycomb material and forming the top plates 13, 14 and the core material 15 into predetermined shapes. however.

In this case, the number of parts to be molded increases and there is a problem of ensuring dimensional accuracy between each member. However, the top plates 13, 14. Heartwood 15. Joining member F and edge material 22
Once these are joined together, the side shell member 12 of the required shape is completed, and the assembly work can be carried out immediately.

Next, the situation in which the side structure 2 is manufactured using the side outer plate member 12 manufactured as described above will be explained.

First, the side outer plate member 12 is constructed by joining the facing materials 13, 14, the core material 15, and the connecting member F together in advance by brazing. The jig is formed so that a support surface for receiving the side outer plate member 12 corresponds to the outer surface of the side structure 2. The side outer plate members 12 are sequentially arranged in the longitudinal direction of the vehicle body on the side outer plate member supporting surface of this jig. Then, the joint flanges 19b of the respective joining members 17 on the adjacent side outer plate members 2 are positioned at intervals that allow for welding.

In this state, each side outer plate member 2 is restrained, and the opposing joint flanges 19b of the adjacent side outer plate members 12 are joined by welding. Note that the welding work is performed on the side outer plate member 1.
This is done from inside the car. In this way, when the joining work of each of the side outer panel members 12 is completed, the bone members, that is, the side columns 11. The curtain cloth 10 and the waist belt 9 are placed on it. After positioning each of these members, the side outer panel members 12. Side pillar 11. The curtain cloth worker 0 and the waist belt 9 are restrained. In this state, the coupling member 17 of the side outer plate member 12 and the side column 11. Edge material 22 and curtain'$10 and waist belt9. Further, the joint portions of the side post 11, curtain cloth 10, and waistband 9 are joined by welding. When the joining work of each member is completed in this way, the side structure 2 is taken out from the jig and the outside surface 20 of the welded portion 20 of each joining member 17 is
b is finished smooth using a grinder or the like. In this way, the side structure 2 is completed.

If the side structure 2 is manufactured in this way, the side outer plate members 12. Side pillar 11. The joining work can be performed while sequentially placing the curtain cloth 10 and the waist belt 9. That is, since there is no need to move or reverse the component on the jig, work efficiency is high and the number of man-hours can be significantly reduced. Further, the side outer plate member 12. The work of joining the side pillars 11, curtain cloth 10, and waistband 9 is as follows:
All welding is done downward on the jig, that is, only from the indoor side of the side structure 2. Therefore, the reliability of the welded joints of each member is high, and work efficiency can also be improved.

It also becomes possible to automate the joining operation.

By the way, the curtain cloth 10 and the waistband 9 may be joined to the side outer panel member 12 by joining the curtain cloth 10 and the waistband 9 to the edge material 22 when the side outer panel member 12 is a single unit.

In this case, the working steps are somewhat different. That is, when the joining work of each side outer panel member 12 is completed, the side column 11 is placed across between the coupling members 17 of the adjacent side outer panel members 12, and the coupling member 17 and the side column are placed astride. 11. Side pillar 11 and curtain cloth 1
0 and the end surfaces of the waistband 9 only need to be joined. According to such a work process, the work of joining each member on the jig can be reduced as much as possible, and work efficiency can also be improved from this point of view.

In the case of this embodiment, the side outer plate member 12 is configured to have a width corresponding to the span of each side column 11. Further, this width dimension can be changed as necessary.

On the other hand, the underframe 3 is made by combining and joining the side beams 6 and cross beams 7,
Floor board 8 made of light alloy extruded sections lined up in the width direction and joined together
It is manufactured by joining.

Furthermore, the roof structure 4 is manufactured by combining and joining the long girders 16 and rafters 23, and by joining the roof plates 24, which are made by arranging and joining light alloy extruded sections in the width direction.

The end structure 5 is also manufactured by combining and joining the bone members and then joining the outer panels.

