KR100278789B1 - Manufacturing method of rolling stock - Google Patents

Abstract

SUMMARY OF THE INVENTION An object of the present invention is to provide a method for manufacturing a railway vehicle structure, which makes light weight of the vehicle body and at the same time maintains the strength and precision of the vehicle structure to allow sufficient design work.

For this purpose, a member corresponding to the side column and the rafter, which has been conventionally arranged in the outer plate of the vehicle, is coupled between the face plates of the panel. The coupling member is attached to the outer circumference of the panel. These members are soldered together to form a panel.

In each of the side blocks, underframes, roof blocks and gable blocks, the panels are machine combined and, in restraints, welded together to form each block. The design base plate is then fixed to the face plate of each block at a specific position for mounting the device and components. All of the blocks are then assembled into a single vehicle structure, with equipment such as side panels, chairs and shelves mounted to the chair base plate.

According to the configuration according to the present invention, it is possible to realize a block fabrication method which ensures high quality, high precision and high efficiency.

Description

Manufacturing method of rolling stock

The present invention relates to a method for manufacturing a railway vehicle structure, and more particularly, to a method for manufacturing a railway vehicle structure using a panel.

Recently, there has been a strong demand for increasing the speed of railroad cars. However, the increase in the speed of railroad cars not only increases power consumption, but also causes problems such as damage to the railroad tracks and increased noise. In order to solve these problems, it is required to reduce the weight of the railway vehicle in response to the increased traveling speed.

It is known that the pressure difference between the inside and the outside of the vehicle changes rapidly when passing through the tunnel at the high speed of the railway vehicle. Especially when the vehicles pass each other in the tunnel, large pressures occur in a short time. For vehicles running at speeds of 200 km / m or more, the sealing structure is used so that this pressure fluctuation is not transmitted to the inside of the railway vehicle, so as not to cause discomfort to the passenger.

Thus, the vehicle structure is subject to loads caused by changes in the pressure difference between the interior and exterior of the vehicle as well as the load and the weight of the various equipment attached to the passenger and the structure. Therefore, the vehicle structure must increase the rigidity and increase the strength against pressure load.

As railroad vehicle speeds increase, the vehicle structure needs to be lightweight and sealed, while at the same time having greater strength and rigidity. However, the strength and stiffness of the structure is usually incompatible with the reduction in its weight.

Conventionally, a railway vehicle structure is formed of a hexahedron structure, which is composed of a roof structure, a side structure, an underframe and a longitudinal structure, and includes a frame member as an outer plate and a reinforcing member that separates the interior of the vehicle from the outside. do. Possible materials for the structure include mild steel sheets, stainless steel sheets and aluminum alloy sheets.

In recent years, there is an increasing demand for reducing the weight of high-speed railway vehicles. Therefore, it has been devised to use hollow extruded aluminum members or soldered aluminum honeycomb panels as members constituting the vehicle structure. Since hollow extruded members or soldered honeycomb panels have a high stiffness, a large number of these materials are used to minimize the use of frame members for weight reduction. Such a vehicle structure is disclosed in European Patent Publication No. 405889. In the embodiment shown in FIGS. 7 and 8 of European Patent Publication No. 405889, the force between the joined panels is transferred from the faceplate of one panel to the external coupling member through the soldering portion, and through the welding portion and the soldering portion the external coupling member. It is also sent to the faceplate of other panels. So the bond between panels is small. In the example shown in FIG. 9, the force between panels is transferred directly from one panel face plate to another panel face plate, while the area around the weld area, which is affected by the heat of welding, is reduced in strength, especially in the aluminum alloy, so that the joining portion is joined to the panel. It is low in reliability.

The conventional vehicle structure manufacturing method includes the following process. First, the frame assembled from the frame member is attached to the outer plate to manufacture the side structure, the roof structure and the end structure. Next, the side structures, roof structures and termination structures are positioned, assembled and welded together to form a five-sided structure. The five-sided structure is welded to a prefabricated underframe by combining components such as side rests, transverse rests and joint beams to form a vehicle structure. This vehicle structure manufacturing method is described in Japanese Patent Publication No. 13860/1985.

In conventional steel structures and light alloy structures, weight reduction is achieved by reducing the thickness of the shell member and the frame member. However, there is a limit to the weight reduction since it must maintain minimum levels of strength and stiffness. There is another type of vehicle structure in which a honeycomb panel made of light alloy is used as an outer plate member welded to a frame member. However, this structure has a problem in that strength concentration partially occurs where the bending radius of the vehicle body section changes or where the panel is coupled, which requires a reinforcing member, thereby reversing the weight reduction.

Conventional methods of manufacturing vehicle structures include forming and welding members, constructing vehicle bodies, and then joining them together. Each process allows for a certain dimensional error, but as the error accumulates, that is, as the manufacturing error increases, the strength and stiffness of the vehicle body deviates from the design value. The design process should also take into account dimensional errors. The smaller the dimensional error during fabrication, the greater the work efficiency and the easier the fabrication process can be.

A factor contributing to the change in dimensional accuracy of the vehicle structure is weld distortion during the welding process. In a conventional method for manufacturing a vehicle structure, weld distortion is such as during welding of frame members to each other, welding of outer shells to each other, welding of frames made of frame members with outer shells, and welding of the design base plate to the part. Occurs at each work step. That is, the conventional method is for processing the entire frame member on the ten working stages, assembling the frame member, fabricating the frame by welding the frame member assembly, machining the outer plate member, assembling the outer plate member, welding the outer plate member assembly. It is necessary to manufacture the outer shell, to assemble the outer shell and the frame, to weld the outer shell and the frame, to mount the design base plate, and to weld the design base plate. In this method, weld distortion caused by frame-to-frame welding, shell-to-shell welding, and frame-to-shell welding is accumulated, so that there is a limit to manufacturing the vehicle structure with high accuracy.

An object of the present invention is to provide a method for manufacturing a railway vehicle having a light weight, high strength and high rigidity.

Another object of the present invention is to provide a method for manufacturing a vehicle structure that can improve work efficiency while maintaining the precision of the vehicle structure.

Another object of the present invention is to provide a method for manufacturing a vehicle structure, which enables the efficient manufacture of the vehicle structure by simplifying the positioning operation during the process of welding the constituent members of the structure.

1 is a schematic view showing the appearance of an entire vehicle structure as a first embodiment of the present invention;

2 is an enlarged cross-sectional view of the vehicle structure of line A-A of FIG.

3 is a flowchart of an example of the steps of fabricating the vehicle structure of the present invention.

4 is an exploded perspective view of a honeycomb panel used in the present invention.

5 is a plan view of the honeycomb panel of FIG.

Fig. 6 is an enlarged cross sectional view showing a main part of another embodiment of a honeycomb panel.

Fig. 7 is a sectional view showing a main part of still another embodiment of a honeycomb panel.

8 is a schematic view showing an exemplary step of trimming.

9 is an explanatory diagram of the trimming processing of FIG. 8;

10 is a schematic diagram showing an example of a jig used in the block assembly step;

Figure 11 shows an example of the side block in the assembled state during the block assembly step, Figure 11 (b) is an enlarged view of the cross-section B-B line of Figure 11 (a).

12 is a schematic diagram showing an example of a jig used for reverse welding during a roof block welding process.

13 is an explanatory diagram showing a welding step.

14 is an explanatory diagram showing a welding condition in FIG. 13.

