JP2010083214A - Railroad vehicle and method of manufacturing railroad vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a railroad vehicle capable of facilitating the ensuring of shape accuracy of a side frame body and reducing manufacturing cost, and a method of manufacturing the railroad vehicle. <P>SOLUTION: The side frame body 10 includes a plurality of panels (a frieze board panel 21, a wainscot sheathing panel 22, and a pier panel 23), and fixing holes (fixing holes 21f, 22f, 23f) are formed on those panels. The outer shapes of those panels and the inner shapes of the fixing holes are machined by a laser beam, and machining accuracy to the outer shapes of the panels of the fixing holes can be improved. Therefore, the panel are arranged so as to make end surfaces abut on each other, thereby facilitating the ensuring of the shape accuracy of the side frame body. Reinforcing members are fitted in the fixing holes of the arranged panels, thereby reducing man-hour of marking-off work for positioning the reinforcing members and manufacturing man-hour of fixtures for fixing the reinforcing members. Consequently, the manufacturing cost of the railroad vehicle can be reduced. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a railway vehicle and a manufacturing method of the railway vehicle, and more particularly to a railway vehicle and a manufacturing method of the railway vehicle that can easily secure the shape accuracy of the side structure and can reduce the manufacturing cost.

  In the technique disclosed in Japanese Patent Application Laid-Open No. 2003-191842, the outer plate of the side structure is configured by welding and joining the curtain plate panel 6, the blowing panel 7, and the waist plate panel 8, For the reinforcement, the horizontal bone member 6a, the horizontal bone member 7a, and the horizontal bone member 8a were welded to the curtain panel panel 6, the blowing panel 7, and the waist panel 8 (Patent Document 1).

  Here, since the both sides of the structure are supported by the chassis in the traveling state (the state where the railway vehicle is arranged on the rail), the structure deforms due to the weight of the railway vehicle itself and warps. Therefore, it has been necessary to form the side structure in advance in a shape (for example, a fan shape) in anticipation of the deformation so that the railway vehicle has a desired shape (a shape that becomes a rectangular shape in the running state).

On the other hand, the panels that make up the side structure were cut out with a cutting machine such as a shear, so the shape was a simple rectangular shape, and the outer plate had a slightly fan shape (arch shape). A plurality of panels cut into a rectangular shape are arranged with a gap between each other, and the gap is filled by welding.
JP2003-191842 ("paragraph 0007")

  However, in the conventional side structure described above, since the panel is disposed with a gap, it is difficult to accurately arrange the panel while setting the gap. Therefore, it is difficult to make the shape of the side structure formed from the panel a desired shape (a shape that becomes a rectangular shape in the running state), and it is difficult to ensure the shape accuracy of the side structure in the running state. was there.

  In addition, in order to attach the reinforcing member to the outer plate with high accuracy, an operation for drawing a marking line for determining the arrangement position of the reinforcing member and a fixing jig for fixing the reinforcing member to the outer plate are required. For this reason, there has been a problem that the work for drawing the marking line and the production of the jig take man-hours and increase the manufacturing cost.

  The present invention has been made to solve the above-described problems, and provides a railcar and a railcar manufacturing method that can easily secure the shape accuracy of the side structure and can reduce the manufacturing cost. The purpose is that.

  In order to achieve this object, a railway vehicle according to claim 1 is formed in a plate shape by welding a plurality of panels between end faces and forms an outer wall of a side structure, and an inner wall of the outer plate. A reinforcing member welded to a side surface, wherein the reinforcing member includes a plurality of fixed protrusions protruding from a mating surface that is a surface in contact with the inner side surface, and the panel includes the inner side surface A fixing hole that is a through hole that is opened in a region that contacts the mating surface and into which the fixing protrusion is fitted, and a process of forming the fixing hole through the panel and a process of cutting out the outer shape of the panel Is done with a laser beam.

  According to a second aspect of the present invention, there is provided a railcar manufacturing method in which end faces of a plurality of panels are welded to form a plate and an outer plate constituting an outer wall of a side structure, and reinforcement welded to an inner side surface of the outer plate. A method of manufacturing a railway vehicle comprising a member, wherein a panel is formed by performing a process of forming a fixed hole by irradiating a plate-shaped material with a laser beam and a process of cutting out the outer shape of the panel A forming step, a disposing step of disposing the plurality of panels formed by the panel forming step in a state in which the end surfaces of the panels are in contact with each other, and the disposing steps contact the end surfaces of the plurality of panels with each other. With respect to the outer plate forming step of forming the outer plate composed of the plurality of panels by welding the panels arranged in contact with each other, and the fixing hole of the outer plate formed by the outer plate forming step Reinforcing member And a welding fitting step of welding the reinforcing member to the outer plate fitted fixing protrusion being projected.

  According to the railway vehicle of the first aspect, the outer plate forms the outer wall of the side structure and is formed into a plate shape by welding the end surfaces of the plurality of panels, and the reinforcing member is welded to the inner side surface of the outer plate. ing.

  Here, according to the railway vehicle according to claim 1, since the process of penetrating the fixing hole in the panel and the process of cutting out the outer shape of the panel are performed by the laser beam, the processed material is converted into a laser processing machine ( Without reattaching to a processing machine that cuts the material by irradiating a laser beam, it is possible to perform the process of forming the fixed hole through and the process of cutting out the outer shape of the panel. Therefore, the positional accuracy between the fixing hole and the outer shape of the panel can be ensured. As a result, it is possible to ensure the accuracy of the relative positions of the respective fixing holes of the plurality of panels by arranging the end surfaces (surfaces forming the outer shape) of the plurality of panels in contact with each other.