A situation in which the structure 1 is manufactured by combining the side structures 29, the underframe 3°, the roof structure 4, and the end structure 5 manufactured in this way will be described. First, the side structures 2 are vertically arranged on the upper surfaces of both sides of the underframe 3 in the vehicle body width direction, that is, on the tops of the side beams 6, and the end structures 5 are respectively arranged on the upper surfaces of both ends of the underframe 3 in the vehicle longitudinal direction. do. Then, the underframe 3 and the side structures 2 and the underframe 3 and the end structure 5 are joined. At the same time, the side structures 2 and the end structures 5 are joined. These two side structures 2
Then, a roof structure 4 is placed on the two end structures 5, and the roof structure 4, the two side structures 2, and the two end structures 5 are respectively joined. In this way, the structure 1 is assembled.

In such a configuration, the side structure 2 is subjected to the dead weight of the structure 1 itself; vertical loads from various devices and passengers installed on the underside of the underframe 3 transmitted from the underframe 3; and pressure loads due to pressure fluctuations outside the vehicle. acts. The side structure 2 has sufficient strength against these loads because it is mainly composed of the side outer plate member 12 described above. That is, the side outer panel member 12 is made by laminating one surface material 13, 14 and a core material ↓5.

In addition, since each member is joined and has a thickness of a certain value or more, the bending rigidity and shear rigidity are higher than that of a simple flat plate.

Therefore, the side outer plate member 12 is unlikely to undergo out-of-plane deformation and can sufficiently withstand the load. This is particularly effective against pressure loads acting on the vehicle body due to pressure fluctuations outside the vehicle, and there is no need to provide reinforcing materials to the side outer plate members 12 to improve strength.

Furthermore, bonding the surface materials 13, 14 and the core material 15 using a metal bonding agent is also effective in improving rigidity.

By the way, the top plate 13.1 constituting the side outer plate member 12
When compared with light alloy extruded shapes used for conventional vehicle structures, which have the same weight as each member such as 4 and core material 15, the side outer panel member 12 has a weight similar to that of the core material 15. High bending rigidity. This means that when the weight of the entire structure is the same, the structure using the side outer panel members 12 has higher rigidity. Furthermore, if the rigidity of the entire structure is the same, the structure 1 using the side outer plate members 12 will be lighter.

In addition, since the side skin members 12 have high bending rigidity and shear rigidity, when used in the side structure 2 as described above, distortion is not caused on the vehicle body surface due to vertical loads and residual stress due to welding, and the appearance is maintained. You can improve. By suppressing distortion on the vehicle body surface, distortion removal work can be eliminated.

Furthermore, the side outer plate member 12 is provided with a connecting member 17 around the periphery.
is provided, and the other side outer plate member 12 is connected via the coupling member 17.
Alternatively, since it has a structure in which it is joined to another member such as the side column 11, it is possible to prevent a decrease in the strength of the joined portion compared to the case where the light alloy honeycomb material itself is joined. Further, by using an extruded light alloy member as the coupling member 17, even if it has a complicated shape, it can be easily manufactured with high precision and at low cost. Moreover, since the waist belt 9 and the membrane belt 10 are joined to the side outer plate member 12 through the edge material 22, it is possible to prevent the strength of each joint portion from decreasing.

Further, in the coupling member 17, since the exterior surface of the coupling flange 19b is flush with the exterior surface of the top plate 13, the surface of the side structure 2 can be made smooth by simply scraping the exterior surface of the welded portion 20. be able to. Therefore, it is possible to simplify the work of smoothing the surface of the side structure using putty, which was conventionally performed after the structure was completed.

By the way, if the side pillar 11, which is a strength member, is integrally formed with the joining member 17, the number of parts can be reduced and the work of joining the joining member and the side pillar can be eliminated. This reduces the number of man-hours required for manufacturing the side structure.

Another embodiment of the structure of the joint between the laminated material such as the side outer plate member and the frame member such as the side pillar 11 will be described below with reference to FIGS. 5 and 6.

First, in FIG. 5, a flange 27 for joining with the side column 11 is integrally formed on the inner surface material 26 of the laminated material 25. As shown in FIG. The facing material 261, facing material 13, and core material 15 are joined together by brazing to form the laminated material 25. If the configuration is like this.

Compared to directly welding the side post 11 to the planar portion of the facing material 26, the side post top 1 is joined to the flange 27 via the welded portion 20, so the strength of the joint portion is improved. Further, when joining the side post 11 to the laminated material 25, the flange 27 can be used as a means for positioning the side post 11.

Furthermore, brazing the laminated material 25 can prevent the adverse effects of welding heat on the parts and the distortion of the surface materials 26 and 13 caused by the welding heat.