15 is an explanatory diagram showing a welding condition in FIG. 13.

16 is a schematic view illustrating a cooling structure of a panel welding portion used for block welding.

17 is a schematic view illustrating a cooling structure of a panel welding portion used for block welding.

18 is a perspective view of a panel with example design lugs arranged;

19 is an enlarged cross-sectional view of the design lug portion of FIG.

20 is a perspective view of the design lug mounting apparatus.

21 is a sectional view of another embodiment of the design lug.

22 is a perspective view of a device incorporating a heating insulation material in a block.

23 is a vertical sectional view of a structure combining device.

24 is a perspective view showing the vehicle structure in a combined state.

25 is an exemplary flow chart of the step of manufacturing a vehicle structure as a second embodiment of the present invention.

Figure 26 is a schematic diagram showing the process of assembling and welding the panel to form a roof block.

27 is an overall view of an apparatus for assembling a long thin block.

Fig. 28 is a cross sectional view showing a method of welding a honeycomb panel on both sides without flipping the panel;

29 is an overall view of a trimming machine;

30 is a schematic diagram illustrating a process of assembling and welding a panel to form a side block.

31 is an overall view of a side block assembly device.

32 is a perspective view of the assembled honeycomb panel welded on one side;

33 is an overall view of a rail-shaped design base plate;

34 is a flowchart of a step of manufacturing a vehicle structure as a third embodiment of the present invention.

Fig. 35 is a perspective view showing a design base plate provided in the vehicle structure of the third embodiment.

36 is a flowchart of the step of assembling the vehicle structure as the fourth embodiment of the present invention.

37 is a perspective view of a side block assembly jig used in a fourth embodiment;

FIG. 38 is a perspective view of a side block assembled by the jig of FIG. 37; FIG.

39 is a front view of the assembled and tack welded sideblocks.

40 is a perspective view of an underframe produced by the method of the fourth embodiment;

FIG. 41 is a cross-sectional view illustrating a joint between the bottom plate and the horizontal support of the underframe of FIG. 40; FIG.

42 is a perspective view of a vehicle structure assembly apparatus used in the fourth embodiment.

43 is a front view showing the vehicle structure of the fourth embodiment fully welded;

44 is a front view of the vehicle structure of the fourth embodiment in which the design rail is mounted;

FIG. 45 is a sectional view showing a structure of a design rail fixed to the vehicle structure of FIG. 44; FIG.

46 is a perspective view showing a gable block mounted to the vehicle structure of the fourth embodiment;

The present invention consists of a pair of side blocks, a roof block, a pair of end blocks and a frame, wherein the side blocks comprise a membrane plate portion, a recess plate portion, and a plurality of side blocks. A method for manufacturing a railway vehicle having a pier panel portion and having a plurality of window openings, wherein the plurality of panels are joined side by side in the longitudinal direction of the vehicle body to form the membrane plate portion, and the plurality of panels are the vehicle bodies. The intaglio is formed by joining side by side in the longitudinal direction, and the joining position of the panel of the membrane plate portion and the joining position of the panel of the recess plate portion are matched with respect to the longitudinal direction of the vehicle body, and the peer panel is formed between the membrane plate portion and the intaglio portion. A part can be welded to the said membrane plate part and the said intaglio part, and arrange | positions the said peer panel part to the position which can be welded to an adjacent panel, and makes the difference of each said window opening part Provided is a manufacturing method of a railway vehicle for welding the pier panel portion, the membrane plate portion and the intaglio portion by arranging at a space corresponding to the dimension in the longitudinal direction of the sieve.

According to the present invention, by placing the pier panel portion between the intaglio portion and the membrane plate portion, and placing the pier panel portion in a position weldable to the intaglio portion and the membrane plate portion, positioning of the pier panel portion relative to the intaglio portion and the membrane plate portion is long ( Since it is performed on the basis of the membrane plate portion and the intaglio formed in the block, the side block manufacturing work can be facilitated.

In addition, by matching the joining positions of the panels of the membrane plate and the intaglio, the position of the pier panel portion to be welded to the adjacent panel is arranged, and the pier panel portion, the membrane plate, and the intaglio are welded, so that the edge of the membrane plate portion and the intaglio portion of the window opening are welded. It is possible to prevent the finishing of the edge of the window opening or the deformation due to the welding heat effect of the edge portion, without the welding line being positioned at the edge.

Since the side pillars are not used and the periphery of the panel is used as a weld welded together when forming the vehicle body, smoothing of the inner and outer surfaces of the vehicle body is performed smoothly. This increases the design freedom of painting and design work and facilitates the work of the whole manufacturing process.

Moreover, according to this invention, since the flatness of the edge of the said window opening can be ensured, without the welding line of panel being located in the edge of a window opening, the installation operation of a window glass can be performed easily.

A first embodiment of the present invention will be described with reference to FIGS. 1 to 24. First, the entire structure of the railway vehicle structure is described with reference to FIGS. 1 and 2. In the figure, the railway vehicle structure 10 includes a side block 20, an underframe block 30, a roof block 40 and a gable block 50, and the boundary surfaces of these blocks are welded together.

The side block 20 is composed of an intaglio portion 21, a membrane plate portion 22, a peer panel portion 23, and an entrance portion 24, and each board is composed of a plurality of honeycomb panels that are combined and welded. The peer panel portion 23 is arranged to form a window portion 29 between the intaglio portion 21 and the membrane plate portion 22 of the side block 20. The side block 20 is formed integrally extending upward from the upper surface of the side support 31 of the underframe block 30 to the circumferential longitudinal section of the roof block 40. The length of the individual honeycomb panel in the longitudinal direction of the vehicle body is equal to the length of one of the divided parts of the side blocks 20 equally, or preferably equal to an integral multiple of the window space in the longitudinal direction of the vehicle body. The side blocks are assembled by arranging individual honeycomb panels in the longitudinal direction of the vehicle body and welding them together. The panel position is adjusted so that the weld line between adjacent panels does not form a cross (side block is a part).

As shown in FIG. 2, the intaglio portion 21 is fixed on the inner side with the side panel 26 and the ventilation duct 27 through the design base plate 25. The curtain container 28 is fixedly mounted on the inner surface of the window frame 22 through a design base plate (not shown).

The underframe block 30 has a pair of left and right side pedestals 31, which extend in the longitudinal direction of the vehicle body at the transverse end of the vehicle body. A bottom plate made of a honeycomb panel in which both sides of its transverse ends are coupled to a pair of side pedestals 31 is indicated by the reference numeral 32. The insulating material 33 and the floor covering 34 are coupled to the upper side of the bottom plate 32. The chair 36 is fixed to the bottom plate 32 through the chair base plate 35.

The roof block 40 is composed of a central roof plate 41 and a side roof plate 42 integrally coupled together, and each roof plate is made of a honeycomb panel. The roof block 40 is disposed between the side block 20 and the upper portion of the gable block 50. The length of each panel in the longitudinal direction of the vehicle body is the same as that of the part in which the roof block 40 is divided equally. These panels are arranged in the length and transverse direction of the vehicle body and welded together to form the roof block 40. As shown in Fig. 2, the central roof plate 41 is fixed on the inner side with the ceiling plate 43 through the design base plate. The pantograph is fixed at a specific position on the outside of the center roof plate 41. On the inner side of each side roof plate 42, a cargo shelf 45 is mounted via a design base plate 44.