  Therefore, the relative positions of the respective fixing holes of the plurality of panels can be arranged at positions corresponding to the plurality of fixed protrusions provided in the reinforcing member and provided in one reinforcing member. The plurality of fixed protrusions provided in the reinforcing members can be fitted into the fixed holes of the plurality of panels.

  Therefore, the reinforcing member can be positioned with respect to each fixing hole of the plurality of panels, and an operation of drawing a marking line for determining the position of the reinforcing member can be eliminated. As a result, there is an effect that it is possible to reduce the manufacturing cost by reducing the man-hours for drawing the marking lines.

  Further, since the fixing protrusion is fitted into the fixing hole, the reinforcing member can be fixed to the panel, and a fixing jig for fixing the reinforcing member can be eliminated. As a result, it is possible to reduce the manufacturing cost of the fixing jig and reduce the manufacturing cost. Moreover, since the fixed protrusion is fitted into the fixed hole, there is an effect that the strength of the railway vehicle can be increased by improving the bonding strength between the outer plate and the reinforcing member.

  In addition, according to the railcar of claim 1, since the process of cutting out the outer shape of the panel is performed by a laser beam, the outer shape of the panel is more accurately compared to the case of cutting out the outer shape of the panel with a cutting machine such as a shear. Can be processed. Therefore, there is an effect that the shape accuracy of the side structure can be improved.

  On the other hand, when the outer shape of the panel is deformed by welding, the outer shape of the outer plate constituted by a plurality of panels changes. Here, for example, in the case of cutting out the outer shape of the panel with a cutting machine such as a shear as in the past, it is difficult to accurately process the outer shape of the panel, and the outer shape of the panel is expected to be deformed by welding of the panel It was difficult to cut into a shape. Therefore, there existed a malfunction that the shape precision of an outer plate deteriorated by welding a some panel mutually.

  On the other hand, according to the railcar of claim 1, since the process of cutting out the outer shape of the panel is performed by the laser beam, the outer shape of the panel can be processed with high accuracy. For this reason, the outer shape of the outer plate can be made to allow for deformation due to welding. Therefore, there is an effect that the shape accuracy of the outer shape of the outer plate can be ensured and the shape accuracy of the side structure can be easily secured.

  According to the method for manufacturing a railway vehicle according to claim 2, the outer plate constitutes the outer wall of the side structure and is formed into a plate shape by welding end faces of a plurality of panels, and the reinforcing member is provided on the inner side surface of the outer plate. Weld.

  Here, according to the method for manufacturing a railway vehicle according to claim 2, since the process of penetrating the fixing hole in the panel forming step and the process of cutting out the outer shape of the panel are performed by the laser beam, the processed material is Without reattaching to the laser processing machine (processing machine that cuts the material by irradiating the laser beam), it is possible to perform the process of penetrating the fixing hole and the process of cutting out the outer shape of the panel. Therefore, the positional accuracy between the fixing hole and the outer shape of the panel can be ensured.

  The plurality of panels whose outer shapes are processed by the laser beam are arranged in a state in which the end surfaces (surfaces forming the outer shapes) of the plurality of panels are in contact with each other in the arranging step. The accuracy of the relative positions of the respective fixing holes can be ensured.

  Then, a plurality of panels arranged in a state where the end faces (surfaces forming the outer shape) are in contact with each other are welded to each other in the outer shape forming step, thereby forming an outer plate composed of the plurality of panels. Is done. Thereafter, the fixing projection of the reinforcing member is fitted into the fixing hole of the outer plate constituted by a plurality of panels in the welding fitting process, and the reinforcing member is welded to the outer plate.

  Therefore, the relative positions of the respective fixing holes of the plurality of panels can be arranged at positions corresponding to the plurality of fixed protrusions provided in the reinforcing member and provided in the single reinforcing member. Therefore, a plurality of fixed protrusions provided in one reinforcing member can be fitted into the fixed holes of the plurality of panels.

  Therefore, the reinforcing member can be positioned with respect to each fixing hole of the plurality of panels, and an operation of drawing a marking line for determining the position of the reinforcing member can be eliminated. As a result, there is an effect that it is possible to reduce the manufacturing cost by reducing the man-hours for drawing the marking lines.

  Further, since the fixing protrusion is fitted into the fixing hole, the reinforcing member can be fixed to the panel, and a fixing jig for fixing the reinforcing member can be eliminated. As a result, it is possible to reduce the manufacturing cost of the fixing jig and reduce the manufacturing cost. Moreover, since the fixed protrusion is fitted into the fixed hole, there is an effect that the strength of the railway vehicle can be increased by improving the bonding strength between the outer plate and the reinforcing member.

  Further, according to the method for manufacturing a railway vehicle according to claim 2, since the outer shape of the panel is processed by a laser beam in the panel forming step, compared with a case where the outer shape of the panel is cut out by a cutting machine such as a shear. The outer shape of the panel can be processed with high accuracy. Therefore, there is an effect that the shape accuracy of the side structure can be improved.

  Further, since the outer shape of the panel is processed by a laser beam in the panel forming process, the outer shape can be processed freely. For this reason, the outer shape of the panel is formed in a shape that allows for the deformation due to the weight of the railcar, so that the end face of the panel is placed in contact in the placement step, and the outer plate is placed in a desired shape (in the running state). A shape that becomes a rectangular shape). Therefore, there is an effect that it is easy to ensure the shape accuracy of the side structure.

  On the other hand, when the outer shape of the panel is deformed by welding, the outer shape of the outer plate constituted by a plurality of panels is deformed. Here, for example, in the case of cutting out the outer shape of the panel with a cutting machine such as a shear as in the past, it is difficult to accurately process the outer shape of the panel, and the outer shape of the panel is expected to be deformed by welding of the panel It was difficult to cut into a shape. For this reason, there is a problem that the shape accuracy of the outer plate is deteriorated by welding the panels to each other.