Next, in FIG. 6, a flange 30 for joining with the side column 11 is integrally formed on the inner surface material 29 of the laminated material 28. As shown in FIG. Further, the joint portion 31 of the cover material 29 where the flange 30 is provided is thicker than other parts of the cover material 29. The side column 11 is joined to the flange 30 of the surface material 29 by welding. According to such a configuration, the load transmitted from the side column 11 to the laminated material 28 is
Flange 30. It is transmitted via the coupling part 31.

Since the cross-sectional area of the connecting portion 31 is larger than the cross-sectional area of the flange 30, the load transmitted per unit area of the connecting portion 31 can be reduced.

By this, the strength of the joint between the laminated material 28 and the side pillar 11 can be improved. The effects of the laminated material 28 other than those described above are the same as those of the laminated material 25.

In the embodiment shown in FIG. 6, an example has been described in which the flange 30 and the coupling portion 31 are integrally formed on the cover material 29, but they may be formed as separate members. That is,
If only the flange 30 and the three connecting parts are integrally formed into an extruded shape, and this extruded shape is joined to the cover material 29 by brazing, the same effect as the laminated material 28 can be achieved.

Furthermore, by integrally constructing the flange 30 and the joint portion 31 with an extruded member in this manner, the joint portion of the side column 11 can be formed arbitrarily.

Next, another example of the joint portion between laminated materials will be described with reference to FIGS. 7 and 8.

First, in FIG. 7, the same reference numerals as in the previous embodiment indicate the same members. Reference numeral 32 denotes a coupling member having a substantially rough cross section. It has a flange 32a with a step that is joined to the facing materials 13 and 14, and a joint flange 32b that forms a joint with another joining member. 20 is a welding part that joins the adjacent joining members 32.

According to such a configuration, the cross-sectional shape of the joining members 32 is a rough shape, and by joining the joining members 32 together, the cross-sectional shape becomes similar to that of a structural member having a box-shaped cross section. The strength of the joint between the materials 33 can be improved. Also.

This also leads to an improvement in the strength of a structure constructed using the laminated material 33.

In FIG. 8, the same reference numerals as in the previous embodiment indicate the same members. Reference numeral 34 denotes a coupling member having substantially the same shape as the coupling member 17 of the embodiment shown in FIG. 3 above. Reference numeral 35 denotes a patch plate for joining the flange 34b of the joining member 34 on the opposite side of the joining part flange 34a.

According to such a configuration, when joining the laminated materials 36 having the joining member 34, first, the joining member 34 is joined together.
The joint flange 34a of is joined. Thereafter, the joining member 34 is joined via the backing plate 35. By joining in this manner, the welding work associated with joining the laminated materials 36 can be performed from one side of the laminated materials 36. This means that when all the welding work is performed downward, the laminated material 36
There is no need to reverse the process, reducing the number of man-hours required.

It should be noted that the joint portion of the laminated material 36 is similar to the embodiment shown in FIG. 7 in that the structure is the same as if a box-shaped cross-sectional member were installed.

Next, other embodiments of various railway vehicle structures using the laminated materials will be described with reference to FIGS. 9 to 16.

First, the embodiment shown in FIG. 9 will be described.

In the same figure, the same reference numerals as in the previous embodiment indicate the same members. 37 is the window opening 4 of the side outer panel member 12
A curtain plate corresponding to the upper part of 4, 38 is the side outer plate member 12
This is a wainscot that corresponds to the lower part of the window opening 44. Curtain board 3
7 and the waist plate 38 in the longitudinal direction of the vehicle body.
This corresponds to the length of the span of the construction. Note that this width dimension can be changed as necessary. In addition, the curtain board 37 and the waist board 38, like the side outer panel member 12, have two face materials and a core material joined together by brazing, and a joining member is provided around the periphery, and an edge material is provided around the opening. It is configured with the following.

39 is a window frame member installed between the curtain board 37 and the wainscot board 38. The window frame member 39 is made of an extruded section made of light alloy, and one or more sections are arranged in the longitudinal direction of the vehicle body. The window opening 44 is formed by cutting out a portion of the profile that corresponds to the window opening. A curtain board 37 is joined to the upper side of this window frame member 39, and a wainscot board 38 is joined to the lower side of the window frame member 39. Note that these connections are made by welding the edge material 22 of the curtain board 37 and the wainscot board 38 shown in FIG. 4 to the window frame member 39. The side structure 1a of this embodiment, in which the side structure is constructed in this way, differs from the above embodiment only in the structure of the side structure 2, and the parts other than the side structure 2a are the same as the above embodiment. .