The gable block 50 is also made of a honeycomb panel and has a passage opening 51. Gable block 50 constitutes both end faces of the vehicle structure 10 and is coupled to the end of the side block 20, the underframe block 30 and the roof block 40 to form an integral structure. The gable block is formed by combining a conventional aluminum alloy plate and a frame member in consideration of the small area of the gable block and the difficulty of working on the gable block.

Next, a process of manufacturing the vehicle structure 10 using the honeycomb panel according to the present invention will be described. 3 shows an outline of the entire manufacturing process. First, the design of the honeycomb panel is executed (step 101). Based on this design, the members constituting the honeycomb panel are processed and then assembled in a jig (step 102). Thereafter, the honeycomb panel member is soldered to complete the honeycomb panel (step 103). Inspection procedures for accurate dimensional and flexural accuracy and for inspection of missing parts are established on completed honeycomb panels. These inspected honeycomb panels undergo a trimming process of forming welds so that the outer periphery of the panel matches the specified dimensions depending on the utilization, assembly location and dimensional error during soldering (step 105). One or a plurality of sets of honeycomb panels are then combined into each block (step 106) and the weld edges are welded (step 107). For larger blocks, the panels are welded together and combined to form moderately sized intermediate blocks and full sized blocks. Next, the inner and outer surfaces of the honeycomb panel are attached with a design lug at a specific position (step 108), and a heating insulating material is mounted at this position (step 109). All blocks are assembled and welded together while being fixed in the assembled state (step 110). The outer surface of the structure is painted (step 111) and eventually several devices are installed on the inner and outer surfaces of the panel (step 112) thereby completing the vehicle structure.

Next, each step of the manufacturing process will be described in detail. In a first step (step 101) of designing a honeycomb panel, the shape of the honeycomb panel is determined. The honeycomb panels are all of the same shape, but if they are applied to the railway vehicle structure, the dimensions, bends or strengths of the honeycomb panels are appropriately determined for each block. Panels are trimmed with some edges.

4 is an exploded perspective view showing an example of the honeycomb panel 20 used in the vehicle structure of the present invention. 5 is a plan view thereof. The honeycomb panel 60 includes a honeycomb core 61, an outer coupling member 62, and a pair of face plates 64 and 65 as a central axis member. They are all made of light alloy material. For example, the honeycomb core 61 and the face plates 64 and 65 are made of A6951 and the outer coupling member 62 is made of A6NOI.

The honeycomb core 61 is manufactured by combining corrugated or corrugated plates so that the contact sides are soldered together to form hexagonal cells. In addition, the reinforcing member 63 made of a light alloy is made of a honeycomb panel 60 to provide the required strength. As an example, in the embodiment of Fig. 4, the core 61 of the honeycomb panel is 0.2 mm thick and 58 mm high; One of the face plates 64, 65 is 1.2 mm thick and the other is 0.8 mm; The outer coupling member 62 is 2-3 mm thick, 58 mm high, 30 mm wide; The reinforcing member 63 is 2 mm thick. The length of a single panel is limited by the size of the soldering furnace, preferably up to 4 meters in length and 1.2 meters in width. The thicker of the face plates 64 or 65 is located on the outside of the vehicle structure.

After the components, such as panels, have been processed, they enter the soldering process (step 103) to combine them into a single unitary panel. Soldering is performed by applying solder such as BA4045 (about 5%) to various points on the surface of these members, combining the members from the jig to the panel, and then heating them.

The reinforcing member 63 together with the outer coupling member 62 contributes to improving the planar bending stiffness. Since the honeycomb core 61 is located between the faceplates 64 and 65, sufficient space is fixed between the faceplates 64 and 65 to increase the cross-sectional coefficient, thereby increasing the honeycomb panel 60 to the honeycomb panel 60. Provide the required level of stiffness.

The reinforcing member 63 corresponding to the side column and the rafter used in the conventional structure is arranged between the face plates 64 and 65 as part of the thin plate structure. Considering the pressure difference between the inside and the outside of the vehicle, the reinforcing member 63 needs to be arranged in the circumferential direction of the vertical section of the vehicle structure 10.

In the intaglio portion 21, the membrane plate portion 22 and the peer panel portion 23, the reinforcing member 63 extends in the vertical direction of the side block 20 and joins the coupling member 62 of the adjacent panel. The reinforcing member 63 is disposed at right angles to the face plates 64 and 65.

In the roof block 40, the reinforcing member 63 extends in the width direction of the roof block 40. That is, they are arranged in a manner corresponding to the conventional rafters. In the structure 10 the reinforcing members 63 of the individual panels 60 are arranged so as to be on the same single line on the structure (peer panel portion with the reinforcing members 63 and the aligned coupling member 62 of the other panels). 23). Thus, the load is distributed by the reinforcing member 63, which acts as a ring-shaped structural member disposed between the side rests 31 located on both sides with respect to the width direction of the vehicle. Therefore, the reinforcing member 63 can withstand the pressure fluctuations acting on the structure 10.

Table 1 shows a comparison between the stiffness of the brazed aluminum honeycomb panel of the present invention and the stiffness of conventional aluminum and steel sheets. The honeycomb panel used in the present invention has a bending stiffness and a torsional stiffness, both of which are two orders of magnitude larger than those of conventional plates having the same weight.

panel Aluminum sheet Grater Dimensions (mm) (width X length X thickness) 900 × 1800 × 26.6 900 × 1800 × 2.7 900 × 1800 × 1.0 Weight (g / ㎠) 0.73 0.73 0.79 Flexural Stiffness, EI (× 10 ⁹ kgf 1.99 0.01 0.002 Twisting stiffness, GJ (× 10 ⁹ kgf · mm2 / rad) 6.04 0.03 0.005

Pressure generated in the vehicle structure during operation varies with structure and position. In particular, when large strength is required, it is necessary to locally increase the strength of the structure. As a countermeasure in this case, the case of illustration is described below. The corner D of the honeycomb panel is locally strengthened to increase the strength of the part. An enlarged view of the corner D is shown in FIG. As shown in FIG. 6, the reinforcement core 66 is inserted into the honeycomb core 61 at the corner D. As shown in FIG. The reinforcing core 66 has a cylindrical shape or a notched cylinder shape so that they can be installed in the gap of the honeycomb core 61. These cores can be soldered together to increase the strength of the honeycomb panel 60 without increasing the thickness of the face plate.

Instead of the honeycomb core 61 as shown in FIG. 7, another form of the honeycomb panel 60 'in which a triangular core 61' composed of thin plates is combined is used. Stainless steel sheets are used instead of light alloys for all panel members and they can be welded together with a laser.

The vehicle structure 10 shown in FIG. 1 is composed entirely of six blocks—one roof block, two side blocks, one underframe and two gable blocks. In order to fabricate the structure with high precision, each of these blocks requires accurate production. The adjustment of accuracy is achieved by trimming the welds of the honeycomb panel 60, ie trimming the outer coupling member 62 at the periphery of the honeycomb panel and at the ends of the face plates 64, 65. The honeycomb panel 60 is welded together after these periphery are precisely machined and the required weld edge accuracy as well as the exact overall panel dimensions and shapes are obtained.