  On the other hand, according to the method for manufacturing a railway vehicle according to the second aspect of the invention, since the panel forming step of cutting out the outer shape of the panel with a laser beam is provided, the outer shape of the panel can be processed freely. For this reason, the outer shape of the outer plate can be made to allow for deformation due to welding. Therefore, there is an effect that the shape accuracy of the side structure can be easily ensured by contacting the outer shape (end surface) of the outer plate.

  Further, since the outer plate is formed by combining a plurality of panels, it has a larger shape than the respective panels. Therefore, in the state of an outer plate, it cannot attach to a laser processing machine. Therefore, it is difficult to process the fixing hole with the laser processing machine after the panel is welded to the outer plate.

  On the other hand, according to the method for manufacturing a railway vehicle according to claim 2, the process of penetrating and forming the fixing hole in the panel forming step and the process of cutting out the outer shape of the panel are performed by a laser beam. Therefore, there is an effect that it is possible to secure the positional accuracy of the fixing hole with respect to the outer shape of the panel, reduce the man-hours for drawing the marking lines, and reduce the manufacturing cost as described above.

  Hereinafter, preferred embodiments of the present invention will be described with reference to the accompanying drawings. First, the configuration of the vehicle structure 100 will be described with reference to FIG. FIG. 1A is a partial cross-sectional perspective view of a vehicle structure 100 according to one embodiment of the present invention.

  The vehicle structure 100 constitutes a base part of a railway vehicle, and as shown in FIG. 1A, a roof structure 1 disposed on the upper side of the vehicle structure 100 and constituting a roof of the railway vehicle, and the vehicle structure. The floor structure 2 is disposed below 100 and forms the floor of the railway vehicle, and the side structure 10 that connects the floor structure 2 and the roof structure 1 to form the side surface of the railway vehicle.

  Next, the configuration of the side structure 10 will be described with reference to FIGS. FIG. 1B is a side view of the side structure 10 viewed from the inside to the outside of the vehicle structure 100. FIG. 2 is a perspective view of the side structure 10 showing a state before the vertical reinforcing member 12 and the horizontal reinforcing member 13 are assembled to the outer plate 11. In addition, in order to make an understanding easy, the edge part of the horizontal reinforcement member 13 attached to the waist board panel 22 is abbreviate | omitted and illustrated.

  As shown in FIG. 1B, the side structure 10 includes an outer plate 11, a plurality of vertical reinforcing members 12 attached to an inner surface that is a flat surface inside the outer plate 11, and the vertical reinforcing members 12. And a lateral reinforcing member 13 attached to the inner side surface.

  The outer plate 11 is a flat plate-like member disposed at the outermost part of the vehicle structure 100. As shown in FIGS. 1B and 2, the curtain plate panel 21, the waist plate panel 22, and the blowing panel are provided. 23 are provided.

  As shown in FIGS. 1B and 2, the curtain panel 21 is a member disposed on the upper side (upper side of FIG. 1B) of the railway vehicle, and is viewed from the front (FIG. 1B) (View) It is configured as a flat plate formed in a fan shape, and includes an inner surface 21a, an outer surface 21b, an upper bottom end surface 21c, a lower bottom end surface 21d, a side end surface 21e, a fixing hole 21f, and a fixing hole 21g. I have.

  As shown in FIGS. 1B and 2, the inner side surface 21a is a plane facing the inner side of the vehicle structure 100 (see FIG. 1A) (the front side in FIG. 1B in the direction perpendicular to the paper surface), The vertical reinforcing member 12 and the horizontal reinforcing member 13 described above are attached. The outer side surface 21b is a plane that faces the outside of the vehicle structure 100 (see FIG. 1 (a)) (FIG. 1 (b) the back side in the direction perpendicular to the paper surface), and is parallel to the inner side surface 21a.

  As shown in FIGS. 1B and 2, the upper bottom end surface 21c is a curved surface that is continuous from the inner side surface 21a and orthogonal to the inner side surface 21a. And a part thereof is in contact with a lower bottom end surface 23d of a blowing panel 23 described later. The lower bottom end face 21d is a curved surface that is continuous with the inner side surface 21a and is orthogonal to the inner side surface 21a, and is disposed facing the upper side (FIG. 1 (b) upper side) of the railcar (see FIG. 1). (See (a)).

  As shown in FIGS. 1B and 2, the side end surface 21e is a pair of planes that are continuous from the inner side surface 21a and orthogonal to the inner side surface 21a. Each is arranged in opposition to the left-right direction) and is in contact with the side end face 21e of the adjacent curtain panel 21.

  The fixing holes 21f are through-holes having openings on the inner side surface 21a and the outer side surface 21b described above, and are arranged one on each side of the curtain panel 21 (on both sides in the left-right direction in FIG. 1B). In addition, as shown in FIG. 2, the fixing protrusion 12a of the vertical reinforcement member 12 mentioned later is fitted by the fixing hole 21f.

  The fixing holes 21g are through holes having openings on the inner side surface 21a and the outer side surface 21b, and two fixing holes are arranged along the above-described upper bottom end surface 21c. In addition, as shown in FIG. 2, the fixing protrusion 21a of the horizontal reinforcement member 13 mentioned later is fitted by the fixing hole 21g.

  As shown in FIGS. 1B and 2, the waistboard panel 22 is a member disposed on the lower side of the railway vehicle (lower side in FIG. 1B) and is viewed from the front (FIG. 1B perpendicular to the paper surface). (Directional view) It is configured as a flat plate formed in a fan shape, and includes an inner surface 22a, an outer surface 22b, an upper bottom end surface 22c, a lower bottom end surface 22d, a side end surface 22e, a fixing hole 22f, and a fixing hole 22g. It has.