According to such a configuration, the window pillar portion 45, which is subject to the most severe strength requirements in the side structure 2a, can be constructed as a single piece as the window frame member 39, so that the weight of the side structure 2a can be reduced and the strength improved. .

That is, the window frame member 39 can be constructed with specifications that have sufficient strength, and the curtain board 37 and the wainscot board 38 can also be constructed with specifications that have sufficient strength and are lightweight. Therefore, the side structure 2 has sufficient strength and is lightweight.
can provide a. Further, the window frame member 39 is made of a light alloy extruded shape, and the window frame member 39
It is also possible to integrally form the waist belt 9 and the curtain cloth 10. By integrally forming the waist belt 9 and the curtain cloth 10 on the window frame member 39, the number of parts can be reduced and the window frame member 39 can be reduced.
The number of man-hours required during assembly itself can be reduced.

Incidentally, even if the window frame member 39 is made of structural steel or stainless steel, the weight of the side structure 2a can be reduced and the strength improved. Note that when the window frame member 39 is made of a material different from that of the curtain board 37 and the wainscot board 38,
These connections must be made by mechanical joining means such as rivets or by welding with a clad material interposed.

Next, the embodiment shown in FIG. 10 will be described. In the same figure, the same reference numerals as in the previous embodiment indicate the same members. Reference numeral 40 denotes a roof plate member made of a laminated material in which two face materials, a core material, and a connecting member installed on the outer periphery are joined by brazing. A plurality of the roof plate members 40 are arranged in the longitudinal direction of the vehicle body between the long girders 6 arranged in parallel on both sides in the width direction of the vehicle body, and the adjacent roof plate members 40 are welded and connected, and rafters 41 are attached to the joints. are joined to form the roof structure 4a.

The roof structure 4a is manufactured in the following manner. The jig for constructing the roof structure 4a has a support surface that receives the roof plate member 40 in a shape that matches the outer surface of the roof structure 4a.

First, a plurality of roof plate members 40 are placed on the roof plate member supporting surface of the jig, and the positions of the roof plate members 40 are determined. Then, each roof plate member 40 is joined in a restrained state. After the plurality of roof plate members 40 are joined together in this manner, the long girders 16 and rafters 41 are placed on the plurality of roof plate members 40 and joined in a restrained state. The roof structure 4a assembled in this way is taken out from the jig,
The outer surface of the joint portion of each roof plate member 40 is finished with a smooth finish.

By the way, the long beams 16 and rafters 4 are attached to the roof plate member 40 in advance.
1 may be joined together, and the roof plate members 40 may be joined to this in a row in the longitudinal direction of the vehicle body. Note that the roof plate member 40
The width dimension in the longitudinal direction of the vehicle body is .

The length is approximately the same as that of the side outer plate member 12. This embodiment differs from the first embodiment only in the structure of the roof structure 4a, and the other parts are the same as the first embodiment.

According to such WFa, since the roof structure 4a is constituted by the roof plate member 40 made of a laminated material made by bonding two facing materials and a core material, the strength can be improved and sufficient pressure resistance strength can be ensured. . That is, the roof plate member 40 is
Since it has higher bending rigidity than a simple flat plate, it can withstand pressure loads caused by pressure fluctuations outside the vehicle. Therefore, the roof structure 4a is more compact than the conventional roof structure made of a light alloy extruded section having approximately the same weight as the roof structure 4a.
can improve its compressive strength.

Furthermore, since the roof plate member 4o itself has high bending rigidity, the number of rafters 41 that constitute the roof structure 4a can be reduced. By this, the number of parts constituting the roof structure 4a can be reduced. Furthermore, reducing the number of rafters 41 also leads to a reduction in the weight of the roof structure 4a.