8 shows an example of trimming. Fig. 8A shows the roof block 40 of the vehicle, in which the design base plate for the pantograph is shown at 47. The panel is bent in the width direction to match the shape of the gently curved central roof plate 41 and to the rapidly curved side roof plate 42. The outer coupling member and the face plate of the adjacent plate are joined to each other. With respect to the longitudinal direction of each panel 60, the outer coupling member 62 acts perpendicular to the face plates 64, 65, so that the entire block is straight. These panels are then assembled in a jig and, while in restraint state, welded together to form the desired roof block 40. The pantograph is mounted, and in the panel, a conventional combination of an outer plate and a frame member is used in consideration of the weight of the pantograph.

8B shows a case of trimming the side block 20. The side block 20 has a chamber, i.e., considering the deflection of the vehicle, the center block is slightly raised and curved upward. Among the components constituting the side block-the intaglio portion 21, the membrane plate portion 22, the peer panel portion 23, and the entrance portion 24, the intaglio portion 21 and the membrane plate portion 22 are formed in a trapezoidal shape. . The original width of the honeycomb panel 600 is W ₀ . As shown in Fig. 9, the end of the honeycomb panel is trimmed so that the lower size W ₂ is shorter than the upper size W ₁ by a specific amount. Similarly trimmed honeycomb panels are combined and welded together to produce the curved sideblock 20 during restraint. The panel may be fan-shaped instead of trapezoidal, producing the same effect. With this technique, the assembly of the honeycomb panel 60 can be curved in a plane. The honeycomb panel assembly can also be curved by varying the length of the outer coupling member 62 on the side of the face plate 64 from that on the other face plate 65. Therefore, the welded portion of the honeycomb panel 60 is a factor that determines the overall length as well as the structure of the assembly.

After the honeycomb panels are each operated in the required shape, they are set and held in a specific position in the designated assembly jig during the next assembly process (step 106).

10 shows an example of a block assembly jig. In this example, the panel 60 forming the central roof plate 41 of the roof block 40 is placed in a specific position and clamped between the pair of upper and lower jigs 72. The welding escape is represented by 73. It is important that the welds on the front and back sides of the panel are welded in the same restraint state. Thus, the jig 72 has a clamp 74 and a rotary shaft 75 to enable assembly, fixing and reversal of the block.

Figure 11 (a) is a perspective view showing a combined state of the side block 20. The improvement part may be provided with fitting parts 62X and 62Y enlarged and shown in (b), and the movement of both a longitudinal direction and a lateral direction may be prevented in the state which combined the panel.

In this restraint state, the panels are welded together for each block (step 107). 12 is an example of welding equipment, which detects a weld of the central roof plate 41 constrained by a pair of upper and lower jigs 72 and clamps 74 by the sensor 77 and then welder 76. The panels are bonded together by First, the joints of each panel on one side are continuously welded. The assembly is then raised and flipped without deforming the weld, and then lowered to its original position for welding on the back side. In this way, all welds are welded. Smaller blocks can be welded without being constrained by the jig. For larger blocks the panels are first assembled and welded to the intermediate block, which is then welded to the final larger block.

When the plurality of honeycomb panels 60 are joined to each other, these welding edges are welded. The detail of a welding edge is shown in FIG. At the outer circumference of the weld, that is, the honeycomb panel, the outer coupling member 62 and the face plates 64, 65 have a width L. The contact ends (at the weld line 67) of the two honeycomb panels are joined by weld beads 67W. Since they are welded together with the faceplates of adjacent panels, external forces acting on one panel are transmitted smoothly through the welds to the faceplates of the next panel. In other words, when an external force is applied, the force is received by all panels, preventing excessive force from acting on a particular soldered portion and allowing the panel assembly to withstand large external forces.

FIG. 14 shows a face plate attached on both sides of the honeycomb panel 60 when the outer coupling member 62 having a thickness of 3 mm and the face plates 64, 65 having a thickness of 1 mm are MIG welded at an input heat amount of 3 KJ / cm. Hardness distribution in the center of (64) and (65) is shown. The area hardened by heat welding is distributed in the width L1, except that no change in hardness is observed. In the hardened region, the tensile strength is also lowered. If L> L1, the external coupling member and the face plate are soldered together, so that the strength necessary for the joint of the honeycomb panel can be ensured. However, when L <L1, the joint strength is smaller than other parts of the honeycomb panel because the strength of the thin faceplate is lowered.

The heat input of 2KJ / cm is required for MIG welding, making a reliable weld in the butt joint of aluminum alloy material 1-5mm thick. Good energy concentration welding methods, such as electron beam welding and laser beam, require at least about 1 KJ / cm. Providing the weld with a suitable width L for the welding method used is necessary to ensure reliable joint strength.

15 shows the relationship between the amount of heat applied for welding and the width of the hardened area affected by heat when the above-mentioned aluminum alloy is MIG welded. As the weld zone is reduced in the range between the dotted line and the solid line, the width of the zone is also reduced. However, if the material of the weld has a property that the strength of the weld recovers to its original degree over time at normal temperature after hardening with the weld heat, the joint strength of the weld is easily fixed. In other words, it is possible to reduce the thickness of the weld.

Table 2 shows a comparison of strength when the honeycomb core 61 and the face plates 64 and 65 are made of 6951 alloy of JIS standard and 6NO1 alloy and 7NO1 alloy are used for the outer coupling member 62 of FIG. . The 7NO1 alloy requires only 2mm thickness because of its ability to recover strength after aging, while the 6NO1 alloy requires 3mm thickness. So 7NO1 alloy contributes to weight reduction.

The residual strain and pressure of the honeycomb panel caused by welding should be minimal. During the welding process, the cooling zone near the weld of the honeycomb panel is effective to minimize residual strain and pressure. This is accomplished by providing a portion close to the weld edge, as shown in Figure 16, in the passage for the cooling medium to pass through without interrupting the welding process. 16 shows that two honeycomb panels 60 are assembled such that they can be welded along the weld line 67. The outer coupling member 62 is formed in the upper and lower passages 68 separated from each other by the reinforcement section 69. These passages pass through the circumference of the honeycomb panel and have inlets and outlets. The edges along the weld line 67 are welded while water, gas, liquid nitrogen or other suitable cooling medium is fed into these passages. The cooling medium absorbs heat otherwise it is transferred to the honeycomb core 61 to minimize the effect of welding heat on the honeycomb core 61 and the face plates 64 and 65. This provides a weld that only produces small strains.

The reinforcement section 69 not only forms the passage 68 but also reduces the thickness and weight of the coupling member of the honeycomb panel and increases their rigidity. Since the coupling member and the other coupling member are heated near the melting point during the soldering process in the manufacture of the panel, there is a possibility that the circumferential end of the coupling member may drop by its own weight. However, since the circumferential end of the coupling member is supported by the reinforcing sections 69 on the upper and lower surfaces, the drop can be prevented. Further, in the example of FIG. 16, since the weld is cooled, the width L can be reduced compared to the structure shown in FIG.

In Fig. 17, another method of absorbing welding heat is to fix the welding line 67 between the cooling restraining plate 78 and the apparatus main body 79 and perform a welding process. This has the same effect as the previous method.

The cooling confinement plate 78 may interfere with the torch lamp during conventional MIG welding and TIG welding. However, when welding is performed by radiating the laser beam which obtains the maximum energy density in the atmosphere in the direction of the arrow W, the laser welding only requires a small amount of input heat and the weld is cooled during welding, so the small strain weld joint Can be obtained. Therefore, laser welding does not require a cooling restraint plate and can achieve a result similar to the previous example.