  The lumbar panel 22 is configured in the same manner as the curtain panel 21. The inner side 22a, the outer side 22b, the side end face 22e, and the fixing hole 22f are respectively an inner side 21a, an outer side 21b, and an upper side. Since it corresponds to the bottom end surface 21c, the bottom bottom end surface 21d, the side end surface 21e, and the fixing hole 21f, description of the inner side surface 22a, the outer side surface 22b, the side end surface 22e, and the fixing hole 22f is omitted, and the upper bottom end surface 22c, The configuration of the bottom end face 22d and the fixing hole 22g will be described.

  The upper bottom end surface 22c is a curved surface that is coupled to the inner side surface 22a and is orthogonal to the inner side surface 22a, and is disposed facing the lower side of the railway vehicle (the lower side in FIG. 1B). (See FIG. 1 (a)).

  As shown in FIGS. 1B and 2, the lower bottom end surface 22d is a curved surface that is continuous with the inner side surface 22a and orthogonal to the inner side surface 22a, and is on the upper side of the railway vehicle (upper side in FIG. 1B). And a part thereof is in contact with an upper bottom end face 23c of a blowing panel 23 described later.

  The fixing holes 22g are through holes having openings on the inner side surface 22a and the outer side surface 22b, and two fixing holes are disposed along the lower bottom end surface 22d described above. In addition, as shown in FIG. 2, the fixed protrusion 13a of the horizontal reinforcement member 13 mentioned later is fitted by the fixing hole 22g.

  As shown in FIG. 1B, the blowing panel 23 is connected to the pair of adjacent curtain panels 21 and the pair of adjacent waist panels 22 and connects the curtain panel 21 and the waist panel 22 to each other. It is a member and is configured as a flat plate formed in the shape of a fan in front view, and includes an inner surface 23a, an outer surface 23b, an upper bottom end surface 23c, a lower bottom end surface 23d, a side end surface 23e, and a fixing hole 23f. ing.

  The blowing panel 23 has a main configuration similar to that of the curtain panel 21, and the inner side surface 23a, the outer side surface 23b, and the fixing hole 23f are respectively formed on the inner side surface 21a, the outer side surface 21b, and the fixing hole 21f. Therefore, the description of the inner side surface 22a, the outer side surface 22b, and the fixing hole 22f is omitted, and the configuration of the upper bottom end surface 23c, the lower bottom end surface 23d, and the side end surface 23e will be described.

  As shown in FIGS. 1B and 2, the upper bottom end surface 23c is a curved surface that is continuous with the inner side surface 23a and is orthogonal to the inner side surface 23a. The lower bottom end face 22d of the waist plate panel 22 is in contact with the waist plate panel 22. The upper bottom end face 23c is in contact with each lower bottom end face 22d of the adjacent waist plate panel 22.

  As shown in FIGS. 1B and 2, the lower bottom end surface 23d is a curved surface that is continuous with the inner side surface 23a and orthogonal to the inner side surface 23a, and is on the upper side of the railway vehicle (upper side in FIG. 1B). And is in contact with the upper bottom end surface 21c of the curtain panel 21. The upper bottom end surface 23c is in contact with the upper bottom end surface 21c of each adjacent curtain panel 21.

  As shown in FIGS. 1B and 2, the side end surface 23e is a pair of planes that are continuous from the inner side surface 23a and orthogonal to the inner side surface 23a. Each is arranged opposite to the left and right direction.

  Note that the fixing hole 23f of the blowing panel 23 is provided on each end face (upper bottom end faces 21c, 22c, 23c, lower bottom end faces 21d, 22d, 23d, side end face 21e) of the curtain panel 21, the waist panel 22 and the blowing panel 23. 22e, 23e) are brought into contact with each other, and the fixed hole 21f and the fixed hole 22f are connected to each other when the curtain panel 21, the waist panel 22 and the blowing panel 23 are disposed at predetermined positions. It is arranged on a straight line.

  Further, the curtain panel 21, the waist panel 22 and the blowing panel 23 are fan-shaped long arcs (concentric 2 forming a fan-shaped outer shape on the roof structure 1 side (the upper side in FIG. 1B) of the vehicle structure 100. The longer arc of the arcs is disposed, and each end face (upper bottom end face 21c, 22c, 23c, lower bottom end face 21d, 22d) of the curtain panel 21, waist panel 22 and blowing panel 23 is disposed. , 23d and the side end faces 21e, 22e, 23e) are welded in a state of being in contact with each other.

  Since the outer shape of the curtain panel 21, the waist panel 22 and the blowing panel 23 is configured in a fan shape, for example, compared with a case where it is configured in a trapezoidal shape when viewed from the front (see FIG. 1 (b)). Thus, it is possible to reduce the unevenness of distortion of the outer plate 11 in the traveling state (the state where the railway vehicle is disposed on the rail). Therefore, it is possible to prevent the outer plate 11 from being partially partially strained. As a result, the durability of the side structure 10 can be improved and the durability of the railway vehicle can be improved.

  On the other hand, since both ends of the railway vehicle are supported by a chassis (not shown) in a traveling state (a state where the railway vehicle is disposed on the rail), the vehicle structure 100 is deformed by its own weight. Therefore, in order to make the vehicle structure 100 a rectangular shape when viewed from the side in the running state, the outer plate 11 is configured in a fan shape when viewed from the front (viewed in the vertical direction in FIG. 1B) in view of the deformation.

  Further, a long arc of the fan shape (the longer arc of the two concentric arcs forming the fan shape) is disposed on the upper side of the railway vehicle (upper side of FIG. 1B). A short arc (a short arc of two concentric arcs forming a fan-shaped outer shape) is disposed on the lower side of the railway vehicle (lower side in FIG. 1B).