In addition, in this embodiment, the side structure 2 and the roof structure 4
Although the roof structure 4a is constructed of laminated materials, the pressure resistance of the structure can be improved by constructing only the roof structure 4a of laminated materials. That is, the roof structure has a large area, and the pressure load acting on it due to fluctuations in external pressure becomes large. On the other hand, it is difficult to install many frame members in the roof structure in order to secure a large passenger space or to reduce the overall weight. Therefore, using a laminated material for the roof structure as described above allows the pressure load to be supported by a small number of bone members because the strength of the laminated material is high. This can improve the pressure resistance of the roof structure itself and the structure as a whole. This also leads to a reduction in the weight of the roof structure and the structure as a whole.Next, the structure of the joint portion between the roof plate member and the rafter in the roof structure will be explained with reference to FIGS. 11, 12, and I3.

FIG. 11 shows a cross-sectional structure of a joint portion between two roof plate members 40 and a rafter 41 of the roof structure 4a shown in FIG. 10. In the same figure, 17a is a roof plate member 40
It is a connecting member installed around the. The coupling member 1
7a is 4 similar to the connecting member 17 of the side outer plate member 12.
It is formed in a Z shape and has a flange with a plurality of steps and a joint flange. Then, the adjacent connecting member 1
The joint flange 7a is joined by forming a welding part 20. Moreover, a rafter 41 installed across the joining member 17a of the joined roof plate member 40 is joined to the flange of the joining member 17a on the inside of the vehicle. 20a is a welding portion for joining the connecting member 17a and the rafter 41.

In the roof structure 4a, adjacent roof plate members 40 can be joined from one side, that is, from the inside. Further, the work of joining the rafters 41 can be similarly performed from inside the roof plate member 40.

Therefore, the work of joining a plurality of roof plate members 40 and rafters 41 can be performed on the same jig. Therefore, the roof structure 4
Similarly to the side structure 2, the number of steps a can be reduced during manufacturing. Further, in the roof structure 4a, the connecting members 17a and the connecting members 17a and the rafters 41 can be joined by downward welding, so that the strength and reliability of each joint can be improved.

Next, FIG. 12 shows a structure in which rafters are joined to the facing material of the roof board member. In the figure, 27a is the roof plate member 4
This is a flange that is integrally formed on the inner side surface material of 0a. 4A is a rafter configured to fit between the plurality of flanges 27a. The rafter 41a has a substantially Z-shaped cross section. The flange 27a and the rafter 41a are joined by a welded portion 20b.

According to such a structure, the rafter 41a can be easily positioned with respect to the roof plate member 40a.

Therefore, the work of joining the rafters 41a to the roof plate member 40a can be easily performed. In addition, since the flange 27a has a predetermined height and is joined to the rafter 41a at its tip, there is no heat effect due to welding on the joint between the surface material and the core material.

Further, since the thermal influence of welding on the outer side surface plate of the roof member 40a can be prevented, it is possible to prevent the generation of distortion in the surface plate.

By the way, although the flange 27a is formed integrally with the front material, the flange may be formed as a separate member from the front material and joined to the front material by brazing. Alternatively, the flange may be formed integrally with a flat plate that is a separate member from the cover material, and the flat plate may be joined to the cover material by brazing.

Next, FIG. 13 shows a cross-sectional structure in which rafters are integrated with a connecting member that constitutes a roof plate member. In the figure, the coupling member 17a of one roof plate member 40b is formed into a substantially Z-shape similar to that shown in FIG. 11 above. Reference numeral 41b denotes a rafter integrally forming a connecting member for the roof plate member 40c. The rafter 41b is connected to the connecting member 1
Like 7a, it is made of a light alloy extruded shape, and is joined to a plurality of top plates and core materials when manufacturing the roof plate member 40c.

According to such a configuration, since the rafter 41b also serves as a connecting member, the number of parts can be reduced and there is no need to perform a joining operation between the connecting member and the rafter.

Next, the embodiment shown in FIGS. 14 and 15 will be described. In this figure, the same reference numerals as in the embodiment shown in FIG. 10 above indicate the same members. 5a is the gable 4
6. Corner post 47. End girder 48° horizontal cross 49 and end plate member 5
This is a wife structure composed of 0. The end plate member 50 is constructed by joining two face materials, a core material, and a connecting member by brazing.