In the conventional process, the welding of the frame members is performed separately from the welding of the shell, and these two groups of members are welded together through the joint member. This process increases the amount and frequency of welding required for welding, and the increase in the amount of heat applied increases the welding strain. Since the individual frame members and the outer plate have different thicknesses depending on the position where they are installed, the strength varies greatly depending on the position. This means that the amount of deformation caused by various kinds of loads varies depending on the position, so that the maximum strain is generated at the boundary portion.

However, in the present invention, it is possible to carry out the joining of the same member as that between the frame member, the outer plate, the frame member and the outer plate by simply welding the face plate and the outer coupling member around the honeycomb panel once. Thus, the method of the present invention can reduce the amount of welding, the number of times welding is performed, and thus the amount of heat applied, which reduces the weld strain. Moreover, the weld strain is further reduced because the members are joined without using a special joint member.

Since the widthwise cross section of the coupling member is symmetrical with respect to the panel thickness direction, the shrinkage of the beads on both sides of the panels welded together is balanced with each other, minimizing strain as well as deformation such as bending of the panel. Therefore, it is not necessary to increase the thickness of the coupling member and the face plate to retain its strength, and obtain the final design at the minimum level of each member.

The coupling member of the previously described embodiment is made of 6NO1 alloy. If a 7NO1 alloy material is used that has the property of restoring the stiffness and strength due to aging after welding, the coupling member can be made thinner than the previously described configuration for weight reduction. Moreover, since the coupling member has a reinforcing section 69 whose cross section is box-shaped, the strength is improved.

After the block welding is completed, the interior of the vehicle needs to install a thermal insulation material 33, floor covering 34 and other equipment to prevent the leakage of heat into and out of the vehicle. The mounting of the design is performed through the face plate of the honeycomb panel (face plate on the inner side of the vehicle). Since the faceplate is formed of aluminum alloy thin plates (0.5-3 mm) for weight reduction, simply installing the design on the thin plates with screws and rivets does not provide sufficient mounting strength. As a solution to this problem, the chair base plate, ie the chair lug, is fixed in a fixed position on the face plate (step 108).

18 and 19 show this design lug. The rigging base plate 80 is interposed between the adhesives 81 and fixedly mounted to the face plate 64 of the honeycomb panel by the rivet 82.

20 shows a design lug mounting device 83, which includes a jig 84, an NC positioning mechanism 85, a clamping head 86 and a rivet head 87. The device urges the positioned design base plate against the face plate, which is fixed with a certain number of rivets and screws. The design base plate 80 is applied with the previous adhesive. The design base plate 80 is made of a light alloy having a thickness of about 5 mm, and the pressure has an area of about 1 kg / cm 2. For example, if the design base plate is subjected to a 10 kg load, the area will be 10 cm 2. In this way, the load of the mounted device is received at the entire surface of the design base plate.

The design base plate 80 is soldered to the face plate at the same time as the soldering of the honeycomb panel 60, resulting in the same result. Figure 21 shows the same welding, where the design base plate 80 is joined to the surface of the face plate 64 by the soldering machine 88 with the honeycomb core 61 during the soldering of the honeycomb panel (step 103).

Since the inside of the vehicle, i.e., the face plate of the honeycomb panel, is smooth, the thermal insulation material can be installed before or after the design base plate (step 109). If the equipment is installed before the design base plate is installed, the insulating material is provided as it is. When installed after mounting the design base plate, the insulation is cut and removed at the portion corresponding to the base plate. In the form of a plate, the thermal insulation material 33 is bonded by an adhesive applied between it and the inner surface of the vehicle.

22 shows how the insulation plate is coupled to the side block 20. The plate insulation material 33 is cut and removed in the part corresponding to the window 29 and the design base board 80 by the cutting device 89. FIG. While being transported by the feeder 90, the plate insulating material 33 is pressed against the side block 20 by a roller (not shown). The fact that the inner surface of the structure is smooth allows for uniform bonding of the thermal insulation material in this way.

After the design lugs and insulation are mounted, the block is welded to the vehicle structure (step 110). 23 is a front sectional view of the block assembly device 92. The block is MIG welded by the torch welding head 93 with the contact end surface of each block, that is, the welding edge 67 along the circumference of the adjacent honeycomb panel as the welding line 67. The assembling apparatus 92 is equipped with the 1st station 94 and the 2nd station 95, and welds a block in turn, and performs vehicle body assembly.

In the first station 94, the side block 20, the roof block 40 and the gable block 50 are welded together to form a five-sided structure. That is, the roof block 40 is located on the side block 20 and the gable block 50, and these blocks are accurately positioned relative to each other. While in the restrained state, the blocks are welded together along the weld line 67 simultaneously on the inner and outer surfaces.

Next, the five-sided structure is located in the underframe block 30 on the second station 95, where the side block 20 is located in the side rest 31 of the underframe block 30 and the gable block 50. Is located at the longitudinal end of the underframe block 30. The under flame block 30 is curved downwardly along the chamber provided by the jig by its own weight so that the chamber of the underframe block coincides with that of the side block. Next, welding is performed between the underframe block 30 and the side block 20 and between the underframe block 30 and the gable block 50 to complete the hexagonal structure. The vehicle structure 10 is assembled in this way. In the first station 94, the structure is open at the bottom so that the positioning and welding apparatus can be installed in the structure for the welding and assembly process, which means that the process can be easily automated at the first station. In the second station 95, the device is placed inside or outside the structure through the passage opening of the gable block.

24 is a perspective view of the assembled vehicle structure.

The use of the honeycomb panel 60 smoothes the inner surface of the assembled vehicle structure 10. Internal Material Mounting Mechanism The internal material and the internal structure are constrained by the side posts and the rafters, and the standardized position can be standardized in the present invention. The present invention also eliminates the need for dimension or position adjustment in the process of mounting and installing the design. Since the blocks constituting the vehicle structure are high strength despite the fact that there are no side pillars or rafters, their thickness can be reduced and the interior space of the vehicle can be increased.

Next, the outer surface of the vehicle structure is painted (step 111). First, the surface is degreased and roughened with sand blast. Next, the treated surface is treated with anti-stain paint, anti-vibration paint and decorative coating.

Finally, the chairman is mounted inside and outside the vehicle (step 112) to complete the vehicle structure shown in FIG. In this design process, the device is conventionally mounted via the design base plate either directly to the vehicle body or by screw or welding. When the device is directly screwed or riveted to a vehicle made of light alloy honeycomb panel, there is a limit to the fixed strength. Welding can cause strain and provide insufficient strength. With the present invention, the vehicle is provided with a design base plate on which the design is mounted, so that the honeycomb panel of the vehicle can be prevented from being deformed.

Given the difficulty of controlling the temperature in the furnace during the soldering process, each block of the embodiment is split before soldering and then joined after soldering. When the furnace temperature control technique is improved, each block is formed of a single continuous honeycomb panel rather than using a split panel. Instead of dividing the vehicle structure into a plurality of blocks and welding them together, the structures are divided in the cross-sectional direction and then welded together.

While the above-described embodiment shows a case where the present invention is applied to a method for adjusting a vehicle structure, the present invention is also applicable to fields requiring light weight, high strength and high precision: for example, a ship and a vehicle There are building structures such as vehicles, rooms and roof walls.

The present invention minimizes the variation in the dimensional accuracy of the vehicle structure while keeping the weight of the structure light and maintains sufficient strength and sealing structure, thereby improving the reliability of the structure. During the mounting process, there is no need to adjust the dimensions and retention, making the operation easy and simple.