  Therefore, when the vehicle structure 100 is deformed by its own weight, the fan shape in front view (viewed in the vertical direction in FIG. 1B) is transformed into a rectangular shape in side view. As a result, it is possible to easily ensure the shape accuracy of the side structure 10.

  On the other hand, when the outer shapes of the curtain panel 21, the waist panel 22 and the blowing panel 23 are deformed by welding, the outer shape of the outer plate 11 constituted by the curtain panel 21, the waist panel 22 and the blowing panel 23 is deformed. Here, for example, when cutting out the outer shapes of the curtain panel 21, the waist panel 22 and the blowing panel 23 with a cutting machine such as a shear as in the prior art, the curtain panel 21, the waist panel 22 and the blowing panel 23. It has been difficult to accurately machine the outer shape of the screen panel, and it has been difficult to cut out the outer shapes of the curtain panel 21, the waist panel 22 and the blowing panel 23 into a shape that allows for the deformation due to welding. Therefore, there has been a problem that the shape accuracy of the outer plate 11 is deteriorated by welding the curtain plate panel 21, the waist plate panel 22 and the blowing panel 23 to each other.

  On the other hand, according to the railway vehicle of the present embodiment, the process of cutting out the outer shapes of the curtain panel 21, the waist panel 22 and the blowing panel 23 is a cutting process using a laser beam. The external shape of the panel 22 and the blowing panel 23 can be processed freely. Therefore, the outer shape of the outer plate 11 can be a shape that allows for deformation due to welding. Therefore, the shape accuracy of the side structure 10 can be easily ensured by arranging the outer shape (end surface) of the outer plate 11 in contact with each other.

  Next, the configuration of the vertical reinforcing member 12 and the horizontal reinforcing member 13 will be described with reference to FIG. As shown in FIG. 2, the vertical reinforcing member 12 is formed in a long shape having a U-shaped cross section, and includes a plurality (three in the present embodiment) of fixed protrusions 12 a.

  The plurality of fixed protrusions 12 a are configured as flat plates protruding from the outer edge of the vertical reinforcing member 12 in the opening direction of the vertical reinforcing member 12 (opening direction of the U-shaped cross section), and in the longitudinal direction of the vertical reinforcing member 12 Are arranged side by side.

  A plurality (three in this embodiment) of the fixed projections 12 a are respectively fitted into the fixing holes 21 f of the curtain panel 21, the fixing holes 22 f of the waist panel 22, and the fixing holes 23 f of the blowing panel 23. . Therefore, the vertical reinforcing member 12 is fixed to the outer plate 11 (the curtain plate panel 21, the waist plate panel 22, and the blowing panel 23).

  Accordingly, since a fixing jig for fixing the vertical reinforcing member 12 to the outer plate 11 can be eliminated, the number of manufacturing steps of the fixing jig for fixing the vertical reinforcing member 12 can be reduced, and the manufacturing cost of the railway vehicle can be reduced. Can be reduced.

  As shown in FIG. 2, the lateral reinforcing member 13 is formed in an elongated shape having an L-shaped cross section, and includes a plurality (two in this embodiment) of fixed protrusions 13 a. The plurality of fixed protrusions 13 a are configured as flat plates protruding from the outer edge of the lateral reinforcing member 13, and are disposed along the longitudinal direction of the lateral reinforcing member 13.

  Further, a plurality (two in the present embodiment) of the fixed protrusions 13 a are respectively fitted into the fixing holes 21 g of the curtain plate panel 21 and the fixing holes 22 g of the waist plate panel 22. Therefore, the plurality of lateral reinforcing members 13 are fixed to the curtain panel 21 and the waist panel 22 respectively.

  Accordingly, as in the case of the longitudinal reinforcing member 12, a fixing jig for fixing the lateral reinforcing member 13 to the outer plate 11 can be eliminated, and therefore the number of manufacturing steps of the fixing jig for fixing the lateral reinforcing member 13 is eliminated. It is possible to reduce the manufacturing cost of railway vehicles.

  Here, with reference to FIG. 2, the manufacturing method of the side structure 10 is demonstrated. Since the curtain panel 21, the waist panel 22 and the blowing panel 23 are manufactured by the same manufacturing method, only the curtain panel 21 will be described, and the description of the manufacturing method of the waist panel 22 and the blowing panel 23 will be omitted. .

  In the method for manufacturing a railway vehicle according to the present embodiment, the panel forming step, the disposing step, the outer plate forming step, and the fitting step (corresponding to “a part of the welding fitting step” according to claim 2). And a welding process (corresponding to "a part of the welding fitting process" described in claim 2).

  First, in a panel formation process, a flat plate is fixed to a laser processing machine (not shown), and the fixing hole 21f and the fixing hole 21g are cut and processed by a laser beam on the flat plate. Then, after the fixing hole 21f and the fixing hole 21g are formed, the fixing hole 21f and the fixing hole 21g are formed from the flat plate by cutting the outer side of the fixing hole 21f and the fixing hole 21g with a laser beam continuously around the circumference. The outer shape of the formed curtain panel 21 (a shape in which the end faces are connected) is cut out.

  Thus, since the curtain panel 21 is processed with the laser beam, the shape accuracy of the outer shape of the curtain panel 21 can be improved. Therefore, the shape accuracy of the outer shape of the outer plate 11 can be improved, and the shape accuracy of the side structure 10 can be improved.

  The waist plate panel 22 and the blowing panel 23 are processed from flat plates by the same manufacturing method. In addition, since the blowing panel 23 is not provided with the hole corresponding to the fixing hole 21g, naturally the process corresponding to the fixing hole 21g is abbreviate | omitted.