The production of the end structure 5a involves positioning a plurality of end plate members 50 formed to match the shape of the end structure 5a on a jig,
Join in a restrained state. Next, the end structure 46 is placed on the plurality of end plate members that have been joined. The corner post 47, the end girder 48, and the crosspiece 49 are placed and joined in a restrained state. All of the above-mentioned connections are performed by welding.

The end structure 5a constructed in this manner is joined to the longitudinal ends of the vehicle frame 3, the two side structures 2, and the roof structure 4a to complete the structure.

According to this configuration, since the end structure 5a is constituted by the end plate member 50, which is a laminated material in which two face materials, a core material, and a connecting member are joined by brazing, the end structure 5a is different from the side of the above embodiment. Pressure resistance can be improved similarly to the structure 2 or the roof structure 4a. Further, the structure 1b including the end structure 5a has two side structures 2. Roof structure 4a.

Since the two end structures 2 are composed of a laminated material in which two face materials and a core material are joined by brazing, pressure resistance can be improved. That is, it is possible to improve the pressure resistance of the structure excluding the underframe portion which has sufficient strength and can sufficiently support pressure loads.

Next, the embodiment shown in FIG. 16 will be described. In the same figure, the same reference numerals as in the previous embodiment indicate the same members. Reference numeral 42 denotes a floor plate member made of a laminated material in which two face materials, a core material, and a connecting member installed on the outer periphery are joined by brazing. The underframe 3a is constructed by joining the floor/board members 42 in a plurality of waves in the longitudinal direction of the vehicle body, and joining them to the upper surface of the cross beam 43 and the side surface 6a of the side beam 6 on the center side in the circumferential direction of the vehicle body. Further, the cross beam 43 is installed across the connecting members of the adjacent floor plate members 42.

The floor plate member 42 has a downwardly convex shape in the cross section in the circumferential direction of the vehicle in order to bear external pressure fluctuations as in-plane tensile or compressive stress and to reduce the thickness of the surface material or core material to reduce weight. It is formed in an arc shape. The curvature of the arcuate cross section of the floor plate member 42 may increase as it approaches both sides in the circumferential direction of the vehicle body. This embodiment differs from the structure shown in FIG. 14 only in the floor plate member 42 of the underframe portion, and the other parts are the same as the structure 1b shown in FIG. I4.

According to such a configuration, since the floor plate member 42 has sufficient bending strength, it is possible to increase the installation interval of the cross beams 43 and reduce the number of installed cross beams 43. Alternatively, since the floor plate member 42 has sufficient bending strength, the cross beam itself can be made lightweight. These factors lead to a reduction in the weight of the underframe and, in turn, to the entire structure.

Further, in the structure 1C of this embodiment, an airtight wall surrounding the passenger compartment, that is, a side outer panel member 12. Roof plate member 40. Floor plate member 42 and end plate member 50. Since it is constructed of laminated materials, sufficient pressure resistance can be ensured, and the weight can be reduced.

〔Effect of the invention〕

According to the present invention, among the side structures, roof structures, end structures, and underframes that constitute the railway vehicle structure, at least the side structures are configured by the side outer plate members, thereby improving the pressure resistance of the railway vehicle structure. be able to.

Further, according to the present invention, the outer surface of the joint flange of the coupling member constituting the laminated material is made flush with the outer surface of the facing material, so that a railway vehicle structure can be manufactured using the laminated material. The number of man-hours required for the actual work can be reduced.

Further, according to the present invention, by integrally forming the bone members constituting the railway vehicle structure with the connecting members constituting the laminated material, it is possible to use the laminated material when manufacturing the railway vehicle structure. Work man-hours can be reduced.

Furthermore, according to the present invention, a plurality of the laminated materials are arranged on a jig, the plurality of laminated materials are joined in a restrained state, and a frame member is placed on the plurality of laminated materials, and the bone members are placed in a restrained state. By joining the laminated material and the frame member, the number of man-hours can be reduced when manufacturing blocks of a railway vehicle structure.