Next, a second embodiment of the present invention will be described in detail with reference to FIGS. 25 to 33. This embodiment manufactures each block in a manner different from that of the first embodiment. That is, FIG. 3 replaces steps 105 to 107 with steps 114 to 119 of FIG. 25. Fig. 26 shows a method of manufacturing a side block of a vehicle structure using a honeycomb panel. As shown in Fig. 26 (a), the curved honeycomb panel 60 is precisely trimmed at the curved side of the trimming machine, that is, at the side weld portion 62, to form a welding edge. The panel 62 formed at the welding edge is then welded in the circumferential direction of the panel to form long thin blocks 41 and 42 as shown in Fig. 26 (b). In such circumferential welding, very small welding heat is applied, and thus laser beam welding which can minimize deformation and strain is desirable.

27 is an overall view of a long thin block assembly apparatus 200. The long block 41 assembled from the trimmed aluminum honeycomb panel 60 is positioned on one of the reference plates 220. The panel is accurately positioned by the positioning pins 221. Then, the other reference plate 220 is placed on the positioned panel and these reference plates are fixed together by the connecting pin 222 and the reference plate connecting hole 224 to tightly restrain the long block 41. Since panel 60 is held between two reference plates 220, a panel surface susceptible to locally concentrated forces can be protected. Welding is performed through the welding opening 223 formed in the upper reference plate 220. The welding opening is formed so as not to block the welding line. After the welding on the front surface is completed, the constrained panel is flipped over for welding on the back side. In this way, long blocks 41 and 42 are formed. Since there is no obstacle to block the welding line, the welding accuracy and effectiveness can be improved.

As shown in Fig. 28, there is another method of welding the front and back sides of the panel. The laser beam passes through the MIG or TIG root gap 64G provided to the face plate 64 on the upper side to weld the welding edge 67 on the lower side. This method welds on both sides of the panel from only one side, and the panel eliminates the flipping process, improving work efficiency and accuracy.

Next, as shown in Fig. 26 (c), the long blocks 41 and 42 are assembled to form the roof block 40 as shown in Fig. 26 (d). First, as shown in FIG. 29, the straight side surface 41a of each long block 41 is trimmed in a straight line by the trimming machine 96. As shown in FIG. The trimming machine 96 has a long block 41, a working head for trimming 96B and a base 96A on which an adjusting unit 96C is mounted. The first MIG or TIG welding is used for longitudinal welding, where the MIG or TIG welding has a large enough control margin to compensate for the error of the welding edge formed in the long blocks 41 and 42 which may be caused by deformation. Because it has. By first welding the long blocks in the circumferential direction, the remaining longitudinal welds are straight in a row and the welding can be easily automated.

Next, FIG. 30 is a diagram showing a method of manufacturing the side block 20 from the honeycomb panel 60. This is also the same as that of the roof block, and as shown in (a) and (b), first, a plurality of long blocks 21, i.e., intaglio and long blocks 22, i.e. As shown in (d), each of the long block 21 and the short block 23, that is, the pier panel portion and the short block 24, that is, the welded portion and the remaining angles along the longitudinal direction of each of the intaglio and last portion Weld the weld along the circumferential direction. In this way, one side block 20 is produced.

According to such a manufacturing method, it is possible to easily perform the operation of positioning and joining the other short blocks 23, i.e., the peer panel portions, to the long blocks 21, 22, i.e., the intaglio portion and the last plate portion, which are joined in the longitudinal direction of the vehicle body. Can be. By arranging the peer panel portion between the intaglio portion and the membrane plate portion, and arranging the peer panel portion in a position weldable to the intaglio portion and the membrane plate portion, positioning of the peer panel portion relative to the intaglio portion and the membrane plate portion is achieved. Since the block is performed on the basis of the block, the production work can be simplified.

Moreover, although the space | interval of the vehicle body longitudinal direction of each said peer panel part is positioned by a jig | tool etc., as for the installation position is prescribed | regulated by the said long block 21 and 22 about the vehicle body circumferential direction as mentioned above. In this way, the inclination and the like of the respective peer panel portions can be prevented, and these positioning operations can be easily performed.

In the case where the other short blocks 23 are welded to the long blocks 21 and 22, the panel joining positions of the long blocks 21 and 22 in the longitudinal direction of the vehicle body are set to the short blocks 23, namely the body of the peer panel portion. It is arranged at the intermediate position in the longitudinal direction, and the panel joining positions of the long blocks 21 and 22 coincide with each other in the longitudinal direction of the vehicle body to be joined to each other so that the joining lines of the long blocks and the short blocks, i.e., the weld lines, are continuous. Without this, sufficient strength can be exhibited even when a pressure load or an in-plane bending load is applied to the joint of the long block.

In addition, since the welding line is not located at the edge of the long block of the window opening, the flatness can be secured without deformation of the edge of the window opening, so that the installation work of the window glass to the window opening is easy and the accuracy is high. Improvement is planned.

31 is a general view of the side block assembly apparatus 300. Reference numeral 310 is a reference plate, 311 is a positioning pin, 312 is a connecting pin, 313 is an opening for welding, and 314 is a reference plate connecting opening. The welding opening 313 is formed so as not to disturb the welding operation. Using this apparatus, it is possible to seal all welding operations without removing the panel 60 from the side block assembly apparatus 300. This improves the precision and quality of the side block 20.

32 shows an example of a MIG or TIG welding device, which shows the welding edge of a honeycomb panel 60 clamped between a pair of upper and lower jigs 321, 322 through an opening 323 of the jig 321. Weld The panel is then constrained by the jig so that the entire assembly is raised and rotated about the shaft 328 and flipped over. The inverted assembly is lowered to its original position for welding on the back side, completing the side block 20.

After the block constituting the vehicle structure is completed, the design base plate 44 is installed. Embodiments of the design base plate include those of rail type 44A shown in FIG. The rail-shaped rig base plate 44A allows for longitudinal positioning of the mounted rig to absorb weld distortion and deformation of the final assembly of the vehicle.

Next, a third embodiment of the present invention will be described with reference to FIGS. 34 and 35.

The work step shown in FIG. 3 allows the design base plate or design lug and thermal insulation to be correctly and efficiently installed after the block is completed before the vehicle structure is assembled and welded. However, the accuracy of the relative position of the design lugs on other blocks, for example the side block 20 and the underframe block 30, is affected by the assembly precision of the blocks. In particular, when a large design is mounted on a design lug on two or more blocks, high assembly precision is required. The work steps shown in FIG. 34 provide a solution to this problem.

Steps 101-107 from panel design to block welding are the same as in FIG. 3, and descriptions thereof are omitted. Immediately after the blocks are completed, they are assembled and welded (step 120), the blocks are firmly connected together and the design lugs are fitted (step 121). Thus, design lugs on different blocks can be equipped while maintaining their relative position within the required accuracy. This allows the rig to be easily mounted on these lugs at the rig at the rear (step 124). After the structure is painted (step 122), the wound insulation is installed on the interior of the vehicle structure (step 123).

The process of mounting the design lug will be described with reference to FIG. 35. In this figure, the design lug 404 is installed at the bottom of the underframe 30 of the vehicle 405. First, a portable rail 401 is installed in a vehicle and a lug mounting device 402 is installed on the rail. The mounting apparatus 402 includes a mounting head 403 having a function of positioning and riveting, screwing or gluing the design lug with excellent precision in the length and width directions of the vehicle. First, the design lug 404 is continuously installed at the bottom and then the design lug 406 on the side is also fixed in the same manner. In this way, the design lugs on the floor and side can be equipped with high relative positional accuracy.