  Next, in the arranging step, as shown in FIG. 2, the end surfaces (upper bottom end surfaces 21c, 22c, 23c, lower bottom) of the curtain panel 21, the waist panel 22 and the blowing panel 23 processed in the panel forming step. The end surfaces 21d, 22d, 23d and the side end surfaces 21e, 22e, 23e) are brought into contact with each other to form the outer shape of the outer plate 11.

  Therefore, it is easy to ensure the shape accuracy of the outer plate 11 formed from the curtain panel 21, the waist panel 22 and the blowing panel 23, and it is possible to easily ensure the shape accuracy of the side structure 10.

  Further, since the outer shapes of the curtain panel 21, the waist panel 22 and the blowing panel 23 are cut with a laser beam, the outer shapes can be freely processed. Therefore, by processing the outer shape of the curtain panel 21, the waist panel 22 and the blowing panel 23 into a shape including deformation due to distortion caused by the railcar's own weight, the running state (the state where the railcar is arranged on the rail) In this case, the shape accuracy of the side structure 10 can be ensured.

  Further, the outer shape of the curtain panel 21, the waist panel 22 and the blowing panel 23 is made to have a shape including deformation due to contraction caused by welding the curtain panel 21, the waist panel 22 and the blowing panel 23 to each other. Even if the curtain panel 21, the waist panel 22 and the blowing panel 23 are joined by welding, the shape accuracy of the side structure 10 can be ensured.

  Further, since the inner shape of the fixing hole 21f and the fixing hole 21g and the outer shape of the curtain panel 21 are cut with a laser beam, each end surface (upper bottom end surfaces 21c, 22c, 23c, lower bottom end surfaces 21d, 22d, 23d) is cut. Fixing holes 21f, 22f, 23f, 21g, 22g (hereinafter referred to as "fixing hole group") formed in the curtain panel panel 21, the waist panel panel 22, and the blowing panel 23, respectively, with reference to the side end surfaces 21e, 22e, 23e). The relative position of the fixing hole group is improved.

  Therefore, the vertical reinforcing member 12 and the vertical reinforcing member 12 and the inner side surface 21a of the vertical reinforcing member 12 are fitted into the fixing holes 21f, 22f, and 23f, and the fixing protrusion 13a of the lateral reinforcing member 13 is fitted into the fixing holes 21g and 22g. The lateral reinforcing member 13 can be fixed at a desired position with respect to the outer plate 11.

  Therefore, after manufacturing the outer plate 11 by welding the curtain plate panel 21, the waist plate panel 22 and the blowing panel 23, an operation of drawing a marking line for determining the fixing positions of the vertical reinforcing member 12 and the horizontal reinforcing member 13 is performed. Can be omitted. As a result, it is possible to reduce the manufacturing cost of the railway vehicle by reducing the number of man-hours for drawing the marking line by omitting the marking process.

  Further, by processing the shape of the curtain panel 21, the waist panel 22 and the blowing panel 23 into a shape that allows for the shrinkage due to welding, the positional accuracy of the fixed hole group is further improved.

  Therefore, since the positional accuracy of the longitudinal reinforcing member 12 and the lateral reinforcing member 13 with respect to the outer plate 11 is improved, the fitting gap between the fixing holes 21f, 22f, 23f and the fixing protrusion 12a of the longitudinal reinforcing member 12 is set small. be able to. As a result, welding of the longitudinal reinforcing member 12 to the outer plate 11 is facilitated, and the manufacturing cost of the railway vehicle can be reduced by shortening the welding time.

  Next, in the outer plate forming step, laser beams are applied to the abutted end portions of the curtain plate panel 21, the waist plate panel 22 and the blowing panel 23 arranged in the abutting state in the arranging step, The outer panel 11 is formed by welding the curtain panel 21, the waist panel 22 and the blowing panel 23.

  In the fitting step, the fixing protrusions 12a of the vertical reinforcing member 12 are fitted into the fixing holes 21f, 22f, and 23f, and the fixing protrusions 13a of the lateral reinforcing member 13 are fitted into the fixing holes 22g. Therefore, the vertical reinforcing member 12 and the horizontal reinforcing member 13 are fixed with respect to the surface direction of the outer plate 11 (curtain plate panel 21, waist plate panel 22 and blowing panel 23) (direction parallel to the paper surface of FIG. 1B). Is done.

  For example, after the fixing projections 12a of the vertical reinforcing member 12 are fitted into the fixing holes 21f, 22f, 23f of the curtain panel 21, the waist panel 22 and the blowing panel 23, the curtain panel 21, the waist panel 22 and the blowing panel 21 are blown. When the outer panel 11 is formed by welding the side panel 23, the relative positions of the fixing holes 21f, 22f, and 23f change due to the shrinkage of the welded portion, and the longitudinal reinforcing member 12 cannot fully exhibit the strain strength. There arises a problem that the strength of the vehicle structure 100 is lowered.

  On the other hand, in the present embodiment, the outer shapes of the curtain panel 21, the waist panel 22 and the blowing panel 23 and the fixing holes 21f, 22f, and 23f are processed by cutting with a laser beam. The relative positions of 21f, 22f, and 23f correspond to the plurality of fixed protrusions 12a of the longitudinal reinforcing member 12 after the outer plate 11 is constructed by welding from the curtain panel 21, the waist panel 22 and the blowing panel 23. By forming so that the outer plate 11 is formed by welding, the longitudinal reinforcing member 12 can be fitted into the fixing holes 21f, 22f, and 23f.

  Therefore, even when displacement of the positions of the fixing holes 21f, 22f, and 23f occurs due to welding of the curtain plate panel 21, the waist panel 22 and the blowing panel 23, residual stress on the longitudinal reinforcing member 12 caused by the displacement of the positions is reduced. Generation can be suppressed as much as possible. As a result, the strength reduction of the vehicle structure 100 can be prevented.