[Brief explanation of drawings]

FIG. 1 is a cross-sectional perspective view showing an embodiment of the railway vehicle structure according to the present invention, FIG. 2 is a perspective view showing the external appearance of the railway vehicle structure shown in FIG. 1, and FIG. 3 is A of FIG. 2. -A section sectional view, Figure 4 is a BB section sectional view of Figure 2, Figures 5, 6, and 7.
8 and 8 are cross-sectional views showing a plurality of embodiments of joints between laminated materials and frame members, and FIG. 9 and FIG. 10 are cross-sectional perspective views showing other embodiments of the railway vehicle structure according to the present invention. , 1st
The construction drawings, FIGS. 12 and 13 are cross-sectional views showing several examples of the joints between the roof plate members and the rafters, and FIGS. 14 and 1.
FIG. 6 is a cross-sectional perspective view showing still another embodiment of the railway vehicle structure according to the present invention, and FIG. 5 is a front view of the end structure of the railway vehicle structure shown in FIG. 14, viewed from inside the vehicle. Engineering...Structure, 2...Side structure, 3...Underframe, 4...
・Roof structure, 5...Gable structure, 11...Side beam,】2・
...Side outer panel members. O1 Figure 1I Figure O4 Figure a O15 Figure O/6 m a

Claims (1)