Next, a fourth embodiment of the present invention will be described with reference to FIGS. 36 to 46.

Before manufacturing the vehicle 10 using the honeycomb panel 60, the structural blocks are processed. Taking the side block 20 as an example, FIG. 27 shows a jig 460 for manufacturing the side block. The jig 460 is composed of a plurality of cross-sectional plates 461, each of which has a supporting surface formed similarly to the cross-sectional shape inside the side block 20. The cross-sectional plates 461 are connected together by connecting plates 462 arranged in the width direction thereof and arranged in a plurality of longitudinal directions. Assembly of the cross-sectional shape plate 461 is provided in the base frame to form the jig 460. The end of the connecting plate 462 also defines a support surface for receiving the honeycomb panel 60. The cross-sectional plate 461 and the connecting plate 462 are arranged such that their supporting surfaces are aligned with the joining portion of the honeycomb panel 60, that is, the welding line 67. The jig 460 has a detachable restraining jig 463 that restrains a portion of the adjacent honeycomb panel 60 close to the weld line 67 during tack welding.

The process of manufacturing the side block 20 will be described. The honeycomb panel 60 whose peripheral end has been worked is positioned and arranged on the upper surface of the jig 460. Positioning of the honeycomb panel is performed by bringing the periphery of the honeycomb panel into contact with the end of the jig 460 or the positioning projection, which is located in openings such as windows and entrances of the side blocks. The honeycomb panel 60 is positioned, and the restraining jig 463 is used to fix the adjacent honeycomb panel 60 to be welded without moving, and the joint surface or the welding line 67 is tacked as shown in FIG. Are welded. The tack welded portion 423 is preferably about 50 mm long and is supplied in at least two positions relative to two adjacent honeycomb panel 60. After the tack welding is finished to all the welding lines 67 shown in FIG. 39, the side block 20 or the structural block is completed.

Like the side block 20, the roof block 40 is manufactured by tack welding the panel while placing the honeycomb panel 60 on the jig and restraining them with the restraining jig. Positioning the honeycomb panel 60 on the jig is accomplished by arranging the panel with respect to the reference protrusion relative to the positioning protrusion positioned at the end of the jig.

As shown in FIG. 40, the underframe 30 includes a horizontal support 37 and a joint beam (not shown) arranged between side pedestals 31 positioned on both sides with respect to the vehicle width direction. An end pedestal (not shown) is provided at the end of the side pedestal 31. A bottom plate 32 made of a honeycomb panel is arranged between the horizontal support 37 and between the horizontal support 37 and the joint beam. The side stand 31, the horizontal stand 37 and the end stand are discharge type members made of aluminum alloy. The joint between the bottom plate 32 and the transverse pedestal 37 secures the honeycomb panel bottom plate 32 between the side pedestal 37, and then the airtight weld 38 at the front and the fillet weld 39 at the rear. It is formed as shown in FIG. 41 by welding. In this way, the underframe 30 is formed. When the horizontal pedestal 37 and the honeycomb panel bottom plate 32 are to be welded, it is preferable that the welding of the hermetic weld 38 to the inside of the vehicle is performed before the welding of the fillet weld 39 to the outside.

Now, the process of assembling the side block 20, the roof block 40, and the underframe block 30, which are all welded from the honeycomb panel 60 by tag welding, into a cylindrical structure is the same as the equipment used in this process. Will be described with reference to FIGS. 42 and 43 together. 42 shows a cylindrical structure 10 rotatably supported on a rotating device 500 via a rotating structure assembly jig 502. Rotating structure assembly jig 502 may be divided into two sections, the lower section covers the underframe and the side block and the upper section covers the side block and the roof block. The lower section of the rotating structure assembly jig 502 supports the underframe 30 and the side block 20 without being combined with the upper section. The lower section also acts as a jig used to tack weld the roof block 40 to the top of the side block 20 to assemble them into a cylindrical structure 10. Next, the upper section of the rotating structure assembly jig 502 is located above the structure 10, which is assembled and supported on the lower section of the jig 81, and the lower section so that the structure 10 can be rotated. Is coupled to. The rotating structure assembly jig 502 has its outer circumferential surface formed in a periphery thereof, and its inner circumferential surface coincides with the outer circumferential surface in the widthwise cross section of the cylindrical structure 10. In this method, the jig 502 has a function of maintaining and restraining the cross-sectional shape of the structure.

Next, referring to FIG. 43, the process of welding the cylindrical structure 10, that is, the process of fully welding the joint between the honeycomb panel 60 and the structure block will be described. The welding device is in the form of a gate for welding the joint on the outer surface of the structure 10. The welding apparatus includes a carrier structure 503 that can move in the longitudinal direction of the vehicle and a welding element 505 that can move along the carrier structure 503 in the width direction of the vehicle. The operation of the carrier structure 503 and the welding element 505 is automatically executed by numerical control. Welding on the inner side of the structure 10 between the honeycomb panel 60 and the structure block is mounted on the rail 504 and the rail 504 placed in the vehicle along the longitudinal direction of the vehicle and in the longitudinal direction of the vehicle. It is done using a welding device 506 that is movable along 504 and can be adjusted in the vertical and lateral directions and at a welding angle. The welding device 506 performs the total and final welding along the joint and the adjustment is automatically made by numerical control. The first welding device 503 and the second welding device 506 can use any of a welding method-MIG welding, automatic TIG welding, and laser welding.

Welding work is performed as follows. In the case of welding the structure 10 in the longitudinal direction of the vehicle, the rotating device 500 rotates the cylindrical structure 10 supported on the rotating structure assembly jig 502 until the welding edge along the welding line is raised. Let's do it. The structure 10 is fixed not to move in this state by the rotating device 500, so that the welding device 505 is downward in the longitudinal direction of the vehicle. Similarly, in the case of welding the inner surface of the structure, the welding device 505 operates downward to the welding edge along the weld line when the joint is upward. In the welding in the cross-sectional direction of the structure 10, the welding device 505 is operated in the vertical direction and at the same time adjust the rotating device 500 to rotate the structure in synchronization with the vertical adjustment of the welding device. In welding on the inner surface of the structure 10, the welding device 506 is similarly adjusted in the vertical direction and the welding angle and at the same time the rotating device 500 is controlled and rotated in synchronization with the adjustment of the welding device 506. Welding is performed on the phase. Welding on the outer circumferential surface and at the same time on the inner surface increases work efficiency. In this case, the welding of the welding seam extending in the longitudinal direction of the vehicle must be performed before the welding of other welding seams extending in the width direction, that is, in the circumferential direction of the vehicle. In welding on the outer circumferential surface and the inner surface, the outer circumferential surface is first performed because there is an advantage in minimizing strain occurring in the outer circumferential surface of the structure 10.