  In the welding process, the longitudinal reinforcing member 12 having the fixed protrusions 12a fitted in the fixing holes 21f, 22f, and 23f is welded to the inner side surfaces 21a, 22a, and 23a, and the fixed protrusions 13a are fixed to the fixing holes 21g and 22g. The fitted longitudinal and transverse reinforcing members 13 are welded to the inner side surface 21a and the inner side surface 22a.

  The present invention has been described above based on the embodiments. However, the present invention is not limited to the above embodiments, and various improvements and modifications can be made without departing from the spirit of the present invention. It can be easily guessed.

  For example, the numerical values (for example, the quantity of each component) given in the above embodiment are merely examples, and other numerical values can naturally be adopted.

  In the above embodiment, the end surfaces (upper bottom end surfaces 21c, 22c, 23c, lower bottom end surfaces 21d, 22d, 23d, side end surfaces 21e, 22e, 23e) of the curtain panel 21, the waist panel 22 and the blowing panel 23 are provided. Although the case where it is configured in a straight line when viewed from the front (viewed in FIG. 1 (b) as viewed in the direction perpendicular to the paper surface) has been described, the present invention is not necessarily limited to this, and each end face of the curtain panel 21, the waist panel 22 and the blowing panel Combining a plurality of concave and convex shapes in front view (FIG. 1 (b) vertical view on the paper surface) in the shape of (upper bottom end surfaces 21c, 22c, 23c, lower bottom end surfaces 21d, 22d, 23d, side end surfaces 21e, 22e, 23e) You may comprise in a different shape.

  Here, a specific example of the concavo-convex shape will be described with reference to FIGS. 3 (a), FIG. 3 (b), FIG. 3 (c), FIG. 3 (d), FIG. 3 (f) and FIG. 3 (g) are respectively a pair of adjacent ones in a state before welding. FIG. 3E is a partial front view showing a part of the curtain panel panels 221, 321, 421, 521, 621, and 721, and FIG. 3 (e) shows one of the pair of curtain panel panels 521 arranged in a separated state. It is the partial front view which showed the part.

  For example, as shown in FIG. 3 (a), the side end surface 221e may be configured as a combination of triangular shapes when viewed from the front (viewed in the vertical direction in FIG. 3 (a)), as shown in FIG. 3 (b). In addition, the side end surface 321e may be configured as a combination of square shapes when viewed from the front (viewed in the vertical direction in FIG. 3B).

  Further, for example, as shown in FIG. 3C, the side end surface 421e may be configured as a combination of arc shapes when viewed from the front (viewed in the vertical direction in FIG. 3C). Furthermore, it may be configured as a combination of arcuate shapes whose curvature has changed (not shown). Further, for example, as shown in FIG. 3 (d), the side end surface 521e is configured as a combination of a wedge-shaped convex portion and a wedge-shaped concave portion when viewed from the front (viewed in the vertical direction in FIG. 3 (d)). Also good.

  In this case, as shown in FIGS. 3 (a), 3 (b), 3 (c), and 3 (d), the joining of the curtain panel panels 221, 321, 421, 521 has widths W2, W3, W4. , W5, the bending force applied to the joined curtain panel panels 221, 321, 421, 521 (FIG. 3 (a), FIG. 3 (b), FIG. 3 (c) and FIG. 3 (d)). It is possible to disperse the stress generated when a force (bending force of the curtain panel panels 221, 321, 421, 521) is applied in the direction perpendicular to the paper surface. Therefore, it is possible to increase the strength of the railway vehicle by increasing the joint strength (particularly, strength against bending) of the curtain panel panels 221, 321, 421, and 521 and improving the strength of the vehicle structure.

  Further, as shown in FIG. 3 (e), the shape dimensions of the concave portion and the convex portion of the side end surface 521e may be configured as follows when viewed from the front (FIG. 3 (d) as viewed in the direction perpendicular to the paper surface). For example, the width S1 of the opening of the recess is configured to be narrower than the width S2 of the bottom of the recess, the width S4 of the tip of the protrusion is wider than the width S1 of the opening of the recess, and the width S3 of the root of the protrusion is The width may be narrower than the width S1 of the opening.

  In this case, when the convex shape is inserted into the concave shape from the direction orthogonal to the surface of the curtain panel 521 (the direction perpendicular to the paper surface in FIGS. 3D and 3E), the surface direction of the curtain panel 521 (FIG. 3D). 3) and FIG. 3 (e) in the direction parallel to the paper surface), the position of the curtain plate panel 521 is fixed, so that the displacement of the placement position of the curtain plate panel 521 can be prevented and the formation accuracy of the outer plate can be stabilized. . Therefore, the product quality of the railway vehicle can be stabilized.

  Further, for example, as shown in FIG. 3 (f), one convex portion or side end surface 621e formed by raising the entire side end surface 621e in a triangular shape when viewed from the front (viewed in the vertical direction in FIG. 3 (f)). May be configured as a single recess formed by being recessed in a triangular shape when viewed from the front (viewed in the vertical direction in FIG. 3 (f)). For example, as shown in FIG. A portion of the side end surface 721e is viewed from the front (FIG. 3 (f), viewed from the direction perpendicular to the paper surface). One convex portion formed by raising the triangle or a part of the side end surface 721e is viewed from the front (FIG. 3 (f). (Viewed in the vertical direction) It may be configured as a single recess formed by being recessed in a triangular shape.