[Claims] 1. In a railway vehicle structure constructed by combining and joining an underframe, a side structure, a roof structure, and an end structure, at least the side structure includes a light alloy face material, a core material, and a joint. and a side outer panel member, in which a facing member is arranged on both sides of the core material, and a joining member is arranged at the outer peripheral edge of the core material and the facing material, and these are joined by brazing. 1. A railway vehicle structure comprising: a bone member installed in the longitudinal direction of the vehicle body of the side structure; and a side column disposed in the circumferential direction of the vehicle body of the side structure. 2. The railway vehicle structure according to claim 1, wherein the side structure is integrally formed from the widthwise end of the roof structure to the upper surface of the side beam of the underframe, and the side structure is divided into a plurality of parts in the longitudinal direction of the vehicle body. A railway vehicle structure characterized in that a plurality of side skin members having a width dimension of 1 are arranged and joined together in the longitudinal direction of a vehicle body of a side structure. 3. The railway vehicle structure according to claim 2, wherein the side pillar is installed to straddle each coupling member of the adjacent side outer plate members. 4. The railway vehicle structure according to claim 2, wherein at least one coupling member of the adjacent side outer plate members integrally forms the side column. 5. The railway vehicle structure according to claim 2, wherein the width dimension of the adjacent side outer plate members in the longitudinal direction of the vehicle body is set to a length corresponding to the installation interval of at least two or more of the side columns. Railway vehicle structure. 6. The railway vehicle structure according to claim 1, wherein the side outer plate member has a window opening, and a rim material is attached around the window opening by brazing. . 7. The railway vehicle structure according to claim 6, wherein the curtain belt and the waist belt, which correspond to the bone members arranged in the longitudinal direction of the vehicle body, are joined to the indoor side portion of the edge material. . 8. The railway vehicle structure according to claim 1, wherein the side structure includes a window frame member constituting a window opening, a light alloy surface material,
Consisting of a core material and a joining member, a facing material is arranged on both sides of the core material, and a joining member is arranged at the outer peripheral edge of the core material and the facing material, and these are joined by brazing, It consists of a curtain board that integrally constitutes from the end of the roof structure in the car body width direction to one end of the window frame member in the car body circumferential direction, and a light alloy facing material, a core material, and a connecting member, and the above-mentioned A facing material is arranged on both sides of the core material, and a joining member is arranged at the outer peripheral ends of the core material and the facing material, and these are joined by brazing, and the other side of the window frame member in the vehicle body circumferential direction is A railway vehicle structure comprising a wainscot that is integrally formed from an end to the upper surface of a side beam of an underframe, and side columns arranged in the circumferential direction of the vehicle body of the side structure. 9. The railway vehicle structure according to claim 8, wherein the window frame member is made of a light alloy extruded section, and the curtain belt and the waist belt are integrally formed. 10. The railway vehicle structure according to claim 8, wherein the side structure includes a plurality of curtain plates and waist plates in the longitudinal direction of the car body, each having a width dimension in the longitudinal direction of the car body corresponding to an installation interval of at least two or more side columns. A railway vehicle structure characterized by being joined together side by side and joined to the window frame member. 11. The railway vehicle structure according to claim 1, wherein the roof structure is made of a light alloy facing material, a core material, and a connecting member, and the facing material is arranged on both sides of the core material, and the core material is made of a light alloy. A roof plate member in which a joining member is arranged at the outer peripheral edge of the material and the facing material and these are joined by brazing, and a long girder is arranged to extend in the longitudinal direction of the vehicle body at both ends of the roof structure in the vehicle body circumferential direction, A railway vehicle structure comprising: rafters extending in the circumferential direction of the vehicle body between the long girders. 12. The railway vehicle structure according to claim 11, wherein the roof plate member is integrally formed from a joint end to one long girder to a joint end to the other long girder, and A railway vehicle structure characterized in that the width dimension of is set to a length corresponding to the installation interval of at least two or more rafters. 13. The railway vehicle structure according to claim 11, wherein the coupling member installed at the longitudinal end of the roof plate member integrally forms a rafter. 14. In the railway vehicle structure according to claim 11, ribs for joining the rafters are provided on the interior surface material of the roof plate member, and the rafters are joined to the roof plate member via the ribs. Characteristic railway vehicle structure. 15. The railway vehicle structure according to claim 14, wherein the rib is integrally formed with a flat plate, and is installed by joining the flat plate to the facing material. 16. The railway vehicle structure according to claim 11, wherein the end structure is made of a light alloy face material, a core material, and a coupling member, and the face material is arranged on both sides of the core material, and the core material is made of a light alloy. A railway vehicle structure comprising an end plate member, a end pillar, a corner pillar, and an end girder, in which a joining member is arranged at the outer peripheral edge of the material and the facing material, and these are joined by brazing. . 17. The railway vehicle structure according to claim 16, wherein the underframe is made of a light alloy face material, a core material, and a connecting member, and the face material is arranged on both sides of the core material, and the core material is made of a light alloy. A floor plate member in which a joining member is arranged at the outer peripheral edge of the material and the facing material, and these are joined by brazing, a side beam that is placed at both ends of the underframe in the width direction and extends in the longitudinal direction of the vehicle body, and the side beam. A railway vehicle structure comprising: a cross beam extending in the width direction of the underframe between the cross beams; 18. In a railway vehicle structure constructed by combining and joining an underframe, a side structure, a roof structure, and an end structure, at least the roof structure is composed of a light alloy face material, a core material, and a joining member, A facing material is arranged on both sides of the core material, and
A roof plate member in which a joining member is arranged at the outer peripheral edge of the core material and the surface material, and these are joined by brazing, and a long girder is arranged to extend in the longitudinal direction of the vehicle body at both ends in the width direction of the roof structure. , and rafters extending in the width direction of the vehicle body between the long girders. 19. At least the side structure of the airtight wall surrounding the cabin,
The airtight wall forming the roof structure and the gable structure is made of a light alloy facing material, a core material, and a connecting member, and the facing material is arranged on both sides of the core material, and the outer periphery of the core material and the facing material is arranged on both sides of the core material. A railway vehicle structure characterized in that it is constructed of a laminated material in which connecting members are arranged at the ends and joined together by brazing. 20. Consisting of a light alloy face material, a core material, and a joining member, the facing material is arranged on both sides of the core material, and the joining member is arranged at the outer peripheral edge of the core material and the facing material. A laminated material for a railway vehicle structure, characterized in that these are joined by brazing, and the outer surface of the joint flange of the joining member is made flush with the outer surface of the covering material. 21. The laminated material for a railway vehicle structure according to claim 20, wherein the top plate has a flange on its surface to which a bone member is joined.The laminated material for a railway vehicle structure 22 is made of a light alloy. consisting of a face material, a core material, and a joining member, the facing material is arranged on both sides of the core material, and the joining member is arranged at the outer peripheral edge of the core material and the face material, and these are brazed. A laminated material for a railway vehicle structure, characterized in that a bone member constituting the structure is integrally formed with the connecting member. 23. Consisting of a light alloy face material, a core material, and a joining member, the facing material is arranged on both sides of the core material, and the joining member is arranged at the outer peripheral edge of the core material and the facing material. , a plurality of laminated materials joined by brazing are placed side by side on a jig, and with the adjacent laminated materials restrained, adjacent joining members are welded and joined from one side of the laminated materials, and the joined members are welded together from one side of the laminated materials. A method for manufacturing a block for a railway vehicle structure, comprising placing a frame member on top of the laminated material, and joining the laminated material and the frame member in a restrained state.