For the cylindrical structure 10 fabricated as described above, the design structure for the efficiently mounted design will be described with reference to FIGS. 44 and 45. 44 shows a cylindrical structure 10 attached to the design rail 600, which rail is used to support internal equipment. 45 shows the structure of the design rail 600. In this figure, the design rail 600 is located at a specific position in the cross-sectional direction of the vehicle, that is, the circumferential direction and extends in the longitudinal direction of the vehicle, as shown in FIG. The design rail 600 is almost C-shaped in cross section and is accommodated in the groove head of the movable bolt, through which the design is supported on the rail. Thus, the design can be dimensioned in the longitudinal direction of the vehicle. The design rail 600 is provided for the purpose of mounting an internal design such as a ceiling plate, a fluorescent lamp, a duct, an inner lining, a partition and a partition. The mounting position of the rails is determined in consideration of the fact that these internal devices formed as individual units are supported on both sides of two or more rails. If necessary, separate support and anchoring accessories are provided to mount a large design such as a partition member to span two or more design rails 600 in the circumferential direction of the vehicle.

The design is mounted to the rail 600 using bolts, or by pulling one end of the modulus design to fix the other end via bolt means. The design rail 600 itself is a rivet-adhesive method, i.e., one side of the honeycomb panel 60 using the adhesive 602 and bolts or rivets at the position of the frame member 603 soldered into the honeycomb panel 60. It is fixed to the structure 10 by the assembly fixing method using a fixing means 601 that can be fixed from the. This provides a stable fixing that is strong enough to enable connection of the flat design member. The frame member 603 is soldered between the previous face plates at the position where the design rail is mounted on the panel. They are installed where the strength necessary for mounting the design is large. After the cylindrical structure 10 is completed, the installation of the design rail 600 is automatically performed using an automatic design rail mounting apparatus that runs on the rail 401 placed in the structure 10 (FIG. 35). That is, the design rail 600 to which the adhesive 602 is applied to the adhesive surface is located at a specific position on the inner surface of the structure 10, and a hole is drilled in the structure; The fixing means 601 is tightened. These tasks are done automatically. This design rail mounting is done when each structural block is completed. However, it should be noted that a weld line perpendicular to the design rail 600 needs to be fully welded before the rail installation.

The cylindrical structure 10 thus manufactured is attached to the gable block 50, as shown in FIG. That is, in the final assembly step, the gable block 50 is mounted by arc welding after positioning. In this embodiment, the gable block 50 is formed to completely cover the longitudinal longitudinal section of the cylindrical structure 10, but may be formed differently. In order to retain sufficient strength for the welding process performed while rotating the structure, the gable block is divided into a ring-shaped periphery and an intermediate portion formed by an opening, such as a passage, and the ring outer periphery of the gable block is installed when the cylindrical structure is assembled by tack welding. do.

Since the honeycomb panel 60 is assembled by tack welding to form the structure block and the cylindrical structure, the deformation due to the heat of welding is very small, and the positioning and restraint of the honeycomb panel or the structural block can be performed relatively easily. This also improves work efficiency. Moreover, because weld edge precision is retained and the structural blocks are not joined by full welding, no overall assembly error due to shrinkage and deformation occurs. The structural blocks do not need to be flipped for bilateral welding, improving the precision of the structural blocks themselves. When fully welding the cylindrical structure 10, the deformation is eliminated by welding the adjacent honeycomb panels together or by welding the adjacent structural blocks together, minimizing the strain of the structure 10.

Since the cylindrical structure 10 is rotated by the rotating device 500 through the rotating structure assembly jig 502, the welding part may be welded while the welding device is continuously downward. This ensures sufficient strength in the weld. The design rail 600 is fixed to the cylindrical structure 10, so that the rail-installed area is not affected by heat deformation due to welding so that the modular design can be easily and accurately mounted. Since welding and design rail mounting are performed after the structure 10 is formed in a cylindrical shape, these operations can be easily automated by simply installing the rail 401. Since the design rail 600 can be installed in the correct position, there is almost no error in the positional relationship between the installed modular design and the structure 10. This eliminates the need to make adjustments between adjacent designs installed on the interior of the structure, thereby enhancing the efficiency of mounting the designs. Therefore, it is possible to eliminate the tapping work conventionally performed to equip the interior design after the structure is completed.

The design rail 600 is equipped so that the replacement of the design can be easily performed. In other words, if the interior rig is aging and worn out over the years of operation of the railroad car, the rig rails will remove internal renovations and repairs, especially the old rig, take them out of the entrance, and transport new devices through the entrance into the train. It then facilitates the task of mounting them inside the train. The installed new device is provided with means which make it possible to mount them on the design rail 600.

The design rail 600 also provides a similar effect in other railcar structures in which the underframe block, the sideblock and the roofblock are formed of hollow extruded material or members. That is, the hollow extruded members are formed to match the side cross-section of the vehicle at the position where these mold members are installed. The extruded members are arranged and assembled such that their longitudinal direction is adapted to that of the vehicle. The longitudinal assembly units of the plurality of extruded members are located side by side in the circumferential direction of the vehicle and then welded together to form the vehicle structure. The railway vehicle structure composed of this hollow extruded member also has a smooth surface on its inner side. Therefore, the design rail can be installed on the inside of the vehicle for mounting the internal device, achieving the same effect as in the previous embodiment.

Moreover, the design rail can be integrally formed by the hollow extruded member. In this case, since the work for installing the design rail is eliminated, the whole vehicle manufacturing process becomes simpler. Repair is done in the same manner as in the previous embodiment.

The manufacturing method of the railway vehicle structure according to the present invention enables a sufficient design work by maintaining the strength and precision of the vehicle structure while reducing the weight of the vehicle body. Therefore, it is possible to realize a block fabrication method which ensures high quality, high precision and high efficiency.

Claims (2)

It consists of a pair of side blocks, a roof block, a pair of gable blocks, and a frame, and the side blocks are composed of a membrane plate portion, an intaglio portion, and a plurality of peer panel portions. At the same time, in the method for manufacturing a railway vehicle having a plurality of window openings, A plurality of panels are joined side by side in the longitudinal direction of the vehicle body to form the membrane plate portion, A plurality of panels are placed side by side in the longitudinal direction of the vehicle body to form the intaglio portion, The position at which the panel is joined to the panel and the position at which the panel is joined are matched with respect to the longitudinal direction of the vehicle body, and the pier panel is welded to the membrane and the intaglio between the membrane and the recess. And arranging the peer panel sections at positions weldable to adjacent panels, and placing the peer panel sections at intervals corresponding to the dimensions in the vehicle body longitudinal direction of the window opening. And manufacturing the pier panel portion, the membrane plate portion and the intaglio portion. It consists of a pair of side blocks, a roof block, a pair of gable blocks, and a frame, wherein the side blocks are composed of a membrane plate portion, a recess plate portion, a plurality of peer panel portions and an entrance portion, and a plurality of window openings. In the manufacturing method of the railway vehicle provided with, A plurality of panels are joined side by side in the longitudinal direction of the vehicle body to form the membrane plate portion, A plurality of panels are placed side by side in the longitudinal direction of the vehicle body to form the intaglio portion, The position at which the panel is joined to the panel and the position at which the panel is joined are matched with respect to the longitudinal direction of the vehicle body, and the pier panel is welded to the membrane and the intaglio between the membrane and the recess. And arranging the peer panel sections at positions weldable to adjacent panels, and placing the peer panel sections at intervals corresponding to the dimensions in the vehicle body longitudinal direction of the window opening. The entrance and exit part is arrange | positioned so that welding is possible at the edge part of the vehicle body longitudinal direction of the said intaglio plate part, and the edge part of the vehicle body circumferential direction of the said membrane plate part, A method for manufacturing a railway vehicle, comprising: welding a pier panel portion, the membrane plate portion, the intaglio portion, and the entrance portion.