  In this case, the corresponding shape is uniquely determined as compared with the case where the concavo-convex shape is configured by combining the same shape, so that an incorrect assembly of the curtain panel 621, 721 can be prevented. Further, since the side end surfaces 621e and 721e guide each other in the process of bringing the pair of curtain plate panels 621 and 721 close to each other, the curtain plate panels 621 and 721 can be easily positioned. As a result, it is possible to reduce the time required for positioning the curtain panel 621 and 721 and reduce the product cost of the railway vehicle.

  In this case, when the curtain panel panels 621 and 721 and the adjacent curtain panel panels 621 and 721 are abutted with each other with the triangular apex as a boundary, the positions of the pair of curtain panel panels 621 and 721 can be uniquely determined. Therefore, the positioning accuracy of the curtain plate panels 621 and 721 can be ensured. As a result, the product accuracy of the railway vehicle can be ensured.

  Further, as shown in FIGS. 3 (f) and 3 (g), the curtain panel panels 621 and 721 are joined in the range of the widths W6 and W7. Similar to 521, this occurs when a bending force (a force that bends the curtain panel panels 621 and 721 in the direction perpendicular to the plane of FIG. 3F) acts on the joined curtain panel panels 621 and 721. Stress can be dispersed. Therefore, it is possible to increase the strength of the railway vehicle by increasing the joint strength (particularly strength against bending) of the curtain panel panels 621 and 721 and improving the strength of the vehicle structure.

  The upper bottom end face 21c of the curtain panel 21, the lower bottom end face 22d of the waist panel 22, the side end face 22e of the waist panel 22, the upper bottom end face 23c of the blowing panel 23 and the lower bottom end face 23d of the blowing panel 23 are also concerned. The same effect can be obtained by configuring the side end face 21e of the curtain panel 21 in the same manner.

  In the above embodiment, the curtain panel 21, the waist panel 22, and the blowing panel 23 have been described as being formed in a fan-shaped front view, but may be configured in a trapezoidal shape. In this case, each end surface (upper bottom end surfaces 21c, 22c, 23c, lower bottom end surfaces 21d, 22d, 23d, side end surfaces 21e, 22e, 23e) of the curtain panel 21, the waist panel 22 and the blowing panel 23 is viewed from the front ( FIG. 1B is a straight line). For example, the end surfaces of the waist panel 22 and the blowing panel 23 (upper bottom end surfaces 21c, 22c, 23c, lower bottom end surfaces 21d, 22d, 23d). , The processing length of the curtain panel 21, the waist panel 22, and the blowing panel 23 can be shortened as compared with the case where the side end faces 21 e, 22 e, 23 e) are configured in a curved shape or a saw shape. Therefore, the processing time of the curtain panel 21, the waist panel 22 and the blowing panel 23 can be shortened, and the manufacturing efficiency of the railway vehicle can be improved. As a result, the manufacturing cost of the railway vehicle can be reduced.

(A) is the fragmentary sectional perspective view of the vehicle structure in 1 embodiment of this invention, (b) is the side view of the side structure seen from the inner side of the vehicle structure to the outer side. It is the perspective view of the side structure which showed the state before a vertical reinforcement member and a horizontal reinforcement member are assembled | attached to an outer plate. (A), (b), (c), (d), (f), and (g) are partial front views showing a part of a pair of adjacent curtain panels in a state before welding. (E) is a partial front view showing a part of a pair of curtain panels arranged in a separated state.

Explanation of symbols

100 Vehicle structure (part of railway vehicle)
10 side structure 11 outer plate 12 vertical reinforcing member (part of reinforcing member)
12a Fixed projection 13 Lateral reinforcing member (part of reinforcing member)
13a Fixed projection 21, 221, 321, 421, 521, 621, 721 Curtain panel (part of the panel)
21a, 22a, 23a Inner side surface 21c Upper bottom end surface (part of end surface)
21d Lower bottom end surface 21e, 221e, 321e, 421e, 521e, 621e, 721e Side end surface (part of end surface)
21f, 21g Fixing hole 22 Lumbar panel (part of panel)
22c Upper bottom end face 22d Lower bottom end face (part of end face)
22e side end face (part of end face)
22f, 22g fixing hole 23 blowing panel (part of the panel)
23c Upper bottom end face (part of end face)
23d Lower bottom end face (part of end face)
23e side end face 23f fixing hole

Claims (2)

In a railway vehicle comprising a outer plate that is formed into a plate shape by welding a plurality of panels between end faces and constitutes an outer wall of a side structure, and a reinforcing member that is welded to an inner surface of the outer plate.
The reinforcing member includes a plurality of fixed protrusions protruding from a mating surface that is a surface that contacts the inner surface,
The panel includes a fixed hole that is a through hole that is opened in a region of the inner surface that contacts the mating surface and into which the fixed protrusion is fitted.
A railcar characterized in that a process of penetrating and forming the fixing hole in the panel and a process of cutting out the outer shape of the panel are performed by a laser beam. A railcar manufacturing method comprising: an outer plate configured by welding end faces of a plurality of panels to form a plate and forming an outer wall of a side structure; and a reinforcing member welded to an inner surface of the outer plate. ,
A panel forming step of forming a panel by performing a process of forming a fixed hole by irradiating a laser beam to a plate-shaped material and a process of cutting out the outer shape of the panel;
A disposing step of disposing a plurality of panels formed by the panel forming step in a state in which end surfaces of the panels are in contact with each other;
An outer plate forming step of forming an outer plate composed of the plurality of panels by welding the panels arranged in a state where the end surfaces of the plurality of panels are in contact with each other by the arranging step;
A welding fitting step of fitting a fixing protrusion protruding from the reinforcing member into a fixing hole of the outer plate formed by the outer plate forming step and welding the reinforcing member to the outer plate. A method for manufacturing a railway vehicle characterized by comprising:

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